Sliding vane type air compressor

Abstract

The invention provides a sliding vane type air compressor, which belongs to the technical field of air compressors and comprises a driving motor, a compressor body and a controller which are respectively connected to two ends of the driving motor, and a cooler connected to the compressor body, the driving motor is provided with a water jacket for introducing a refrigerant, the controller is provided with a flow channel communicated with the water jacket, an oil storage cavity and an exhaust cavity positioned above the oil storage cavity are formed in the compressor body, and the water jacket and the oil storage cavity are respectively communicated with the cooler so that the refrigerant flowing through the cooler exchanges heat with lubricating oil; a temperature control valve is arranged between the cooler and the oil storage cavity and is used for regulating and controlling the speed of the lubricating oil flowing through the cooler according to the oil temperature; a temperature sensor extending into the exhaust cavity is arranged on the compressor body, the temperature sensor and the driving motor are electrically connected with a controller, and the controller regulates and controls the rotating speed of the driving motor according to the exhaust temperature fed back by the temperature sensor. According to the sliding vane type air compressor, the oil content of exhausted air can be reduced.

Description

Technical Field

[0001] The invention belongs to the technical field of air compressors, and in particular relates to a vane air compressor. Background Art

[0002] Vane air compressors are a common type of compressor that compresses air using a ring of movable vanes eccentrically mounted on a rotor inside a stator, which cooperate with the inner wall of the stator. Given the constant sliding friction between the vanes and the inner wall of the stator, sufficient lubricating oil must be present in the compression chamber formed between the stator and rotor. However, this is detrimental to the oil content of the compressed air.

[0003] In the existing technology, vane air compressors are often equipped with oil-gas separators to remove oil from the compressed high-pressure air, thereby reducing the exhaust oil content. However, this still fails to meet the requirements of working conditions with more stringent air oil content requirements, thus restricting the application of vane air compressors. The industry is currently in urgent need of finding a solution. Summary of the Invention

[0004] An embodiment of the present invention provides a vane air compressor, aiming to reduce the oil content in exhaust gas of the vane air compressor.

[0005] To achieve the above-mentioned object, the present invention adopts the following technical solution: providing a vane air compressor, comprising a drive motor, a compressor body and a controller respectively connected to both ends of the drive motor, and a cooler connected to the compressor body; the drive motor has a water jacket for passing refrigerant, the controller has a flow channel connected to the water jacket, the compressor body has an oil storage chamber and an exhaust chamber located above the oil storage chamber, the water jacket and the oil storage chamber are respectively connected to the cooler to exchange heat with the refrigerant and lubricating oil flowing through the cooler; A temperature control valve is provided between the cooler and the oil storage chamber. The temperature control valve is used to regulate the speed at which the lubricating oil flows through the cooler according to the oil temperature. A temperature sensor extending into the exhaust chamber is provided on the compressor body. The temperature sensor and the drive motor are electrically connected to the controller. The controller regulates the speed of the drive motor according to the exhaust temperature feedback from the temperature sensor.

[0006] In one possible implementation, the water jacket includes a water inlet channel and multiple flow channels extending along the axial direction of the drive motor, and the flow channels are connected in sequence to form a liquid flow channel; a cooling cavity is provided in the shell wall of the controller facing the compressor body, and the cooling cavity corresponds to the position of the heating device inside the controller, and a flow channel is provided in the cooling cavity; wherein, one end of the flow channel is connected to the water inlet channel, and the other end of the flow channel is connected to one end of the liquid flow channel, and the other end of the liquid flow channel is used to connect to the cooler.

[0007] In some embodiments, the compressor body includes a casing, a first end cover, a second end cover, and a stator and rotor assembly; The shell is fixedly connected to one end of the driving motor, and the inside of the shell forms a cavity, two ends of the cavity are sealingly connected to the first end cover and the second end cover respectively; the stator-rotor assembly is arranged in the cavity and connected to the output end of the driving motor through the second end cover at one end, and the inside of the stator-rotor assembly has a compression cavity; the bottom of the cavity forms an oil storage cavity, the area of the cavity above the liquid level of the oil storage cavity and outside the stator-rotor assembly forms an exhaust cavity; The first end cover is provided with an air inlet channel and an exhaust channel communicating with the compression cavity; the opening of the air inlet channel faces upward; the exhaust channel is connected with an oil-gas separator and an exhaust gas return oil passage, the exhaust channel communicates with the exhaust cavity, and the exhaust gas return oil passage communicates with the compression cavity.

[0008] Illustratively, the compression cavity forms a plurality of suction cavities and a plurality of compression cavities in sequence based on the partitioning of a plurality of sliding vanes; the bottom of the air inlet channel is provided with an air inlet return oil passage, the air inlet return oil passage and the exhaust gas return oil passage both communicate with one of the suction cavities; one of the compression cavities has an exhaust hole communicating with the exhaust cavity and having an opening facing upward.

[0009] For example, the volume of each suction cavity increases and the volume of each compression cavity decreases in the rotation direction of the rotor of the stator-rotor assembly, and the compression cavity with the smallest volume is provided with an exhaust hole; the stator-rotor assembly is provided with an oil injection valve for the compression cavity to discharge oil to the oil storage cavity.

[0010] In a possible implementation, the first end cover, the second end cover and the stator-rotor assembly are collectively provided with an internal circulation channel, one end of the internal circulation channel communicates with one of the suction cavities, and the other end communicates with one of the compression cavities; the shell wall of the first end cover, the second end cover and the shell is collectively provided with an external circulation channel, the external circulation channel communicates with the cooler, one end of the external circulation channel communicates with the oil storage cavity, and the other end communicates with one of the suction cavities.

[0011] In some embodiments, the outer periphery of the stator-rotor assembly and the inner wall of the shell are provided with a plurality of first oil impact plates that are spaced and cross each other, and the exhaust cavity forms a curved first exhaust passage based on each first oil impact plate.

[0012] Illustratively, the first end cover is provided with a collision oil discharge cavity, opposite two side cavity walls of the collision oil discharge cavity are provided with a plurality of second oil impact plates that are spaced and cross each other, the collision oil discharge cavity forms a curved second exhaust passage based on each second oil impact plate, and the second exhaust passage communicates with the exhaust cavity.

[0013] For example, the first end cover is provided with a collision oil return passage, one end of the collision oil return passage communicates with the cavity bottom of the collision oil discharge cavity and is provided with an oil return valve, and the other end of the collision oil return passage communicates with the compression cavity.

[0014] In some embodiments, the oil-gas separator is installed in the top wall of the first end cover in reverse, the air inlet end of the oil-gas separator communicates with the second exhaust passage, and the air outlet end of the oil-gas separator is connected to the exhaust channel.

[0015] The beneficial effect of the vane air compressor provided by the present invention is that, compared with the prior art, the vane air compressor of the present invention integrates a controller at one end of the drive motor, and the refrigerant enters the flow channel through the water jacket to cool the controller, thereby avoiding the high temperature of the controller affecting its operating stability. The refrigerant can also enter the cooler through the water jacket and exchange heat with the lubricating oil entering the cooler through the oil storage chamber, thereby utilizing the cooled lubricating oil to cool and lubricate the compressor body, thereby avoiding the internal temperature of the compressor body being too high, which leads to a decrease in air compression efficiency and an increase in exhaust oil content.

[0016] The controller can adjust the speed of the drive motor according to the exhaust temperature feedback from the temperature sensor. It can control the operating efficiency of the compressor body by reducing the speed of the drive motor when the internal temperature of the compressor body continues to rise under the continuous cooling effect of the lubricating oil, thereby avoiding the compressor body working at high temperature and causing the oil content to increase. At the same time, the temperature control valve is used to regulate the speed of the lubricating oil flowing through the cooler, thereby improving the effective cooling efficiency of the compressor body, which is beneficial to ensuring the working efficiency of the compressor body while reducing the exhaust oil content, and helping to make the vane air compressor more widely used. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] Figure 1 A schematic diagram of the three-dimensional structure of a vane air compressor provided in an embodiment of the present invention; Figure 2 Schematic diagram of the cross-sectional structure of the drive motor used in the embodiment of the present invention; Figure 3 This is a schematic diagram of the cross-sectional structure of the drive motor used in an embodiment of the present invention along line AA; Figure 4 A schematic diagram of the three-dimensional structure of a controller used in an embodiment of the present invention; Figure 5 A schematic diagram of the three-dimensional structure of a compressor body used in an embodiment of the present invention; Figure 6 A schematic cross-sectional structural diagram of a compressor body used in an embodiment of the present invention; Figure 7 This is a schematic diagram of the exploded structure of the compressor body used in an embodiment of the present invention; Figure 8 Schematic diagram of the three-dimensional structure of the first end cover used in the embodiment of the present invention Figure 1 ; Figure 9 Schematic diagram of the three-dimensional structure of the first end cover used in the embodiment of the present invention Figure 2 ; Figure 10An internal structure diagram of a compressor body shell part used in the embodiment of the present application is shown in the figure. Figure 11 An oil circuit external circulation path block diagram of the sliding vane air compressor provided in the embodiment of the present application is shown in the figure. Figure 12 An oil circuit internal circulation path block diagram of the sliding vane air compressor provided in the embodiment of the present application is shown in the figure.

[0018] In the figure: 10, a driving motor; 11, a water jacket; 111, a water inlet channel; 112, a liquid flow channel; 20, a compressor body; 201, an internal circulation channel; 202, an external circulation channel; 21, a shell; 211, an oil storage cavity; 212, an exhaust cavity; 2121, a first oil impact plate; 22, a first end cover; 221, an air inlet channel; 222, an exhaust channel; 223, an exhaust back oil channel; 224, an air inlet back oil channel; 225, a collision oil separation cavity; 2251, a second oil impact plate; 2252, a collision back oil channel; 2253, a back oil valve; 23, a second end cover; 24, a stator-rotor assembly; 241, a compression cavity; 2411, an air suction cavity; 2412, a compressed air cavity; 242, an exhaust hole; 243, an oil injection valve; 25, a sliding vane; 30, a controller; 31, a cooling cavity; 311, a flow channel; 40, a cooler; 50, a temperature control valve; 60, a temperature sensor; 70, an oil-gas separator. DETAILED DESCRIPTION

[0019] In order to make the technical problems, technical solutions and beneficial effects of the present application clearer, the present application will be further described in detail below in combination with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present application and not used to limit the present application.

[0020] It should be noted that when an element is referred to as being "disposed on" or "connected to" another element, it can be directly on or connected to the other element or indirectly on or connected to the other element. It should be understood that the terms "on", "under", "top", "bottom", "inner", "outer", etc. indicate the orientation or positional relationship based on the orientation or positional relationship shown in the drawings, and are only used to facilitate the description of the present application and simplify the description, and therefore cannot be understood as indicating or implying that the device or element referred to must have a particular orientation, be constructed and operated in a particular orientation, and therefore cannot be understood as limiting the present application.

[0021] The terms "first", "second" are only used for descriptive purposes and cannot be understood as indicating or implying relative importance or implicitly indicating the number of the technical features indicated. Therefore, the features defined with "first", "second" can explicitly or implicitly include one or several of the features. In the description of the present application, the meaning of "a plurality of", "several" is two or more, unless otherwise specifically limited.

[0022] It should be explained that for vane air compressors, the exhaust oil content is affected by factors such as excessive lubricating oil, oil separator failure, oil return blockage, etc., which can be solved through normal maintenance. The exhaust temperature also has a great impact on the oil content. When the exhaust temperature exceeds 100°C, it will seriously affect the oil-gas separation effect of the oil separator, resulting in a sharp increase in the exhaust oil content.

[0023] In the prior art, a vane air compressor is usually installed on a vehicle and relies on the vehicle's control system to control its operating state, which greatly limits its installation and application.

[0024] Please also refer to Figures 1 to 12 The vane air compressor provided by the present invention is now described. The vane air compressor includes a drive motor 10, a compressor body 20 and a controller 30 respectively connected to both ends of the drive motor 10, and a cooler 40 connected to the compressor body 20; the drive motor 10 has a water jacket 11 for passing refrigerant, the controller 30 has a flow channel 311 connected to the water jacket 11, the compressor body 20 has an oil storage chamber 211 and an exhaust chamber 212 located above the oil storage chamber 211, the water jacket 11 and the oil storage chamber 211 are respectively connected to the cooler 40 to allow the refrigerant flowing through the cooler 40 to exchange heat with the lubricating oil; a temperature control valve 50 is provided between the cooler 40 and the oil storage chamber 211, and the temperature control valve 50 is used to control the speed of the lubricating oil flowing through the cooler 40 according to the oil temperature; the compressor body 20 is provided with a temperature sensor 60 extending into the exhaust chamber 212, the temperature sensor 60 and the drive motor 10 are electrically connected to the controller 30, and the controller 30 controls the speed of the drive motor 10 according to the exhaust temperature feedback from the temperature sensor 60.

[0025] It should be noted that in this embodiment, the controller 30 and the compressor body 20 are placed on both sides of the drive motor 10, which can keep the controller 30 away from the compressor body 20 with high heat generation, which is beneficial to avoiding the problem of high-temperature failure of the controller 30.

[0026] In this embodiment, the refrigerant may specifically be water or coolant, which is connected to the vehicle's cooling system to achieve a flowing state of the refrigerant in the water jacket 11 , the flow channel 311 and the cooler 40 .

[0027] The water jacket 11 of the drive motor 10 can be understood as a cavity structure formed within the shell wall of the motor housing 21 for the circulation of coolant. This structural method of using water jacket 11 to dissipate heat is a common technique in the field and will not be described in detail here. In this embodiment, based on the conventional water jacket 11 structure, the flow channel 311 used for liquid cooling and heat dissipation of the controller 30 is connected to the water jacket 11. This allows the refrigerant to enter the flow channel 311 through the water jacket 11 to cool the controller 30. At the same time, the water jacket 11 is connected to the cooler 40 for heat exchange with the lubricating oil to achieve cooling of the compressor body 20.

[0028] The structure of the cooler 40 is a common heat exchanger. Specifically, the lubricating oil in the oil storage chamber 211 lubricates and cools the compressor body 20, and the temperature rises during the process and enters one of the heat exchange tubes of the cooler 40, while the refrigerant enters the other heat exchange tube to realize heat exchange with the lubricating oil, thereby enabling the refrigerant to cool the drive motor 10, the controller 30 and the compressor body 20.

[0029] Thermostatic valve 50, a common control valve in the prior art, performs both temperature detection and flow control functions. In this embodiment, the optimal range for lubricating oil temperature is maintained between 60°C and 90°C. Excessively high temperatures can lead to carbonization and increased oil mist, hindering control of exhaust gas content. Therefore, in this embodiment, when the lubricating oil temperature does not exceed 60°C, cooling is not required; at this point, thermostatic valve 50 can be completely shut off. When the lubricating oil temperature exceeds 60°C, thermostatic valve 50 gradually increases flow as the oil temperature rises. When the oil temperature exceeds 90°C, thermostatic valve 50 opens to its maximum flow rate. The higher the flow rate of thermostatic valve 50, the more efficient the heat exchange between the refrigerant and the lubricating oil, thereby enabling thermostatic valve 50 to regulate the oil temperature.

[0030] Of course, when the compressor body 20 is running continuously for a long time, it may happen that even if the temperature control valve 50 is adjusted to the maximum opening, the oil temperature still cannot be cooled below 90°C. At this time, due to the insufficient cooling capacity of the lubricating oil for the compressed air, the exhaust temperature detected by the temperature sensor 60 exceeds 100°C. In order to avoid the problem of equipment failure and excessive oil content in the exhaust caused by overheating of the compressor body 20, the speed of the drive motor 10 can be controlled based on the exhaust temperature detected by the temperature sensor 60. The power of the compressor body 20 is controlled by adjusting the speed. Specifically, when the exhaust temperature exceeds the threshold, the speed is lowered to reduce the work done by the compressor body 20 and reduce the heat generation. When the exhaust temperature is within the normal threshold range, the drive motor 10 can maintain the normal operating speed, thereby achieving the regulation of the operating state of the air compressor body.

[0031] Compared with the prior art, the vane air compressor provided in this embodiment has a controller 30 integrated at one end of the drive motor 10. The refrigerant enters the flow channel 311 through the water jacket 11 to cool the controller 30, thereby avoiding high temperature of the controller 30 and affecting its operating stability. The refrigerant can also enter the cooler 40 through the water jacket 11 to exchange heat with the lubricating oil entering the cooler 40 from the oil storage chamber 211, thereby utilizing the cooled lubricating oil to cool and lubricate the compressor body 20, thereby avoiding excessive internal temperature of the compressor body 20, which may lead to a decrease in air compression efficiency and an increase in exhaust oil content.

[0032] The controller 30 can adjust the speed of the drive motor 10 according to the exhaust temperature feedback from the temperature sensor 60. It can control the operating efficiency of the compressor body 20 by reducing the speed of the drive motor 10 when the internal temperature of the compressor body 20 continues to rise under the continuous cooling effect of the lubricating oil, thereby avoiding the compressor body 20 working at high temperature and causing the oil content to increase. At the same time, the temperature control valve 50 is used to regulate the speed of the lubricating oil flowing through the cooler 40, thereby improving the effective cooling efficiency of the compressor body 20, which is beneficial to ensuring the working efficiency of the compressor body 20 while reducing the exhaust oil content, and helping to make the vane air compressor more widely used.

[0033] In the above embodiment, the flow path of the refrigerant in the vehicle's cooling system is from the water jacket 11 into the flow channel 311 to cool the controller 30, and then returns to the water jacket 11 to cool the drive motor 10, and then enters the cooler 40 from the water jacket 11 to exchange heat with the lubricating oil, and finally returns to the vehicle's cooling system from the cooler 40 to form a closed loop circulation.

[0034] The closed-loop cooling path can preferentially cool the controller 30, thereby preventing the controller 30 from overheating and affecting the reliability of the entire machine control circuit. The heat generated by the drive motor 10 is relatively small. The role of the water jacket 11 here is not only to cool the drive motor 10, but more importantly to achieve the transition flow of refrigerant between the controller 30 and the cooler 40, thereby improving the compactness of the entire machine structure.

[0035] Based on the above embodiment, the mouth of the air intake channel 221 of the compressor body 20 faces upward, and an air intake return oil channel 224 is provided at the bottom of the air intake channel 221 , and the air intake return oil channel 224 is connected to the suction chamber 2411 inside the compressor body 20 .

[0036] Since lubricating oil needs to be continuously sprayed into the compression chamber 241 of the compressor body 20, and the power of the lubricating oil comes from the negative pressure suction effect of the suction chamber 2411, that is, the suction chamber 2411 and the intake channel 221 need to be connected. In the prior art, the intake channel 221 adopts the method of lower air intake or side air intake. When the machine is in the off state, it is easy for oil to seep outward through the intake channel 221. In this embodiment, the upper air intake method can avoid the lubricating oil from leaking outward. Even if the lubricating oil extends into the intake channel 221 in the off state, it cannot flow out of the intake channel 221 and cause oil leakage. At the same time, the suction effect of the suction chamber 2411 can be used when the machine is turned on to draw the lubricating oil in the intake channel 221 back to the inside of the compressor body 20 through the intake oil return channel 224, thereby avoiding the problem of intake oil leakage.

[0037] On the basis of the above embodiment, two collision deoiling chambers 225 are set on the exhaust path of the compressor body 20, one of the collision deoiling chambers 225 can be formed based on the first collision oil plates 2121 staggered on the cavity wall of the exhaust cavity 212, and the other collision deoiling chamber 225 can be integrated in the large end cover of the compressor body 20, and an oil-gas separator 70 is set after the two collision deoiling chambers 225.

[0038] By setting up two collision deoiling chambers 225, most of the oil mist in the exhaust gas can be intercepted, thereby reducing the oil content of the high-pressure air entering the oil-gas separator 70, and finally using the oil-gas separator 70 to filter out the residual oil mist in the high-pressure air, thereby reducing the exhaust gas content of the compressor body 20 and improving the cleanliness of the compressed air.

[0039] In some embodiments, see Figure 2 and Figure 3 The water jacket 11 includes a water inlet channel 111 and a plurality of flow channels extending along the axial direction of the drive motor 10, and the flow channels are connected in sequence to form a liquid flow channel 112; a cooling cavity 31 is provided in the shell wall of the controller 30 facing the compressor body 20, and the cooling cavity 31 corresponds to the position of the heating device inside the controller 30, and a flow channel 311 is provided in the cooling cavity 31; wherein, one end of the flow channel 311 is connected to the water inlet channel 111, and the other end of the flow channel 311 is connected to one end of the liquid flow channel 112, and the other end of the liquid flow channel 112 is used to connect to the cooler 40.

[0040] The refrigerant enters the flow channel 311 from the water inlet channel 111, so that the cooling chamber 31 focuses on the position where the heating device is installed inside the cooling controller 30, thereby improving the cooling effect on the controller 30. The refrigerant then enters the liquid flow channel 112 from the flow channel 311, and cools the drive motor 10 in the process of flowing through each flow channel in sequence. It finally enters the cooler 40 to be cooled and cooled with the lubricating oil and then discharged from the cooler 40. That is to say, the vehicle's cooling system discharges the refrigerant into the water inlet channel 111, and returns from the cooler 40 to form a closed-loop cooling circuit.

[0041] As a specific embodiment of the compressor body 20, please refer to Figures 5 to 10 The compressor body 20 includes a casing 21, a first end cover 22, a second end cover 23 and a stator-rotor assembly 24; the casing 21 is fixedly connected to one end of the drive motor 10, and a cavity is formed inside the casing 21, and the two ends of the cavity are sealed and connected to the first end cover 22 and the second end cover 23 respectively; the stator-rotor assembly 24 is arranged in the cavity and one end passes through the second end cover 23 to be connected to the output end of the drive motor 10, and the stator-rotor assembly 24 has a compression chamber 241 inside; the bottom of the cavity forms an oil storage chamber 211, the cavity is located above the liquid level of the oil storage chamber 211, and the area located outside the stator-rotor assembly 24 forms an exhaust chamber 212.

[0042] The first end cover 22 and the second end cover 23 close the two ends of the cavity inside the casing 21, and the stator-rotor assembly 24 is rotatably installed inside the casing 21 based on the first end cover 22 and the second end cover 23; the stator-rotor assembly 24 is structurally the same as the stator-rotor structure in the existing vane air compressor, that is, it is composed of a rotor shaft rotatably connected to the first end cover 22 and the second end cover 23 at both ends of the stator sleeve integrally formed inside the casing 21, the rotor shaft is eccentrically arranged relative to the stator sleeve, and a circle of sliding grooves is provided on the peripheral wall of the rotor shaft, and a sliding vane 25 is slidably embedded in each sliding groove. The rotor shaft is connected to the drive motor 10 and rotates under the drive motor 10. During the rotation of the rotor shaft, each sliding vane 25 contacts the inner wall of the stator sleeve under the action of centrifugal force, thereby forming a closed cavity with constantly changing volume between adjacent sliding vanes 25, that is, a compression chamber 241 for compressing air.

[0043] The space inside the casing 21 located in the peripheral area of ​​the stator and rotor assembly 24 is a connected cavity as a whole, the bottom of which serves as an oil storage chamber 211 to contain lubricating oil, and the area above the liquid level of the lubricating oil serves as an exhaust chamber 212. When the stator and rotor assembly 24 discharges compressed air into the exhaust chamber 212, the air pressure in the exhaust chamber 212 increases and the lubricating oil is pressed into the cooler 40, and then sprayed into the stator and rotor assembly 24 for lubrication and cooling after passing through the cooler 40.

[0044] Of course, it should be noted that if Figure 11As shown, the cooler 40 has two parallel lubricating oil passages, and the temperature control valve 50 is installed on one of the lubricating oil passages. When the lubricating oil temperature is low and no cooling is required, the temperature control valve 50 is closed. At this time, the lubricating oil is circulated through the other lubricating oil passage to achieve circulation lubrication and cooling of the stator and rotor assembly 24. When the temperature control valve 50 is opened, the two lubricating oil passages can be used together to circulate the lubricating oil to the stator and rotor assembly 24.

[0045] See also Figure 6 and Figure 11 The first end cover 22 is provided with an intake channel 221 and an exhaust channel 222 connected to the compression chamber 241; the opening of the intake channel 221 faces upward; the exhaust channel 222 is connected to the oil-gas separator 70 and the exhaust oil return channel 223, the exhaust channel 222 is connected to the exhaust chamber 212, and the exhaust oil return channel 223 is connected to the compression chamber 241.

[0046] The intake channel 221 adopts an upward-opening structure to prevent the lubricating oil in the oil storage chamber 211 or the stator-rotor assembly 24 from leaking out through the intake channel 221 when the machine is shut down. When the mouth of the intake channel 221 is facing upward, even if the lubricating oil enters the intake channel 221, it will accumulate at the bottom of the intake channel 221. When the machine is started again, it will enter the compression chamber 241 along with the intake air, thereby avoiding the problem of intake oil leakage.

[0047] like Figure 11 As shown, the high-pressure air in the exhaust chamber 212 enters the oil-gas separator 70 for oil removal during the process of passing through the exhaust channel 222, and the oil mist and oil droplets filtered out of the compressed air return to the compression chamber 241 through the exhaust oil return channel 223, thereby avoiding excessive accumulation of lubricating oil in the exhaust channel 222 and the oil-gas separator 70 and affecting the deoiling effect of the compressed air, which is beneficial to reducing the oil content of the exhaust and improving the cleanliness of the exhaust.

[0048] Specifically, if Figure 6 As shown, in this embodiment, the compression chamber 241 is based on the separation effect of a plurality of slides 25 to sequentially form a plurality of suction chambers 2411 and a plurality of pressure chambers 2412; Figure 11 It is understood that an intake oil return channel 224 is provided at the bottom of the intake channel 221, and the intake oil return channel 224 and the exhaust oil return channel 223 are both connected to one of the intake cavities 2411; one of the compressed air cavities 2412 has an exhaust hole 242 connected to the exhaust cavity 212 and with the mouth facing upward.

[0049] The suction cavity 2411 and the compression cavity 2412 are both cavities with changing volume as the rotor shaft rotates, rather than fixed cavity structures. Specifically, when the cavity volume gradually increases, it is the suction cavity 2411, and when the cavity volume gradually decreases, it is the compression cavity 2412. The suction cavity 2411 generates a negative pressure suction effect due to the volume increase, thereby completing the suction from the intake passage 221. In this process, the lubricating oil drops in the intake oil return passage 224 also enter the suction cavity 2411 along with the air, thereby avoiding intake oil leakage.

[0050] The lubricating oil filtered by the oil-gas separator 70 enters the exhaust oil return passage 223 and returns to the intake cavity under the negative pressure suction effect of the suction cavity 2411, thereby avoiding excessive accumulation of lubricating oil in the exhaust path, which can cause the oil content of the exhaust gas to increase, and also enabling the oil return to assist in lubricating the rotor assembly 24.

[0051] It should be understood that, please refer to Figure 6 and Figure 11 In the present embodiment, the volume of each suction cavity 2411 increases and the volume of each compression cavity 2412 decreases in the rotation direction of the rotor assembly 24. The compression cavity 2412 with the smallest volume is provided with an exhaust hole 242, and the rotor assembly 24 is provided with an oil injection valve 243 for discharging oil from the compression cavity 2412 to the oil storage cavity 211.

[0052] The air pressure in the compression cavity 2412 with the smallest volume is the highest, so the exhaust hole 242 is arranged at the position with the smallest volume of the compression cavity 2412 to ensure that the exhaust pressure is the highest pressure that the rotor assembly 24 can reach. Since the lubricating oil continuously enters the rotor assembly 24 for lubrication and cooling, and the lubricating oil as a liquid is difficult to compress, the oil can be injected outward through the oil injection valve 243 before the compression cavity 2412 reaches the position with the smallest volume. On the one hand, this can avoid excessive lubricating oil affecting the air compression efficiency, and on the other hand, it is also conducive to reducing the oil content in the compressed air.

[0053] In some possible implementation manners, please refer to Figure 12 The first end cover 22, the second end cover 23, and the rotor assembly 24 are jointly provided with an inner circulation passage 201, one end of the inner circulation passage 201 communicates with one of the suction cavities 2411, and the other end communicates with one of the compression cavities 2412. The first end cover 22, the second end cover 23, and the shell wall of the shell 21 are jointly provided with an outer circulation passage 202, the outer circulation passage 202 communicates with the cooler 40, one end of the outer circulation passage 202 communicates with the oil storage cavity 211, and the other end communicates with one of the suction cavities 2411.

[0054] The internal circulation channel 201 can enable the lubricating oil to circulate inside the stator and rotor assembly 24, thereby improving lubrication reliability. In particular, when the lubricating oil level in the oil storage chamber 211 is low and not discovered in time, the internal circulation can ensure that the stator and rotor assembly 24 can still be reliably lubricated, thereby reducing the chance of damage to the stator and rotor assembly 24.

[0055] The outer circulation channel 202 is mainly used for circulating the lubricating oil between the oil storage chamber 211 and the stator and rotor assembly 24 due to the compression effect on the lubricating oil when the air pressure in the exhaust chamber 212 increases, and the suction effect of the intake chamber 2411. Compared with the internal circulation, the lubricating oil flow rate of the outer circulation channel 202 is larger. In addition to the lubrication function, it is also used to cool the stator and rotor assembly 24.

[0056] For some examples, see Figure 6 and Figure 10 A plurality of first oil impact plates 2121 are provided on the outer periphery of the stator and rotor assembly 24 and the inner wall of the casing 21 , and the exhaust cavity 212 forms a curved first exhaust passage based on each first oil impact plate 2121 .

[0057] After the compressed air enters the exhaust chamber 212 from the exhaust hole 242, it hits each first oil impact plate 2121 in sequence along the first exhaust channel, so that the oil mist and oil droplets contained in the compressed air adhere to the first oil impact plate 2121, thereby achieving deoiling of the compressed air, which can reduce the oil content of the compressed air discharged from the exhaust chamber 212 into the exhaust channel 222, and further helps to reduce the final oil content of the compressed air.

[0058] Combine Figure 9 and Figure 11 It is understood that a collision de-oiling chamber 225 is provided in the first end cover 22, and a plurality of second collision oil plates 2251 spaced apart from each other are provided on the cavity walls on both sides of the collision de-oiling chamber 225. The collision de-oiling chamber 225 forms a curved second exhaust duct based on each second collision oil plate 2251, and the second exhaust duct is connected to the exhaust chamber 212.

[0059] After deoiling by the first oil impact plates 2121 in the exhaust chamber 212, the compressed air enters the collision deoiling chamber 225 again from the exhaust channel 222 and impacts the second oil impact plates 2251 in sequence along the second exhaust channel, thereby further reducing the oil content in the air, and further reducing the oil content in the compressed air after passing through the oil-gas separator 70.

[0060] For some examples, see Figure 11A collision oil return channel 2252 is provided in the first end cover 22, one end of the collision oil return channel 2252 is connected to the bottom of the collision oil removal chamber 225 and is provided with an oil return valve 2253, and the other end of the collision oil return channel 2252 is connected to the compression chamber 241. In order to prevent excessive lubricating oil from accumulating at the bottom of the collision deoiling chamber 225 and causing the lubricating oil to be converted into oil mist and discharged with the compressed air, a collision oil return channel 2252 is provided. At the same time, in order to prevent the compressed air from flowing back from the collision oil return channel 2252 to the compression chamber 241, a normally open oil return valve 2253 is provided on the collision oil return channel 2252. When the compressed air enters the collision deoiling chamber 225, the internal air pressure increases and drives the oil return valve 2253 to close. After the compressed air is discharged from the collision deoiling chamber 225, the oil return valve 2253 opens again. At this time, the lubricating oil that has slipped to the bottom of the collision deoiling chamber 225 is sucked back into the compression chamber 241 through the collision oil return channel 2252 by the negative pressure suction effect of the compression chamber 241 (specifically the suction chamber 2411).

[0061] It should be noted that, in some embodiments, please combine Figures 5 to 11 It is understood that the oil-gas separator 70 is mounted upside down on the top wall of the first end cover 22 , the air inlet end of the oil-gas separator 70 is connected to the second exhaust passage, and the air outlet end of the oil-gas separator 70 is connected to the exhaust passage 222 .

[0062] The oil-gas separator 70 is installed upside down externally for easy removal and replacement. At the same time, it can also allow the filtered lubricating oil droplets to slide down quickly and return to the compression chamber 241 through the exhaust oil return channel 223. This not only avoids excessive lubricating oil from accumulating at the bottom of the oil-gas separator 70 and affecting its oil filtering effect, thereby reducing the oil content of the final compressed air, but also helps to increase the service life of the oil-gas separator 70.

[0063] 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. Vane air compressor, characterized in that: The compressor comprises a drive motor, a compressor body and a controller respectively connected to both ends of the drive motor, and a cooler connected to the compressor body; the drive motor has a water jacket for passing refrigerant, the controller has a flow channel connected to the water jacket, the compressor body has an oil storage chamber and an exhaust chamber located above the oil storage chamber, the water jacket and the oil storage chamber are respectively connected to the cooler to exchange heat with the refrigerant and lubricating oil flowing through the cooler; A temperature control valve is provided between the cooler and the oil storage chamber, and the temperature control valve is used to regulate the speed of the lubricating oil flowing through the cooler according to the oil temperature; a temperature sensor extending into the exhaust chamber is provided on the compressor body, and the temperature sensor and the drive motor are electrically connected to the controller, and the controller regulates the speed of the drive motor according to the exhaust temperature feedback from the temperature sensor.

2. The vane air compressor according to claim 1, wherein: The water jacket includes a water inlet channel and a plurality of flow channels extending along the axial direction of the drive motor, and the flow channels are connected in sequence to form a liquid flow channel; a cooling cavity is provided in the shell wall of the controller facing the compressor body, and the cooling cavity corresponds to the position of the heating device inside the controller, and the flow channel is provided in the cooling cavity; wherein, one end of the flow channel is connected to the water inlet channel, and the other end of the flow channel is connected to one end of the liquid flow channel, and the other end of the liquid flow channel is used to connect to the cooler.

3. The vane air compressor according to claim 1, wherein: The compressor body includes a casing, a first end cover, a second end cover and a stator and rotor assembly; The housing is fixedly connected to one end of the drive motor, and a cavity is formed inside the housing, and both ends of the cavity are sealedly connected to the first end cover and the second end cover respectively; The stator-rotor assembly is arranged in the cavity and one end of the stator-rotor assembly passes through the second end cover and is connected to the output end of the drive motor. The stator-rotor assembly has a compression chamber inside. The bottom of the cavity forms the oil storage cavity, and the area of ​​the cavity located above the liquid level of the oil storage cavity and located on the periphery of the stator and rotor assembly forms the exhaust cavity; The first end cover is provided with an air intake channel and an exhaust channel connected to the compression chamber; the opening of the air intake channel faces upward; the exhaust channel is connected to an oil-gas separator and an exhaust oil return channel, the exhaust channel is connected to the exhaust chamber, and the exhaust oil return channel is connected to the compression chamber.

4. The vane air compressor according to claim 3, wherein: The compression chamber forms a plurality of intake chambers and a plurality of pressure chambers in sequence based on the separating action of a plurality of sliding vanes; an intake oil return passage is provided at the bottom of the intake channel, and both the intake oil return passage and the exhaust oil return passage are connected to one of the intake chambers; one of the pressure chambers has an exhaust hole connected to the exhaust chamber with its mouth facing upward.

5. The vane air compressor according to claim 4, wherein: In the rotor rotation direction of the stator-rotor assembly, the volume of each of the air intake chambers increases gradually, and the volume of each of the air compression chambers decreases gradually, and the air compression chamber with the smallest volume is provided with the exhaust hole; the stator-rotor assembly is provided with an oil injection valve for draining oil from the air compression chamber to the oil storage chamber.

6. The vane air compressor according to claim 5, characterized in that: An internal circulation channel is commonly provided on the first end cover, the second end cover and the stator-rotor assembly, one end of the internal circulation channel is communicated with one of the air suction chambers, and the other end is communicated with one of the air compression chambers; An external circulation channel is commonly provided in the first end cover, the second end cover and the shell wall of the casing. The external circulation channel is connected to the cooler, and one end of the external circulation channel is connected to the oil storage chamber, and the other end is connected to one of the intake chambers.

7. The vane air compressor according to claim 3, wherein: A plurality of first oil impact plates are provided on the outer periphery of the stator and rotor assembly and on the inner wall of the casing, and are spaced apart from each other. The exhaust cavity forms a curved first exhaust passage based on each of the first oil impact plates.

8. The vane air compressor according to claim 3, wherein: A collision deoiling chamber is provided in the first end cover, and a plurality of second collision oil plates that are cross-spaced with each other are provided on the cavity walls on opposite sides of the collision deoiling chamber. The collision deoiling chamber forms a curved second exhaust duct based on each second collision oil plate, and the second exhaust duct is connected to the exhaust chamber.

9. The vane air compressor according to claim 8, wherein: A collision oil return channel is provided in the first end cover, one end of the collision oil return channel is communicated with the bottom of the collision oil removal chamber and is provided with an oil return valve, and the other end of the collision oil return channel is communicated with the compression chamber.

10. The vane air compressor according to claim 8, wherein: The oil-gas separator is mounted upside down on the top wall of the first end cover, the air inlet end of the oil-gas separator is communicated with the second exhaust passage, and the air outlet end of the oil-gas separator is connected to the exhaust passage.

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