Oil piston air compressor

Abstract

The invention provides an oil piston air compressor. The oil piston air compressor comprises a machine shell, two sets of compression cylinders and two oil filtering shells. Crankshaft cavities are formed in the two ends of the machine shell correspondingly, a driving cavity is formed between the two crankshaft cavities, and the two crankshaft cavities communicate with each other through a release cavity located below the driving cavity. The two compression cylinders are connected to the machine shell and correspondingly communicate with the two crankshaft cavities, and air inlet cavities are formed in the ends, away from the crankshaft cavities, of the compression cylinders. The two oil filtering shells are buckled on the machine shell in a sealed mode and form volume cavities above the two crankshaft cavities respectively, and at least one layer of perforated plate is arranged in each volume cavity. Wherein the two crankshaft cavities are correspondingly communicated with the two volume cavities through breathing channels respectively, and the two volume cavities are communicated with one air inlet cavity through an air cooling pipe respectively. According to the oil piston air compressor, the overall lubricating effect of the compression cylinder can be improved, the dry grinding phenomenon caused by insufficient lubrication of the compression cylinder is avoided, and therefore the normal working life of the air compressor is prolonged, and the working efficiency of the air compressor is improved.

Description

Technical Field

[0001] The invention belongs to the technical field of air compressors, and in particular relates to an oil-filled piston air compressor. Background Art

[0002] Automotive piston air compressors typically come in two types: oil-operated and oil-free. Oil-operated compressors offer advantages over oil-free models in terms of efficiency and service life. Oil-operated piston compressors typically require a certain amount of lubricating oil to be added to the crankcase. A lever mounted on the crankshaft, when the crankshaft rotates, stirs the oil to form an oil mist. This oil mist enters the compression cylinder and, driven by the piston, forms a lubricating film on the cylinder wall, thereby achieving relative lubrication between the piston and the cylinder.

[0003] Based on the above-mentioned lubrication principle of the current oil-filled piston air compressor, since a piston ring needs to be installed on the piston to ensure the sealing effect between it and the compression cylinder, the power that drives the lubricating oil film to climb upward actually comes from the piston ring. However, due to the distance between the piston ring and the piston end face, the lubricating oil film cannot climb to the end of the compression cylinder, which will cause insufficient lubrication between the piston and the end cylinder wall of the compression cylinder during the compression stroke, thereby causing dry grinding between the piston and the compression cylinder. This not only affects the normal life of the compression cylinder, but also easily causes local overheating problems and causes shutdowns, thereby affecting work efficiency. Summary of the Invention

[0004] An embodiment of the present invention provides an oil-filled piston air compressor, aiming to improve the overall lubrication effect of the compression cylinder.

[0005] To achieve the above object, the technical solution adopted by the present invention is to provide an oil-filled piston air compressor, comprising: The casing has crankshaft cavities formed at both ends, a drive cavity formed between the two crankshaft cavities, and the two crankshaft cavities are connected through a release cavity located below the drive cavity; Two groups of compression cylinders are connected to the casing and are in communication with the two crank chambers respectively. The ends of the compression cylinders away from the crank chambers have intake chambers. Two oil filter housings are sealed and fastened to the engine housing and respectively form a volume cavity above the two crankshaft chambers, and at least one layer of porous plate is provided in the volume cavity; The two crankshaft chambers are respectively connected to the two volume chambers through breathing channels, and the two volume chambers are respectively connected to one of the intake chambers through an air cooling pipe.

[0006] In a possible implementation, a breathing hole is provided on the top of the crankshaft chamber, the breathing hole is connected to the breathing channel, and an oil baffle is provided directly in front of the breathing hole.

[0007] In some embodiments, a breathing groove is provided on the top wall of the crankshaft chamber; wherein the breathing hole is opened at the bottom of the breathing groove, and the oil baffle covers a portion of the notch area of the breathing groove.

[0008] Exemplarily, multiple layers of porous plates are distributed in the upper and lower portions of the volume chamber, the breathing channel is connected to the bottom of the volume chamber, the air cooling tube is connected to the top of the volume chamber, and the air cooling tube has multiple bends.

[0009] For example, a compression cylinder includes: A cylinder body connected to the casing and communicating with the crankshaft chamber; A valve plate is sealed on the end of the cylinder body away from the crankshaft chamber, and an intake valve plate and an exhaust valve plate are arranged on the valve plate at intervals; The cylinder head and the sealing cover are arranged on the valve plate and form an exhaust cavity and an intake cavity isolated from each other between the cylinder head and the valve plate; The intake valve plate is located in the intake cavity, and the exhaust valve plate is located in the exhaust cavity.

[0010] In a possible implementation, an isolation rib for separating the intake chamber and the exhaust chamber is provided on the cylinder head, and grooves are formed on the isolation rib to form a heat insulation chamber.

[0011] In some embodiments, the inner wall of the cylinder has a platform reticulated structure.

[0012] Exemplarily, the housing includes: A driving housing having a driving cavity and a releasing cavity which are spaced apart from each other and open at both ends; The two end shells are connected to the two ends of the drive shell to form the crankshaft cavity. The two end shells are integrally formed with docking flanges at the ends close to each other, and both docking flanges are provided with positioning convex rings; The two docking flanges are respectively docked and fixed with the two ends of the driving shell, and the two positioning convex rings are respectively correspondingly embedded in the two ends of the driving cavity.

[0013] For example, two supporting partitions are arranged in the release chamber, and the two supporting partitions are fixedly supported at the bottom of the release chamber. A middle cavity is formed between the two supporting partitions, and side cavities are formed between the two supporting partitions and the cavity walls of the release chamber respectively, and the two side cavities are connected to the middle cavity; a support plate is provided in the release chamber, and the support plate is fixedly supported at the bottom of the docking flange, and oil channels are formed on both sides of the support plate in the release chamber, and the two oil channels are aligned and connected with the two side cavities respectively.

[0014] In some embodiments, two oil sight glasses are provided at intervals above and below the side wall of the housing corresponding to the release cavity.

[0015] The beneficial effect of the oil-filled piston air compressor provided by the present invention is that, compared with the prior art, the oil-filled piston air compressor of the present invention, based on the drive chamber in the middle of the casing and the crankshaft chambers located on both sides of the drive chamber, can utilize the drive member to simultaneously drive two sets of crankshafts to compress air in the corresponding compression cylinders, which not only has a compact structure but also can improve the air compression efficiency.

[0016] The crankshaft chamber is connected to the volume chamber through a breathing channel, and the volume chamber is connected to the intake chamber of the compression cylinder through an air-cooling pipe. As a result, during the compression process, the air pressure in the crankcase changes due to the reciprocating motion of the piston, and the oil mist enters the volume chamber through the breathing channel. The volume chamber is further used to release the oil mist to reduce the flow rate as the oil mist pressure decreases, and then enters the intake chamber through the air-cooling pipe, and finally enters the compression cylinder from the intake chamber, thereby lubricating the cylinder wall of the compression cylinder on the side of the piston away from the crankshaft chamber, and the cylinder wall of the compression cylinder on the side of the piston close to the crankshaft chamber is directly lubricated by the oil mist in the crankshaft chamber. Therefore, any position of the cylinder wall of the compression cylinder can be fully lubricated.

[0017] At least one layer of porous plates arranged in the volume cavity can block most of the oil mist and reduce the flow rate of the oil mist carried with the air, so that the remaining small amount of oil mist enters the air-cooling pipe at a low speed. The oil mist is cooled and colliding in the air-cooling pipe and turns into oil droplets, which can then return to the volume cavity, thereby further reducing the oil mist that enters the cavity with the air. The pressure relief of the volume cavity, the speed reduction of the porous plates and the cooling of the air-cooling pipe are used to control the amount of oil mist entering the intake cavity, thereby avoiding the problem of excessive oil content in the final compressed air.

[0018] The release chamber is set at the bottom of the driving chamber to connect the two crankshaft chambers. On the one hand, the release chamber can be used to increase the internal space of the casing, thereby alleviating the air pressure changes in the crankshaft chamber caused by the reciprocating motion of the piston, and releasing the compressed air pressure that leaks into the crankcase during the compression process, thereby improving the air pressure stability in the crankshaft chamber, thereby avoiding the situation where too much oil mist is exhaled through the breathing passage, thereby ensuring that the exhaled oil mist is used to supplement lubrication of the compression cylinder under the premise that the oil content of the compressed air meets the standard, improving the overall lubrication effect of the compression cylinder, and avoiding dry grinding caused by insufficient lubrication at the end of the compression cylinder away from the crankshaft chamber. This is not only beneficial to improving the normal working life of the compression cylinder, but also can eliminate the problem of local overheating caused by insufficient lubrication, thereby reducing work downtime and improving work efficiency. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] Figure 1 A schematic diagram of the three-dimensional structure of an oil-filled piston air compressor provided in an embodiment of the present invention; Figure 2 A schematic side view of the housing used in an embodiment of the present invention; Figure 3 For the Figure 2Schematic diagram of the cross-sectional structure along line AA; Figure 4 For the Figure 2 Schematic diagram of the cross-sectional structure along the middle BB line; Figure 5 for Figure 4 Schematic diagram of the local enlarged structure at C in the middle; Figure 6 Schematic diagram of the explosion structure of the compression cylinder used in the embodiment of the present invention from two different perspectives; Figure 7 A schematic diagram of the three-dimensional structure of a drive housing used in an embodiment of the present invention; Figure 8 Schematic diagram of the three-dimensional structure of the end shell used in the embodiment of the present invention Figure 1 ; Figure 9 Schematic diagram of the three-dimensional structure of the end shell used in the embodiment of the present invention Figure 2 ; Figure 10 This is a texture image of the platform reticulated structure on the inner wall of the cylinder in an embodiment of the present invention under a microscope.

[0020] In the figure: 10, casing; 101, crankshaft chamber; 1011, breathing hole; 1012, oil baffle; 1013, breathing groove; 102, drive chamber; 103, release chamber; 104, breathing channel; 11, drive housing; 111, support partition; 112, middle cavity; 113, side cavity; 12, end housing; 121, docking flange; 1211, positioning cam; 122, support plate; 123, oil channel; 20, compression cylinder; 21, cylinder block; 22, valve plate; 221, intake valve plate; 222, exhaust valve plate; 23, cylinder head; 231, exhaust chamber; 232, intake chamber; 233, isolation rib; 234, insulation chamber; 30, oil filter housing; 300, volume chamber; 301, porous plate; 40, air cooling pipe; 50, oil sight glass. DETAILED DESCRIPTION

[0021] In order to make the technical problems, technical solutions and beneficial effects to be solved by the present invention more clearly understood, the present invention is further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present invention and are not intended to limit the present invention.

[0022] It should be noted that when an element is referred to as being "disposed on" or "connected to" another element, it may be directly on the other element or indirectly on the other element. It should be understood that the terms "upper", "lower", "top", "bottom", "inside", "outside", etc., indicating orientations or positional relationships, are based on the orientations or positional relationships in the accompanying drawings, and are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation on this application. It should be understood that in the description of this application, "multiple" and "several" mean two or more, unless otherwise clearly and specifically defined.

[0023] Please also refer to Figures 1 to 10 Now, the oil-filled piston air compressor provided by the present invention is described. The oil-filled piston air compressor includes a casing 10, two groups of compression cylinders 20 and two oil filter housings 30; crank chambers 101 are respectively formed at both ends of the casing 10, a drive chamber 102 is formed between the two crank chambers 101, and the two crank chambers 101 are connected through a release chamber 103 located below the drive chamber 102; the two groups of compression cylinders 20 are connected to the casing 10 and are respectively connected to the two crank chambers 101, and the ends of the compression cylinders 20 away from the crank chamber 101 have an intake chamber 232; the two oil filter housings 30 are sealed and buckled on the casing 10 and form volume chambers 300 above the two crank chambers 101, respectively, and at least one layer of porous plate 301 is provided in the volume chamber 300; wherein, the two crank chambers 101 are respectively connected to the two volume chambers 300 through the breathing channel 104, and the two volume chambers 300 are respectively connected to one of the intake chambers 232 through the air cooling pipe 40.

[0024] It should be noted that the housing 10 in this embodiment can be of either a one-piece or split-piece structure. The split-piece structure is preferred for ease of assembly and processing. The drive chamber 102 is used to house drive components such as a motor stator and rotor. The crankshaft chamber 101 is used to house the crankshaft and piston rod that drive the piston to reciprocate within the compression cylinder 20 to produce work.

[0025] It should be understood that in this embodiment, there is a crankshaft cavity 101 on each side of the drive cavity 102, so the two ends of the drive cavity 102 respectively have a drive shaft extending into the corresponding crankshaft cavity 101, thereby forming a form in which the drive member in the drive cavity 102 simultaneously drives two groups of pistons to compress and perform work in the corresponding compression cylinder 20.

[0026] In addition, it should be clear that common air compressors include one-stage air compressors and two-stage air compressors. The oil-filled piston air compressor provided in this embodiment can be a one-stage air compressor or a two-stage air compressor, and is not limited here; if it is a two-stage air compressor, each group of compression cylinders 20 should include at least one first-stage cylinder and at least one second-stage cylinder. At the same time, the air intake chamber 232 connected to the volume chamber 300 should be the air intake chamber 232 of the first-stage cylinder.

[0027] Compared with the prior art, the oil-filled piston air compressor provided in this embodiment is based on the drive chamber 102 in the middle of the casing 10 and the crankshaft chambers 101 located on both sides of the drive chamber 102. It can use the driving parts to simultaneously drive two sets of crankshafts to compress air in the corresponding compression cylinders 20. It is not only compact in structure but also can improve the air compression efficiency.

[0028] The crank chamber 101 is connected to the volume chamber 300 through the breathing channel 104, and the volume chamber 300 is connected to the intake chamber 232 of the compression cylinder 20 through the air-cooling pipe 40. As a result, during the compression process, the air pressure in the crankcase changes due to the reciprocating motion of the piston, and the oil mist enters the volume chamber 300 through the breathing channel 104. The oil mist is further released by the volume chamber 300 to reduce the flow rate as the oil mist pressure decreases, and then enters the intake chamber 232 through the air-cooling pipe 40, and finally enters the compression cylinder 20 from the intake chamber 232, thereby lubricating the cylinder wall of the compression cylinder 20 on the side of the piston away from the crank chamber 101, and the cylinder wall of the compression cylinder 20 on the side of the piston close to the crank chamber 101 is directly lubricated by the oil mist in the crank chamber 101, so that any position of the cylinder wall of the compression cylinder 20 can be fully lubricated.

[0029] At least one layer of porous plate 301 provided in the volume cavity 300 can block most of the oil mist and reduce the flow rate of the oil mist carried with the air, so that the remaining small amount of oil mist enters the air-cooling pipe 40 at a low speed. The oil mist is cooled and collided in the air-cooling pipe 40 and is turned into oil droplets and can return to the volume cavity 300, thereby further reducing the oil mist that enters the cavity with the air. In this way, the pressure relief of the volume cavity 300, the speed reduction of the porous plate 301 and the cooling of the air-cooling pipe 40 are utilized to control the amount of oil mist entering the air inlet cavity 232, thereby avoiding the problem of excessive oil content in the final compressed air.

[0030] The release chamber 103 is provided at the bottom of the driving chamber 102 to connect the two crank chambers 101. On the one hand, the release chamber 103 can be used to increase the internal space of the casing 10, thereby alleviating the air pressure changes in the crank chamber 101 caused by the reciprocating motion of the piston, and releasing the compressed air pressure that leaks into the crankcase during the compression process, thereby improving the air pressure stability in the crank chamber 101, thereby avoiding the situation where too much oil mist is exhaled through the breathing channel 104, thereby ensuring that the exhaled oil mist is used to supplement lubrication of the compression cylinder 20 under the premise that the oil content of the compressed air meets the standard, thereby improving the overall lubrication effect of the compression cylinder 20, and avoiding dry grinding caused by insufficient lubrication at the end of the compression cylinder 20 away from the crank chamber 101. This is not only beneficial to improving the normal working life of the compression cylinder 20, but also can eliminate the local overheating problem caused by insufficient lubrication, thereby reducing work downtime and improving work efficiency.

[0031] In some embodiments, please combine Figure 1 、 Figure 4 and Figure 5 It is understood that a breathing hole 1011 is provided at the top of the crank chamber 101, and the breathing hole 1011 is connected to the breathing channel 104, and an oil baffle 1012 is provided just in front of the breathing hole 1011. Under normal circumstances, the lubricating oil is always located at the bottom of the crankcase, so the breathing hole 1011 is set at the top of the crank chamber 101, specifically at the position where the top wall and the side wall of the crank chamber 101 meet. At the same time, in order to control the amount of oil mist exhaled from the crank chamber 101 with the air, an oil baffle 1012 is provided just in front of the breathing hole 1011. Most of the oil mist in the crankcase directly collides with the oil baffle 1012 and cannot enter the breathing hole 1011. Only a small amount of oil mist can bypass the oil baffle 1012 and be exhaled from the breathing hole 1011 with the air, thereby avoiding excessive exhalation of oil mist and causing the oil content of the final compressed air to exceed the standard.

[0032] For details, see Figure 5 and Figure 9The top wall of the crankshaft chamber 101 is provided with a breathing groove 1013; wherein, the breathing hole 1011 is opened at the bottom of the breathing groove 1013, and the oil baffle 1012 covers the notch area of the breathing groove 1013. By providing the breathing groove 1013, a distance can be created between the breathing hole 1011 and the oil baffle 1012. At the same time, the oil baffle 1012 acts as a barrier in front of the breathing hole 1011, so that the oil mist needs to pass through a curved path to enter the breathing hole 1011, thereby allowing the oil mist to directly collide with the oil baffle 1012 and slide along the wall of the crankshaft cavity 101, or enter the breathing groove 1013 from the area not blocked by the oil baffle 1012 and directly collide with the bottom of the breathing groove 1013. After colliding with the bottom, a part of the oil mist adheres to the wall of the breathing groove 1013 and slides downward, and a small amount of oil mist enters the breathing channel 104 with the exhalation, thereby achieving control over the amount of exhaled oil mist and avoiding excessive exhaled oil mist affecting the final compressed air quality.

[0033] As a specific embodiment of the volume chamber 300, please refer to Figure 1 and Figure 4 Multiple layers of porous plates 301 are distributed in the upper and lower parts of the volume chamber 300, the breathing channel 104 is connected to the bottom of the volume chamber 300, the air cooling pipe 40 is connected to the top of the volume chamber 300, and the air cooling pipe 40 has multiple bends.

[0034] When the crank chamber 101 exhales gas, it has a high flow rate in the breathing passage 104. The purpose of providing the volume chamber 300 here is to enable the exhaled gas to enter a larger space from the breathing passage 104 and slow down the flow rate. At the same time, the volume chamber 300 can also be used to buffer and relieve the pressure of the exhaled gas, thereby reducing the activity of the oil mist accompanying the air.

[0035] On the basis of the above, the blocking and collision effect of the multi-layer porous plate 301 can make most of the oil mist condense into oil droplets and slide down. After sliding down, it will eventually return to the crankshaft cavity 101 along the inner wall of the breathing channel 104. The small amount of oil mist that passes through the multi-layer porous plate 301 enters the air cooling pipe 40 at a low speed. In the air cooling pipe 40, the oil mist gradually cools down due to the cooling effect of the outside air on the pipe wall, and continuously forms collisions at various bending positions in the air cooling pipe 40, thereby making most of the oil mist entering the air cooling pipe 40 turn into oil droplets and flow back down along the air cooling pipe 40 (the intake chamber 232 is higher than the volume chamber). 300, so the end of the air-cooling pipe 40 connected to the air intake chamber 232 is higher, so the oil droplets entering the air intake chamber 232 need to climb upward along the air-cooling pipe 40. Since the low-speed exhalation cannot provide sufficient climbing power, the oil droplets flow back downward along the wall of the air-cooling pipe 40) and return to the volume chamber 300. Only a small amount of remaining oil mist enters the air intake chamber 232 with the air and finally enters the interior of the compression cylinder 20 to lubricate the cylinder wall. In this way, the exhaled oil mist can be used to lubricate the conventional lubrication dead corners of the compression cylinder 20 while ensuring that the final compressed air oil content meets the standard, thereby improving the overall lubrication effect of the compression cylinder 20.

[0036] For example, in some embodiments, see Figure 6 The compression cylinder 20 includes a cylinder body 21, a valve plate 22 and a cylinder head 23; the cylinder body 21 is connected to the casing 10 and communicates with the crankshaft chamber 101; the valve plate 22 covers the end of the cylinder body 21 away from the crankshaft chamber 101, and the valve plate 22 is provided with an intake valve plate 221 and an exhaust valve plate 222 at intervals; the cylinder head 23 sealing cover is provided on the valve plate 22, and forms an exhaust chamber 231 and an intake chamber 232 isolated from each other between the cylinder head 23 and the valve plate 22; wherein, the intake valve plate 221 is located in the intake chamber 232, and the exhaust valve plate 222 is located in the exhaust chamber 231.

[0037] There is a compression chamber between the valve plate 22 and the piston, that is, a chamber that compresses the air to do work. When the piston moves downward away from the valve plate 22, negative pressure is formed in the compression chamber, driving the intake valve plate 221 to open, thereby obtaining negative pressure in the intake chamber 232 and sucking in the outside air. In this process, the piston moves downward and squeezes the air in the crank chamber 101, so that the crank chamber 101 begins to exhale outward through the breathing channel 104. The exhaled air enters the volume chamber 300 and enters the intake chamber 232 through the air-cooling pipe 40, mixes with the outside air and enters the compression chamber. The oil mist that enters the intake chamber 232 with the exhaled air also enters the compression chamber. Therefore, the role of this part of the oil mist is to lubricate the cylinder wall area of the cylinder body 21 located in the compression chamber.

[0038] When the piston moves upward to squeeze the compression chamber, the air in the compression chamber is compressed. When the air pressure rises to the target value, the exhaust valve is pushed open, and the compression chamber begins to discharge compressed air into the exhaust chamber 231. At the same time, due to the upward movement of the piston, a certain negative pressure is formed in the crank chamber 101, so the crank chamber 101 begins to inhale through the breathing channel 104. The intake process can prompt the oil droplets in the air-cooling pipe 40, the volume chamber 300 and the breathing channel 104 to quickly return to the crank chamber 101, thereby avoiding oil accumulation in the air-cooling pipe 40, the volume chamber 300 and the breathing channel 104, thereby improving the breathing smoothness of the crank chamber 101, and preventing oil droplets from entering the intake chamber 232, resulting in excessive oil content in the compressed air.

[0039] During the actual working process, the crankshaft chamber 101 will perform a breathing round in each reciprocating motion cycle of the piston, and a part of the oil mist exhaled each time will enter the compression chamber and adhere to the cylinder wall. At the same time, each time the piston moves downward to inhale, it can drive the oil film attached to the cylinder wall to move downward, and finally slowly slide along the cylinder wall into the crankshaft chamber 101, thus forming a cyclic lubrication mode in which oil mist continuously enters to form oil film lubrication, and then the oil film continuously slides down and falls, thereby improving the overall lubrication effect of the compression cylinder 20 while ensuring that the oil content of the compressed air meets the standard.

[0040] like Figure 6 As shown, to prevent the heat of the compressed air in the exhaust chamber 231 from being transferred to the intake chamber 232, the cylinder head 23 in this embodiment is provided with an isolation rib 233 for separating the intake chamber 232 from the exhaust chamber 231. The isolation rib 233 is slotted to form an insulation cavity 234. Because heat is generated during air compression, and higher air temperatures increase the difficulty of compression, the exhaust chamber 231 has a higher temperature due to the higher temperature of the compressed air. The insulation cavity 234 formed in the isolation rib 233 can block the heat transfer path of the insulation rib, thereby reducing the heat transferred from the exhaust chamber 231 to the intake chamber 232. This reduces the impact of the exhaust chamber 231 temperature on the intake air temperature, thereby improving air compression efficiency.

[0041] In addition, if the intake air temperature rises, the temperature of the oil mist entering the intake chamber 232 with the exhaled air will also rise. When the oil mist temperature rises, its activity increases, and its adhesion to the cylinder wall decreases after entering the compression chamber. This will not only affect the lubrication effect, but may also cause the oil content of the final compressed air to exceed the standard. Therefore, it is very important to avoid the influence of the exhaust temperature by setting up an insulating chamber 234 to ensure that the compression cylinder 20 has a lower intake air temperature.

[0042] In some possible implementations, the inner wall of the cylinder body 21 has a platform reticulated structure. Specifically, the inner wall of the cylinder body 21 can be processed into a platform reticulated honing process. Figure 10The platform reticulated structure shown in the figure. This reticulated structure creates a dense, spiral reticulated pattern on the inner wall of the cylinder body 21. The reticulated grooves within the reticulated pattern enhance the lubricant storage capacity of the workpiece surface. Furthermore, these reticulated grooves interconnect, significantly reducing the probability of oil film interruption under the action of the stored oil pressure generated by the compressed air pressure, thereby significantly improving oil supply and film distribution. The reticulated grooves isolate the platforms from each other, preventing the formation of continuous dry friction zones or boundary friction zones (semi-dry friction zones). This prevents dry wear damage between the piston and the inner wall of the compression cylinder 20, thereby increasing the normal operating life of the piston and the compression cylinder 20.

[0043] For some possible implementations, see Figure 3 、 Figure 4 、 Figures 7 to 9 The casing 10 includes a drive housing 11 and two end housings 12; the drive housing 11 has a drive cavity 102 and a release cavity 103 that are spaced apart and open at both ends; the two end housings 12 are respectively connected to the two ends of the drive housing 11 to form a crankshaft cavity 101, and the ends of the two end housings 12 close to each other are provided with docking flanges 121, and the two docking flanges 121 are provided with positioning convex rings 1211; wherein, the two docking flanges 121 are respectively docked and fixed with the two ends of the drive housing 11, and the two positioning convex rings 1211 are respectively embedded in the two ends of the drive cavity 102.

[0044] Here, the casing 10 adopts a split structure of a drive casing 11 and two end casings 12, which is not only convenient for processing but also convenient for the installation of drive parts and crankshafts, pistons and other components; at the same time, the end casing 12 has the function of sealing the drive chamber 102 and constructing the crankshaft chamber 101, thereby simplifying the overall structure and processing costs.

[0045] The end of the end shell 12 can be integrally formed with a docking flange 121, and the positioning protruding ring 1211 on the docking flange 121 is engaged with the port of the drive chamber 102 for positioning, thereby improving the coaxiality of the connection between the drive chamber 102 and the crankshaft chamber 101, thereby improving the coaxiality of the connection between the drive shaft and the crankshaft, and helping to reduce the difficulty of assembly and improve the efficiency of disassembly and maintenance.

[0046] For details, please refer to Figure 3 and Figure 7 Two supporting partitions 111 are arranged in the release chamber 103, and the two supporting partitions 111 are fixedly supported at the bottom of the release chamber 103. A middle cavity 112 is formed between the two supporting partitions 111, and side cavities 113 are formed between the two supporting partitions 111 and the cavity walls of the release chamber 103, and the two side cavities 113 are connected to the middle cavity 112.

[0047] By setting the support partition 111, the overall structural strength of the drive shell 11 can be improved. At the same time, the space between the two support partitions 111 is used as the middle cavity 112, and the space outside the two support partitions 111 is used as the side cavity 113, thereby ensuring the space of the release cavity 103 to the greatest extent and improving the air pressure release capability.

[0048] Based on the above structure, Figure 8 As shown, a support plate 122 is provided in the release chamber 103. The support plate 122 is fixedly supported on the bottom of the docking flange 121, and the release chamber 103 forms oil passages 123 on both sides of the support plate 122. The two oil passages 123 are aligned and connected to the two side chambers 113. The provision of the support plate 122 can improve the connection strength of the docking flange 121 to the end of the drive housing 11. At the same time, the oil passages 123 are formed by using the areas on both sides of the support plate 122. In this way, the two side chambers 113 can be connected through the oil passages 123 located on both sides of the support plate 122, thereby achieving mutual expansion of the two crank chambers 101 and the release chamber 103. This not only improves the air pressure release effect and controls the amount of exhaled oil mist, but also, based on the oil passages 123, a curved liquid flow channel can be constructed between the two crank chambers 101, thereby preventing the lubricating oil from frequently sloshing between the two crank chambers 101 and affecting the normal operation of the lubricating oil.

[0049] Please note that Figure 1 In this embodiment, two oil sight glasses 50 are provided at intervals above and below the side wall of the housing 10 corresponding to the release cavity 103 .

[0050] Specifically, when the lubricating oil level is higher than the marked position of the upper oil sight glass 50 , it can be determined that the lubricating oil is excessive; and when the lubricating oil level is lower than the marked position of the lower oil sight glass 50 , it can be determined that the lubricating oil is too low.

[0051] Too much lubricating oil will cause the oil mist content in the air of the crank chamber 101 to be too high under the influence of the oil lever, thereby increasing the oil mist mixed in the exhaled air, and further causing the oil content of the compressed air to exceed the standard; if there is too little lubricating oil, the oil lever cannot effectively bring up the lubricating oil, resulting in a low oil mist content in the air of the crank chamber 101, and further causing the compression cylinder 20 to be unable to be effectively lubricated, resulting in overheating and dry grinding failure; therefore, by providing the upper and lower oil sight glasses 50, the liquid level height of the lubricating oil in the release chamber 103 can be observed at any time, and the lubricating oil level in the two crank chambers 101 can be judged to avoid excessive or insufficient lubricating oil affecting normal operation.

[0052] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions and improvements made within the spirit and principles of the present invention should be included in the scope of protection of the present invention.

Claims

1. Oil-filled piston air compressor, characterized in that: include: The casing has crankshaft cavities formed at both ends, a drive cavity formed between the two crankshaft cavities, and the two crankshaft cavities are connected through a release cavity located below the drive cavity; Two groups of compression cylinders are connected to the casing and are in communication with the two crank chambers respectively, and the ends of the compression cylinders away from the crank chambers have intake chambers; Two oil filter housings are sealed and fastened to the engine housing and respectively form a volume cavity above the two crankshaft chambers, wherein at least one layer of porous plate is provided in the volume cavity; The two crankshaft chambers are respectively connected to the two volume chambers through breathing channels, and the two volume chambers are respectively connected to one of the intake chambers through an air cooling pipe.

2. The oil-filled piston air compressor according to claim 1, characterized in that: A breathing hole is provided on the top of the crankshaft chamber, the breathing hole is communicated with the breathing channel, and an oil baffle is provided right in front of the breathing hole.

3. The oil-filled piston air compressor according to claim 2, characterized in that: The top wall of the crankshaft chamber is provided with a breathing groove; wherein, the breathing hole is opened at the bottom of the breathing groove, and the oil baffle covers a portion of the notch area of the breathing groove.

4. The oil-filled piston air compressor according to claim 1, characterized in that: Multiple layers of the porous plates are spaced apart in the upper and lower portions of the volume chamber, the breathing channel is connected to the bottom of the volume chamber, the air cooling pipe is connected to the top of the volume chamber, and the air cooling pipe has multiple bends.

5. The oil-filled piston air compressor according to claim 1, characterized in that: The compression cylinder comprises: a cylinder body connected to the casing and communicating with the crank chamber; A valve plate, covering an end of the cylinder body away from the crankshaft chamber, wherein an intake valve plate and an exhaust valve plate are arranged on the valve plate at intervals; A cylinder cover, wherein the sealing cover is arranged on the valve plate and forms an exhaust cavity and an intake cavity isolated from each other with the valve plate; Wherein, the intake valve plate is located in the intake cavity, and the exhaust valve plate is located in the exhaust cavity.

6. The oil-filled piston air compressor according to claim 5, characterized in that: The cylinder cover is provided with an isolation rib for separating the intake cavity and the exhaust cavity, and the isolation rib is grooved to form a heat insulation cavity.

7. The oil-filled piston air compressor according to claim 5, characterized in that: The inner wall of the cylinder body has a platform reticulated structure.

8. The oil-filled piston air compressor according to claim 1, wherein: The housing comprises: A driving housing having the driving cavity and the releasing cavity separated from each other and open at both ends; Two end shells are respectively connected to the two ends of the drive shell and form the crankshaft cavity. The ends of the two end shells close to each other are provided with docking flanges, and the two docking flanges are provided with positioning convex rings; The two docking flanges are respectively docked and fixed with the two ends of the drive housing, and the two positioning protruding rings are respectively correspondingly embedded in the two ends of the drive cavity.

9. The oil-filled piston air compressor according to claim 8, characterized in that: Two supporting baffles are arranged in the release chamber at intervals, and the two supporting baffles are fixedly supported on the bottom of the release chamber, forming a middle cavity between the two supporting baffles, and forming side cavities between the two supporting baffles and the cavity walls of the release chamber, and the two side cavities are connected to the middle cavity; A support plate is provided in the release cavity, the support plate is fixedly supported on the bottom of the docking flange, and the release cavity forms oil passages on both sides of the support plate, and the two oil passages are aligned and connected with the two side cavities respectively.

10. The oil-filled piston air compressor according to any one of claims 1 to 9, characterized in that: Two oil sight glasses are provided at intervals above and below the side wall of the casing corresponding to the release cavity.

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