A head for a piston type oil-free supercharger

Abstract

The application belongs to the technical field of air supercharging and provides a machine head of a piston type full-oil-free supercharger, which comprises a body and at least one cylinder arranged along the radial direction of the body, the body and the cylinder are arranged as a hollow chamber structure surrounded by a side wall, the cylinder comprises a first cylinder, a second cylinder, a third cylinder, a fourth cylinder, a fifth cylinder and a sixth cylinder, wherein the first cylinder, the second cylinder, the third cylinder and the fourth cylinder, the fifth cylinder and the sixth cylinder are arranged to be uniformly distributed along the radial central axis of the body, and the axes of the first cylinder and the fifth cylinder coincide as a straight line, and the axes of the second cylinder and the sixth cylinder coincide as a straight line. The application adopts a six-cylinder design, has strong power balance, low vibration, large heat dissipation area, high exhaust volume and efficiency, and can easily realize a multi-stage compression structure to provide high supercharged gas.

Description

Technical Field

[0001] This invention relates to the field of air booster technology, and more specifically, to a piston-type oil-free booster head. Background Technology

[0002] An oil-free air booster is a device that compresses and increases the pressure of gas. It typically consists of a compressor head, a drive unit, an air inlet, an exhaust outlet, and a control system. In the field of air booster technology, the piston-type oil-free booster has become an indispensable power equipment in industries with stringent air quality requirements, such as medical, food, pharmaceutical, and electronics, due to its ability to provide 100% oil-free pure compressed air. During operation, the electric motor first drives the crankshaft connecting rod mechanism inside the compressor head to rotate, generating rotational motion. Then, the piston reciprocates through the connecting rod to change the cylinder volume, thereby increasing the gas pressure inside the cylinder. The compressed gas is then injected into a storage tank through an exhaust valve, a check valve, and a pipeline for use.

[0003] However, existing technologies mainly employ single-cylinder, double-cylinder, and four-cylinder oil-free turbochargers. These traditional oil-free turbochargers face a series of severe technical bottlenecks in their progress towards higher pressure, larger displacement, and continuous heavy-duty industrial applications. Firstly, their core friction pairs rely on self-lubricating materials in oil-free lubrication. However, the limited heat dissipation area and inefficient thermal management capabilities of single / double-cylinder structures prevent the timely dissipation of high temperatures generated during compression. This not only accelerates the thermal aging and wear of the self-lubricating materials and shortens the lifespan of critical components but also leads to frequent equipment shutdowns due to overheating. Firstly, the reliability of the equipment is difficult to guarantee. Secondly, the simple single-cylinder or double-cylinder reciprocating motion structure has an inherent problem of power imbalance, which generates severe vibration and noise during operation. This not only places high demands on the foundation installation, but the strong mechanical impact also further aggravates the uneven wear of the piston and cylinder, becoming a fatal weakness that restricts the lifespan and performance improvement of the equipment. In addition, the single-stage or simple two-stage compression mode adopted to achieve high pressure output results in an exhaust temperature approaching the material limit due to the excessively high compression ratio, and both volumetric efficiency and energy efficiency are low, making it difficult to balance energy efficiency and high pressure output while ensuring oil-free purity. Summary of the Invention

[0004] The purpose of this invention is to provide a piston-type oil-free turbocharger head, which aims to solve the defects of existing single / twin-cylinder oil-free turbochargers, such as unstable structural operation, small heat dissipation area, low exhaust volume and efficiency, short lifespan, and inability to achieve two-stage or even three-stage compression.

[0005] To solve the above-mentioned technical problems, the present invention provides a piston-type oil-free booster head, including a body and at least one cylinder arranged radially along the body. The body and the cylinder are configured as a hollow chamber structure surrounded by side walls. The cylinder comprises a first cylinder, a second cylinder, a third cylinder, a fourth cylinder, a fifth cylinder, and a sixth cylinder, wherein the first cylinder (201), the second cylinder (202), the third cylinder (203), the fourth cylinder (204), the fifth cylinder (205), and the sixth cylinder... The cylinders (206) are symmetrically and evenly distributed along the radial central axis of the body (10), and the axes of the first cylinder (201) and the fifth cylinder (205) coincide to form the same straight line, and the axes of the second cylinder (202) and the sixth cylinder (206) coincide to form the same straight line. The first cylinder (201), the second cylinder (202), the third cylinder (203), the fourth cylinder (204), the fifth cylinder (205), and the sixth cylinder (206) are arranged in an equiangular distribution structure with a 45° angle between them.

[0006] Furthermore, a crankshaft that can rotate along the axis of the body is provided in the hollow cavity of the body, and a piston that can move freely along the inner wall of the cylinder is provided in the cylinder. The crankshaft and the piston are connected by a connecting rod, which can convert the rotational motion of the crankshaft into the reciprocating linear motion of the piston.

[0007] Furthermore, the first cylinder has a first air inlet and a first exhaust port on its end face away from the main body; the second cylinder has a second air inlet and a second exhaust port on its end face away from the main body; the third cylinder has a third air inlet and a third exhaust port on its end face away from the main body; the fourth cylinder has a fourth air inlet and a fourth exhaust port on its end face away from the main body; the fifth cylinder has a fifth air inlet and a fifth exhaust port on its end face away from the main body; and the sixth cylinder has a sixth air inlet and a sixth exhaust port on its end face away from the main body.

[0008] Furthermore, the surface of the first cylinder is provided with a first heat dissipation fin, the surface of the second cylinder is provided with a second heat dissipation fin, the surface of the third cylinder is provided with a third heat dissipation fin, the surface of the fourth cylinder is provided with a fourth heat dissipation fin, the surface of the fifth cylinder is provided with a fifth heat dissipation fin, and the surface of the sixth cylinder is provided with a sixth heat dissipation fin.

[0009] Furthermore, the inner surfaces of the first cylinder, second cylinder, third cylinder, fourth cylinder, fifth cylinder, and sixth cylinder are all coated with a self-lubricating material, forming an oil-free seal with the high-speed moving piston.

[0010] Furthermore, the first cylinder and the sixth cylinder are configured as an integral structure, and the inner diameter of the first cylinder and the sixth cylinder is larger than the inner diameter of the second cylinder, the third cylinder, the fourth cylinder, and the fifth cylinder. The inner diameter of the first air intake port, the first exhaust port, the sixth air intake port, and the sixth exhaust port is correspondingly larger than the inner diameter of the second air intake port, the second exhaust port, the third air intake port, the third exhaust port, the fourth air intake port (2041), the fourth exhaust port, the fifth air intake port, and the fifth exhaust port.

[0011] Furthermore, the second, third, fourth, and fifth cylinders are configured as a split structure, including an upper part away from the main body and a lower part connected to the main body. The upper and lower parts are detachably connected, and the inner diameter of the upper part is smaller than the inner diameter of the lower part.

[0012] Furthermore, an organic base is provided at the bottom of the main body.

[0013] Compared with the prior art, this invention patent has the following technical effects:

[0014] (1) Strong dynamic balance and low vibration: The present invention adopts a symmetrical six-cylinder structure, especially the first cylinder and the fifth cylinder and the second cylinder and the sixth cylinder have the same axis, so that the inertial force of the piston movement can cancel each other out most of the time, achieving excellent dynamic balance from the root of dynamics, and reducing vibration and noise to an extremely low level.

[0015] (2) Large heat dissipation area to ensure oil-free operation: All six independent cylinders are equipped with heat dissipation fins, providing a huge inherent heat dissipation surface area. Combined with targeted forced air cooling and efficient interstage cooler layout, a systematic heat dissipation system is constructed, which can efficiently remove compression heat and ensure that the core friction pair always works within a safe temperature window, greatly delaying material aging and wear.

[0016] (3) High exhaust volume and efficiency: All six cylinders can independently complete the compression and discharge of gas. At the same piston speed, it can provide a much larger exhaust volume than the low-cylinder model, so as to achieve high efficiency of air compression in a single air compressor.

[0017] (4) High boost can be achieved through multi-stage compression structure: The six-cylinder structure provides an ideal platform for achieving efficient multi-stage compression (such as 4+2 or 3+2+1 mode). By rationally distributing the total pressure ratio to multiple compression stages and using interstage cooling to make the process approach isothermal compression, higher volumetric efficiency and energy utilization are achieved while significantly reducing the load and exhaust temperature of each stage. Ultimately, the six-cylinder oil-free turbocharger can provide clean, high-pressure, and high-flow compressed air. Attached Figure Description

[0018] Referring to the accompanying drawings, the disclosure of this invention will become more readily understood. It will be readily understood by those skilled in the art that these drawings are for illustrative purposes only and are not intended to limit the scope of protection of this invention. Wherein:

[0019] Figure 1 A front view of the compressor head of a piston-type oil-free booster compressor according to an embodiment of the present invention is shown;

[0020] Figure 2 A perspective view of the compressor head of a piston-type oil-free booster compressor according to an embodiment of the present invention is shown;

[0021] Figure 3 A top view of the compressor head of a piston-type oil-free booster compressor according to an embodiment of the present invention is shown;

[0022] Figure 4 A side view of the compressor head of a piston-type oil-free booster compressor according to an embodiment of the present invention is shown;

[0023] Reference numerals: Body 10, Cylinder 20, First Cylinder 201, Second Cylinder 202, Third Cylinder 203, Fourth Cylinder 204, Fifth Cylinder 205, Sixth Cylinder 206, Crankshaft 30, First Intake Port 2011, First Exhaust Port 2012, Second Intake Port 2021, Second Exhaust Port 2022, Third Intake Port 2031, Third Exhaust Port 2032, Fourth Intake Port 2041, Fourth Exhaust Port 2042, Fifth Intake Port 2051, Fifth Exhaust Port 2052, Sixth Intake Port 2061, Sixth Exhaust Port 2062, First Heat Dissipation Fin 2013, Second Heat Dissipation Fin 2023, Third Heat Dissipation Fin 2033, Fourth Heat Dissipation Fin 2043, Fifth Heat Dissipation Fin 2053, Sixth Heat Dissipation Fin 2063, Base 101. Detailed Implementation

[0024] It is readily understood that, based on the technical solution of this invention, those skilled in the art can propose various interchangeable structural methods and implementations without altering the essential spirit of the invention. Therefore, the following detailed embodiments and accompanying drawings are merely illustrative examples of the technical solution of this utility model and should not be construed as the entirety of the invention or as limitations or restrictions on the technical solution of this invention.

[0025] The directional terms such as up, down, left, right, front, back, front, back, top, and bottom mentioned or possibly used in this specification are defined relative to the structures shown in the accompanying drawings. They are relative concepts and may therefore vary depending on their location and usage. Therefore, these or other directional terms should not be interpreted as restrictive.

[0026] refer to Figure 1 and Figure 2 The image shows the head of a piston-type oilless booster, including a body 10 and at least one cylinder 20 arranged radially along the body 10. The body 10 and the cylinder 20 are configured as a hollow chamber structure surrounded by side walls. The cylinder 20 includes a first cylinder 201, a second cylinder 202, a third cylinder 203, a fourth cylinder 204, a fifth cylinder 205, and a sixth cylinder 206. The first cylinder 201 has a first air inlet 2011 and a first exhaust port 2012 on its end face away from the body 10; the second cylinder 202 has a second air inlet 2021 and a second exhaust port 2022 on its end face away from the body 10; the third cylinder 203 has a third air inlet 2031 and a third exhaust port 2032 on its end face away from the body 10; the fourth cylinder 204 has a fourth air inlet 2041 and a fourth exhaust port 2042 on its end face away from the body 10; the fifth cylinder 205 has a fifth air inlet 2051 and a fifth exhaust port 2052 on its end face away from the body 10; and the sixth cylinder 206 has a sixth air inlet 2061 and a sixth exhaust port 2062 on its end face away from the body 10.

[0027] Continue to refer to Figure 3 and Figure 4 A piston-type oilless turbocharger has a crankshaft 30 rotatable along the axis of the body 10 within a hollow cavity of its head. A piston freely movable along the inner wall of the cylinder 20 is housed within the cylinder 20. The crankshaft 30 and the piston are connected by a connecting rod, which converts the rotational motion of the crankshaft 30 into the reciprocating linear motion of the piston. During operation, the drive unit rotates the crankshaft within the head, generating rotational motion. The connecting rod transmits this rotational motion to the piston, which then reciprocates through the connecting rod to change the cylinder volume. When the piston moves downwards, air enters the cylinder 20 through the first intake port 2011, the second intake port 2021, the third intake port 2031, the fourth intake port 2041, the fifth intake port 2051, and the sixth intake port 2061. After reaching the set intake volume, air enters the cylinder 20 through the first intake port 2011, the second intake port 2021, the third intake port 2031, the fourth intake port 2041, the fifth intake port 2051, and the sixth intake port 2061. The second air inlet 2021, the third air inlet 2031, the fourth air inlet 2041, the fifth air inlet 2051, and the sixth air inlet 2061 are closed. The piston moves upward to compress the air in the cylinder. After reaching the set pressure, the first exhaust port 2012, the second exhaust port 2022, the third exhaust port 2032, the fourth exhaust port 2042, the fifth exhaust port 2052, and the sixth exhaust port 2062 are opened. The compressed gas is injected into the storage tank through the exhaust valve, the check valve, and the pipeline for use.

[0028] The surface of the first cylinder 201 is provided with a first heat dissipation fin 2013, the surface of the second cylinder 202 is provided with a second heat dissipation fin 2023, the surface of the third cylinder 203 is provided with a third heat dissipation fin 2033, the surface of the fourth cylinder 204 is provided with a fourth heat dissipation fin 2043, the surface of the fifth cylinder 205 is provided with a fifth heat dissipation fin 2053, and the surface of the sixth cylinder 206 is provided with a sixth heat dissipation fin 2063. The six independent cylinders provide a large inherent heat dissipation surface area. Combined with targeted forced air cooling and a highly efficient interstage cooler layout, a systematic heat dissipation system is constructed, which can efficiently remove compression heat, ensuring that the core friction pair always operates within a safe temperature window, greatly delaying material aging and wear.

[0029] The inner surfaces of the first cylinder 201, the second cylinder 202, the third cylinder 203, the fourth cylinder 204, the fifth cylinder 205, and the sixth cylinder 206 are all coated with a self-lubricating material, forming an oil-free seal with the high-speed moving piston. The self-lubricating material coating is made of polytetrafluoroethylene (PTFE), graphite, or molybdenum disulfide, etc., which are friction-reducing materials with the same function. These materials form an extremely thin transfer film on their surface during friction, achieving "solid self-lubrication," thus allowing the piston to reciprocate at high speed within the cylinder without oil film lubrication.

[0030] To achieve superior dynamic balance from the root of kinetics and reduce vibration and noise to extremely low levels, the first cylinder 201, the second cylinder 202, the third cylinder 203, the fourth cylinder 204, the fifth cylinder 205, and the sixth cylinder 206 are arranged symmetrically and evenly distributed along the radial central axis of the body 10. The axes of the first cylinder 201 and the fifth cylinder 205 coincide on the same straight line, as do the axes of the second cylinder 202 and the sixth cylinder 206. Furthermore, the first cylinder 201, the second cylinder 202, the third cylinder 203, the fourth cylinder 204, the fifth cylinder 205, and the sixth cylinder 206 are arranged in an equiangular distribution structure with a 45° angle between them. Because of the symmetrical six-cylinder structure, especially the coincidence of the axes of the first and fifth cylinders and the second and sixth cylinders, the inertial forces of the piston movement can largely cancel each other out, thus achieving smooth operation of the oil-free turbocharger. Vibration and noise are controlled at extremely low levels, and the requirements for the installation foundation are relatively simple, without the need for particularly complex foundation engineering.

[0031] The first cylinder 201 and the sixth cylinder 206 of the oil-free turbocharger are designed as a single unit, and the inner diameters of the first cylinder 201 and the sixth cylinder 206 are larger than the inner diameters of the second cylinder 202, the third cylinder 203, the fourth cylinder 204, and the fifth cylinder 205. Correspondingly, the inner diameters of the first air inlet 2011, the first air outlet 2012, the sixth air inlet 2061, and the sixth air outlet 2062 are larger than the inner diameters of the second air inlet 2021, the second air outlet 2022, the third air inlet 2031, the third air outlet 2032, the fourth air inlet 2041, the fourth air outlet 2042, the fifth air inlet 2051, and the fifth air outlet 2052. The purpose of this design is to increase the air intake of the first cylinder 201 and the sixth cylinder 206, thereby improving the overall exhaust volume and efficiency of the oil-free turbocharger.

[0032] Meanwhile, the second cylinder 202, the third cylinder 203, the fourth cylinder 204, and the fifth cylinder 205 are configured as a split structure, including an upper part away from the main body 10 and a lower part connected to the main body 10. The upper and lower parts are detachably connected, and the inner diameter of the upper part is smaller than that of the lower part. The purpose of this design is that the larger inner diameter of the lower part allows for rapid gas compression, while the smaller inner diameter of the upper part allows for a higher compressible target pressure. During operation, the piston compresses air from the lower part. Due to the large inner diameter, rapid gas compression is achieved. When the piston moves to the upper part, the inner diameter suddenly decreases, and the gas is instantly compressed into the narrow space in the upper part. At this point, continued gas compression can quickly reach the target pressure.

[0033] Since the oil-free turbocharger provided by the present invention adopts a six-cylinder structure, the six cylinders can independently achieve first-stage compression, or two cylinders can be connected in series to form second-stage or even higher-level compression, as described in detail in the following embodiments.

[0034] In Example 1, cylinders 201, 202, 203, 204, 205, and 206 each independently perform a single-stage compression function. Gas enters cylinder 20 through the first intake port 2011, second intake port 2021, third intake port 2031, fourth intake port 2041, fifth intake port 2051, and sixth intake port 2061. After reaching the set intake volume, the first intake port 2011 and the second intake port 206... When the first exhaust port 2021, the second exhaust port 2022, the third exhaust port 2032, the fourth exhaust port 2041, the fifth exhaust port 2051, and the sixth exhaust port 2061 are closed, the piston moves upward to compress the air in the cylinder. After reaching the set pressure, the first exhaust port 2012, the second exhaust port 2022, the third exhaust port 2032, the fourth exhaust port 2042, the fifth exhaust port 2052, and the sixth exhaust port 2062 are opened. The compressed gas is injected into the storage tank through the exhaust valve, the check valve, and the pipeline for use.

[0035] In Example 2, the first exhaust port 2012 of the first cylinder 201 is connected to the second intake port 2021 of the second cylinder 202, and the sixth exhaust port 2062 of the sixth cylinder 206 is connected to the fifth intake port 2021 of the fifth cylinder 205. This constitutes a two-stage compression. Gas enters from the first intake port 2011 of the first cylinder 201, is compressed by the piston, and is discharged from the first exhaust port 2012. It then enters through a pipe from the second intake port 2021 of the second cylinder 202, where the piston performs a second stage of compression. Similarly, gas enters from the sixth intake port 2061 of the sixth cylinder 206, is compressed by the piston, and enters from the fifth intake port 2021 of the fifth cylinder 205, where the piston performs a second stage of compression. Because the inner diameters of the first cylinder 201 and the sixth cylinder 206 are larger than those of the second cylinder 202 and the fifth cylinder 205, secondary compression of air can be easily achieved, with a very low compression ratio (outlet pressure / inlet pressure) at each stage. Note that the third cylinder 203 and the fourth cylinder 204 can also achieve secondary compression according to the same principle, or maintain independent primary compression.

[0036] Of course, the first cylinder 201 and any one of the second cylinder 202, the third cylinder 203, the fourth cylinder 204, and the fifth cylinder 205 can all constitute a two-stage compression function. Similarly, the sixth cylinder 206 and any one of the second cylinder 202, the third cylinder 203, the fourth cylinder 204, and the fifth cylinder 205 can all constitute a two-stage compression function, depending on the connection method of the pipeline. Therefore, any combination falls within the protection scope of this invention.

[0037] In the third embodiment, the first exhaust port 2012 of the first cylinder 201 is connected to the second intake port 2021 of the second cylinder 202, and the second exhaust port 2022 is connected to the third intake port 2031 of the third cylinder 203; the sixth exhaust port 2062 of the sixth cylinder 206 is connected to the fifth intake port 2021 of the fifth cylinder 205, and the fifth exhaust port 2052 is connected to the fourth intake port 2041 of the fourth cylinder 204, thereby achieving three-stage compression. Gas enters through the first intake port 2011 of the first cylinder 201, is compressed by the piston, and is discharged through the first exhaust port 2012. It then enters through a pipe through the second intake port 2021 of the second cylinder 202, where the piston performs a second stage of compression. The compressed air then enters through a pipe through the third intake port 2031 of the third cylinder 203, where the piston performs a third stage of compression. Similarly, gas enters through the sixth intake port 2061 of the sixth cylinder 206, is compressed by the piston, and is discharged through the sixth exhaust port 2062. It then enters through a pipe through the fifth intake port 2021 of the fifth cylinder 205, where the piston performs a second stage of compression. Finally, the compressed air enters through a pipe through the fourth intake port 2041 of the fourth cylinder 204, where the piston performs a third stage of compression. Likewise, any combination that achieves three-stage compression falls within the protection scope of this invention.

[0038] The bottom of the piston-type oil-free booster 10 is provided with a base 101 so as to achieve a stable connection with the ground or machine platform.

[0039] In summary, the specific implementation of the technical solution of the present invention is as follows: the driving device drives the crankshaft 30 inside the engine head to rotate, generating rotational motion. The connecting rod transmits the rotational motion of the crankshaft 30 to the piston. Then, the piston reciprocates through the connecting rod to change the cylinder volume. When the piston moves downward, air enters the cylinder 20 from the first intake port 2011, the second intake port 2021, the third intake port 2031, the fourth intake port 2041, the fifth intake port 2051, and the sixth intake port 2061 respectively. After reaching the set intake volume, the first intake port 2011, the second intake port 2021, the third intake port 2031, the fourth intake port 2041, the fifth intake port 2051, and the sixth intake port 2061... When the intake port 2061 is closed, the piston moves upward to compress the air in the cylinder. After reaching the set pressure, the first exhaust port 2012, the second exhaust port 2022, the third exhaust port 2032, the fourth exhaust port 2042, the fifth exhaust port 2052, and the sixth exhaust port 2062 open. If it is a single-stage compression, the compressed gas is directly injected into the storage tank for use through the exhaust valve, the check valve, and the pipeline. If it is a two-stage compression, the gas is compressed by the piston from the first intake port 2011 of the first cylinder 201 and discharged from the first exhaust port 2012. It then enters through the pipeline from the second intake port 2021 of the second cylinder 202, and the piston performs a second stage of compression on the compressed air. Similarly, gas enters through the sixth intake port 2061 of the sixth cylinder 206, is compressed by the piston, and then enters through the fifth intake port 2021 of the fifth cylinder 205. The piston performs secondary compression on the compressed air again. For tertiary compression, gas enters through the first intake port 2011 of the first cylinder 201, is compressed by the piston, and is discharged through the first exhaust port 2012. It then enters through the pipe through the second intake port 2021 of the second cylinder 202, where the piston performs secondary compression on the compressed air again. The air enters through the third intake port 2031 of the third cylinder 203, and the piston performs a third-stage compression on the compressed air again. Similarly, the air enters through the sixth intake port 2061 of the sixth cylinder 206, is compressed by the piston, and is discharged through the sixth exhaust port 2062. It then enters through the pipe through the fifth intake port 2021 of the fifth cylinder 205, where the piston performs a second-stage compression on the compressed air again. Finally, the air enters through the pipe through the fourth intake port 2041 of the fourth cylinder 204, where the piston performs a third-stage compression on the compressed air again.

[0040] The specific embodiments described above are merely for the purpose of more clearly illustrating the principles of the present invention, wherein the various components are clearly shown or described to make the principles of the present invention easier to understand. Various modifications or variations can be easily made to the present invention by those skilled in the art without departing from the scope of the invention. Therefore, it should be understood that all such modifications or variations should be included within the patent protection scope of the present invention.

Claims

1. A piston-type oil-free booster head, comprising a body (10) and at least one cylinder (20) arranged radially along the body (10), wherein the body (10) and the cylinder (20) are configured as a hollow chamber structure surrounded by sidewalls, characterized in that, The cylinder (20) includes a first cylinder (201), a second cylinder (202), a third cylinder (203), a fourth cylinder (204), a fifth cylinder (205), and a sixth cylinder (206). The first cylinder (201), the second cylinder (202), the third cylinder (203), the fourth cylinder (204), the fifth cylinder (205), and the sixth cylinder (206) are symmetrically and evenly distributed along the radial central axis of the body (10). The axes of the first cylinder (201) and the fifth cylinder (205) coincide on the same straight line, and the axes of the second cylinder (202) and the sixth cylinder (206) coincide on the same straight line. The first cylinder (201) is far away from the body (10). The end face of the first cylinder (2011) and the first exhaust port (2012) are provided. The end face of the second cylinder (202) away from the body (10) is provided with the second air inlet (2021) and the second exhaust port (2022). The end face of the third cylinder (203) away from the body (10) is provided with the third air inlet (2031) and the third exhaust port (2032). The end face of the fourth cylinder (204) away from the body (10) is provided with the fourth air inlet (2041) and the fourth exhaust port (2042). The end face of the fifth cylinder (205) away from the body (10) is provided with the fifth air inlet (2051) and the fifth exhaust port (2052). The sixth cylinder... A sixth air inlet (2061) and a sixth exhaust (2062) are provided on the end face of the cylinder (206) away from the body (10). The first cylinder (201) and the sixth cylinder (206) are configured as an integral structure, and the inner diameter of the first cylinder (201) and the sixth cylinder (206) is larger than the inner diameter of the second cylinder (202), the third cylinder (203), the fourth cylinder (204), and the fifth cylinder (205). The inner diameters of the first air inlet (2011), the first exhaust (2012), the sixth air inlet (2061), and the sixth exhaust (2062) are correspondingly larger than the second air inlet (2021), the second exhaust (2022), the third air inlet (2031), and the sixth exhaust (2062). The inner diameters of the three exhaust ports (2032), the fourth intake port (2041), the fourth exhaust port (2042), the fifth intake port (2051), and the fifth exhaust port (2052) are as follows: the first exhaust port (2012) of the first cylinder (201) is connected to the second intake port (2021) of the second cylinder (202); the second exhaust port (2022) is connected to the third intake port (2031) of the third cylinder (203); the sixth exhaust port (2062) of the sixth cylinder (206) is connected to the fifth intake port (2021) of the fifth cylinder (205); and the fifth exhaust port (2052) is connected to the fourth intake port (2041) of the fourth cylinder (204), thus forming a three-stage compression.

2. The compressor head of a piston-type oil-free booster according to claim 1, characterized in that, The hollow cavity of the body (10) is provided with a crankshaft (30) that can rotate along the axis of the body (10). The cylinder (20) is provided with a piston that can move freely along the inner wall of the cylinder (20). The crankshaft (30) and the piston are connected by a connecting rod. The connecting rod can convert the rotational motion of the crankshaft (30) into the reciprocating linear motion of the piston.

3. The compressor head of a piston-type oil-free booster according to claim 1, characterized in that, The surface of the first cylinder (201) is provided with a first heat dissipation fin (2013), the surface of the second cylinder (202) is provided with a second heat dissipation fin (2023), the surface of the third cylinder (203) is provided with a third heat dissipation fin (2033), the surface of the fourth cylinder (204) is provided with a fourth heat dissipation fin (2043), the surface of the fifth cylinder (205) is provided with a fifth heat dissipation fin (2053), and the surface of the sixth cylinder (206) is provided with a sixth heat dissipation fin (2063).

4. The compressor head of a piston-type oil-free booster according to claim 1 or 3, characterized in that, The inner surfaces of the first cylinder (201), the second cylinder (202), the third cylinder (203), the fourth cylinder (204), the fifth cylinder (205), and the sixth cylinder (206) are all coated with a self-lubricating material, forming an oil-free seal with the high-speed moving piston.

5. The compressor head of a piston-type oil-free booster according to claim 1 or 3, characterized in that, The second cylinder (202), the third cylinder (203), the fourth cylinder (204), and the fifth cylinder (205) are configured as a split structure, including an upper part away from the body (10) and a lower part connected to the body (10). The upper and lower parts are detachably connected, and the inner diameter of the upper part is smaller than the inner diameter of the lower part.

6. The compressor head of a piston-type oil-free booster as described in claim 1 or 3, characterized in that, The first cylinder (201), the second cylinder (202), the third cylinder (203), the fourth cylinder (204), the fifth cylinder (205), and the sixth cylinder (206) are arranged in an equiangular distribution structure with a 45° angle between them.

7. The compressor head of a piston-type oil-free booster according to claim 1 or 2, characterized in that, The bottom of the body (10) is provided with a base (101).

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