Two-stage compression air compressor

Abstract

The invention provides a two-stage compression air compressor, and belongs to the technical field of air compressors. The two-stage oil-free air compressor solves the technical problems that an existing two-stage oil-free air compressor is remarkable in vibration due to unbalanced movement of a piston, fixed in output pressure and lack of adjustment flexibility. The air compressor comprises a driving motor, wherein two output shaft sections of the driving motor respectively drive two first-stage air cylinder assemblies located on the same side of the motor and two second-stage air cylinder assemblies located on the other side of the motor at the same time; the corresponding air cavities of the air cylinder assemblies on the two sides communicate with each other, and the first-stage air outlet cavity and the second-stage air inlet cavity are connected through an intercooling air pipe. Through the opposite arrangement of the two first-stage cylinders and the two second-stage cylinders and the specific phase design, reciprocating inertia force is counteracted in real time, and vibration and noise are greatly reduced; meanwhile, by means of the parallel connection characteristic of the systems on the two sides, the output pressure and power can be conveniently adjusted by controlling operation of the motor on the single side. The device has the advantages of being stable in operation, high in reliability, adjustable in pressure output and high in adaptability.

Description

Technical Field

[0001] This invention relates to the field of air compressor technology, specifically a two-stage compression air compressor. Background Technology

[0002] A two-stage oil-free air compressor is an oil-free, lubricated reciprocating air compressor that employs two-stage compression technology. Its core lies in decomposing the air compression process into two stages through a primary low-pressure cylinder and a secondary high-pressure cylinder arranged in series, with cooling occurring between stages. Specifically, air is first compressed to an intermediate pressure in the primary cylinder, then cooled before entering the secondary cylinder for further compression to a higher final output pressure. This two-stage compression and intermediate cooling method effectively overcomes the inherent contradictions of single-stage compressors when pursuing high pressure, such as low compression efficiency, excessively high exhaust temperature, large machine size, and reduced operational reliability. It achieves high-efficiency, high-pressure, and high-reliability compressed air output within a limited space. Therefore, this technology is widely used in fields with stringent air quality requirements, such as medical respiratory systems, laboratory analysis, food and pharmaceutical packaging, and electronics manufacturing, as well as in applications requiring high output pressure, such as automotive pneumatic systems and industrial tools.

[0003] In existing technologies, numerous structural optimization designs have been developed for two-stage oil-free air compressors, primarily focusing on gas flow path matching and thermal management. For example, CN210218016U discloses a scheme employing multiple primary cylinders in parallel. This scheme uses at least two primary cylinders connected to a single secondary cylinder, and utilizes interstage gas pipes and one-way valves to collect the gas discharged from the primary cylinders and guide it unidirectionally into the secondary cylinders. This design aims to match the gas flow rates between the two stages, reduce pressure pulsation, and make the structure more compact. However, such multi-cylinder series structures make it difficult to coordinate and balance the piston movement phase and reciprocating inertial forces of the primary and secondary cylinders. Especially during high-speed operation, this can easily lead to periodic vibrations and impacts on the entire machine, affecting operational stability and structural lifespan.

[0004] For example, CN110219793B discloses a two-stage oil-free reciprocating compressor that focuses on optimizing the interstage cooling process. This is achieved by using coiled or circuitous interstage cooling pipes, possibly combined with interstage gas storage or buffer components, to extend the gas heat dissipation path and enhance the cooling effect. This approach aims to reduce the gas temperature entering the second-stage cylinder, thereby improving compression efficiency and overall machine reliability. However, this improvement focuses on thermodynamic performance optimization and does not address the motion balance issues inherent in the reciprocating piston mechanism, nor does it alter its fixed compression ratio design.

[0005] In summary, while existing two-stage oil-free air compressor technology has made improvements in flow distribution and cooling efficiency, it still suffers from two common and prominent problems: First, due to the imbalance of the piston motion system, the vibration of the entire machine is significant, which restricts its application in precision equipment or high-reliability scenarios; second, the equipment is usually designed with a fixed compression ratio, and its cylinder size, crankshaft structure, and drive motor power are all matched to a specific output pressure, lacking the ability to conveniently and economically adjust the output pressure to adapt to different working conditions, resulting in insufficient flexibility.

[0006] Therefore, there is an urgent need for a two-stage oil-free air compressor that can improve motion balance and reduce vibration while maintaining the high efficiency of two-stage compression, and has adjustable output pressure and can be adapted to various motor power, so as to meet the diverse and highly reliable application requirements. Summary of the Invention

[0007] In view of the shortcomings of the existing technology, the purpose of this invention is to provide a two-stage compressed air compressor.

[0008] The objective of this invention can be achieved through the following technical solution: A two-stage compressed air compressor, comprising a drive motor, the drive motor comprising two output shaft sections, each of which simultaneously drives and connects a primary cylinder assembly and a secondary cylinder assembly. The two primary cylinder assemblies are located on the same side of the drive motor, and the two secondary cylinder assemblies are located on the other side of the drive motor. Each of the two primary cylinder assemblies has a primary intake chamber and a primary exhaust chamber, the two primary intake chambers being interconnected, and the two primary exhaust chambers being interconnected. Each of the two secondary cylinder assemblies has a secondary intake chamber and a secondary exhaust chamber, the two secondary intake chambers being interconnected, and the two secondary exhaust chambers being interconnected. The primary exhaust chamber and the secondary intake chamber are connected through an intercooler pipe.

[0009] To better describe the air circuit's working path, the two primary cylinder assemblies are referred to as primary cylinder A and primary cylinder B, and the two secondary cylinder assemblies are referred to as secondary cylinder C and secondary cylinder D. Primary cylinder A and secondary cylinder C are positioned opposite each other and connected via the same output shaft segment, simultaneously performing air intake or exhaust. Primary cylinder B and secondary cylinder D are also positioned opposite each other and connected via the same output shaft segment, simultaneously performing air intake or exhaust. When primary cylinder A and secondary cylinder C are receiving air, primary cylinder B and secondary cylinder D are exhausting air, and vice versa. The first-stage cylinder A and the second-stage cylinder C, and the first-stage cylinder B and the second-stage cylinder D, respectively form two sets of synchronously opposed piston systems. The two sets of systems have a 180-degree phase difference in motion, which allows the reciprocating inertial forces to be basically canceled out inside the motor on both sides, greatly improving the overall motion balance and significantly reducing vibration and noise. Secondly, the first-stage intake chambers of the two first-stage cylinder assemblies are connected in series, and the two first-stage exhaust chambers are connected in series. Similarly, the second-stage intake chambers of the two second-stage cylinder assemblies are connected in series, and the two second-stage exhaust chambers are connected in series. With the staggered working rhythm, the airflow of the first-stage compression exhaust and the second-stage compression intake is more continuous and stable, effectively reducing pressure pulsation and improving the quality of the air source.

[0010] To illustrate this clearly, we define two working groups whose motion phases differ by 180 degrees: Working Group I: Composed of primary cylinder A and secondary cylinder C, whose pistons are rigidly connected through the same output shaft section, and their movements are completely synchronized.

[0011] Working Group II: Composed of primary cylinder B and secondary cylinder D, moving synchronously and always in the opposite phase to Working Group I.

[0012] The specific work cycle is as follows: Phase 1: Working Group I intake, Working Group II compression / exhaust.

[0013] When the drive motor drives the piston of work group I to perform the intake stroke: First-stage cylinder A: Its piston moves downward to generate negative pressure, opening the intake valve and drawing in fresh air from the two interconnected first-stage intake chambers.

[0014] Secondary cylinder C: Its piston moves down synchronously to generate negative pressure, opening the intake valve and preparing to draw in gas that has been compressed and cooled by the first stage.

[0015] Meanwhile, working group II, which is in the opposite phase, is performing the compression and exhaust strokes: First-stage cylinder B: It discharges the gas that has already been compressed in the first stage and delivers it to two interconnected first-stage exhaust chambers. The two first-stage exhaust chambers are cooled by intercooler pipes and delivered to two interconnected second-stage intake chambers.

[0016] The compressed and cooled gas from the first-stage cylinder B is drawn into the second-stage cylinder C of the working group I, which is currently receiving air, through the common chamber.

[0017] Phase 2: Working Group I compression / exhaust, Working Group II intake.

[0018] The drive motor drives the piston of Working Group I to perform the compression and exhaust strokes, while Working Group II switches to the intake stroke: First-stage cylinder A: Discharges the compressed gas into the first-stage exhaust chamber.

[0019] Secondary cylinder C: It compresses the gas drawn in during the first stage to reach the final output pressure, and delivers it to two interconnected secondary exhaust chambers through its exhaust valve for simultaneous output.

[0020] At the same time, Working Group II began air intake: First-stage cylinder B: Its piston moves downward, drawing in fresh air from the two interconnected first-stage intake chambers.

[0021] Secondary cylinder D: Its piston moves downward and draws in the gas that has just been discharged and cooled by the primary cylinder A of working group I in this stage from the two interconnected secondary intake chambers.

[0022] The reciprocating inertial forces generated by the two sets of pistons cancel each other out, significantly reducing vibration and noise at the source. The first-stage exhaust and second-stage intake are seamlessly connected in time and smoothly transitioned in space through a common chamber, greatly reducing pressure pulsation and improving compression efficiency and the stability of the output quality. Cross-supply of gas ensures a more balanced workload and temperature distribution between the two first-stage and two-stage cylinder assemblies, contributing to improved overall reliability and lifespan.

[0023] In existing technologies, a one-to-one pair of primary and secondary cylinders is typically used, with the exhaust from the primary cylinder directly and exclusively supplying the corresponding secondary cylinder. If the piston phase is not perfectly matched or the airflow is pulsating, instantaneous flow mismatch can easily occur. In this design, the primary exhaust chambers of the two primary cylinder assemblies are connected, forming a common primary exhaust buffer chamber; the secondary intake chambers of the two secondary cylinder assemblies are connected, forming a common secondary intake buffer chamber. Two intercooler pipes connect these two common chambers. When primary cylinder A of work group I is exhausting, its exhaust gas not only enters the common buffer chamber but is also simultaneously and directly drawn into secondary cylinder D of work group II, which is in its intake stroke. The reverse is also true (B exhausts to C for intake). This is equivalent to the primary cylinder's exhaust not being directionally supplied but rather flowing into the common buffer chamber and then being drawn into the secondary cylinder on demand. Both the primary exhaust supply source and the secondary intake demand are decoupled and redistributed in terms of time and space, ensuring that regardless of which secondary cylinder is intakeing, it has two primary cylinders as its air source support. This greatly smooths the airflow between stages, achieving a natural and dynamic uniform distribution of air volume between the two stages.

[0024] Because the first-stage exhaust passes through a common buffer chamber, the airflow is relatively continuous and stable with minimal pressure pulsation. This facilitates more stable and thorough heat exchange of the gas in the intercooler pipes, reducing the intake temperature of the second-stage cylinders and decreasing the power consumption of the second-stage compression.

[0025] Product diversification has become highly flexible. By selecting different motors, a variety of products with different pressure and flow rates can be derived. This greatly reduces design and manufacturing costs and allows for rapid response to market demands.

[0026] Furthermore, the drive motor includes a rotating shaft, with two output shaft segments located at both ends of the rotating shaft. The first-stage cylinder assembly includes a first-stage cylinder head, a first-stage cylinder barrel, and a first-stage piston that reciprocates within the first-stage cylinder barrel. The second-stage cylinder assembly includes a second-stage cylinder head, a second-stage cylinder barrel, and a second-stage piston that reciprocates within the second-stage cylinder barrel. The central axes of the first-stage and second-stage cylinder barrels are coplanar with the central axis of the rotating shaft.

[0027] Furthermore, each of the output shaft segments is fixedly provided with a primary eccentric wheel and a secondary eccentric wheel; the primary eccentric wheel is rotatably connected to a corresponding primary connecting rod, and the secondary eccentric wheel is rotatably connected to a corresponding secondary connecting rod; the end of the primary connecting rod is connected to the primary piston, and the end of the secondary connecting rod is connected to the secondary piston; wherein, the primary eccentric wheel and the secondary eccentric wheel disposed on the same output shaft segment have a specific phase configuration, so that under the drive of the rotating shaft, the primary piston and the secondary piston connected to the output shaft segment can achieve synchronous opposite or opposite linear motion.

[0028] Furthermore, the piston groups driven by the two output shaft segments reciprocate synchronously, and their directions of motion are always opposite. The two opposing piston groups are 180° out of phase, and the inertial forces generated by their reciprocating motion are essentially canceled out within the drive motor. This significantly reduces the lateral forces and vibration loads on the motor bearings and the machine body bearings. Smoother operation means less impact contact between moving parts such as the piston, connecting rod, and eccentric wheel, resulting in lower frictional power consumption. A larger proportion of the power output from the drive motor is used for effective gas compression, rather than being consumed in overcoming significant internal vibrations and additional friction.

[0029] Furthermore, the two pairs of oppositely arranged primary exhaust chambers and secondary intake chambers are directly connected by two intercooler pipes.

[0030] Furthermore, the two primary air intake chambers are directly connected through a primary air intake pipe, the two primary air outlet chambers are directly connected through a primary air outlet pipe, the two secondary air intake chambers are directly connected through a secondary air intake pipe, and the two secondary air outlet chambers are directly connected through a secondary air outlet pipe.

[0031] Furthermore, impellers are fixedly connected to the ends of both output shaft sections. The two impellers are used to form opposing cooling airflows. Intercooling pipes are arranged across one side of the head housing, and both intercooling pipes are located between the two impellers. A guide plate is provided on the side of the head housing near the intercooling pipes. A guide hole is provided on the guide plate, and the guide hole is arranged opposite to the intercooling pipe.

[0032] Furthermore, the intercooler pipe is wavy in shape.

[0033] Furthermore, the eccentric mass portions of the first-stage eccentric wheel and the second-stage eccentric wheel are arranged with a 180-degree phase difference in the radial direction, so that the centrifugal force and inertial torque generated by them during rotation cancel each other out, thereby achieving the function of dynamic counterweight. This structure allows the centrifugal force and inertial torque generated by the first-stage eccentric wheel during rotation to be canceled out in real time by the centrifugal force and inertial torque generated by the second-stage eccentric wheel, which are opposite in direction and equal in magnitude, thus achieving the function of mutual counterweight during dynamic rotation. Specifically, the first-stage and second-stage eccentric wheels are fixedly connected to the same rotating shaft, forming an integrated rotating assembly. In this configuration, the periodic excitation forces induced by the offset of the center of mass of the two eccentric wheels counteract each other, and their resultant force and resultant torque are significantly suppressed or even eliminated, effectively reducing the vibration amplitude and noise level of the entire transmission system, and improving the stability of the mechanism's operation and structural life.

[0034] Furthermore, a flow guide shroud is fixedly installed on the machine head housing, and the intercooler pipe is located between the flow guide shroud and the flow guide plate. The flow guide shroud has flow guide holes.

[0035] Compared with existing technologies, the technical advantages of this invention are as follows: First, by arranging two primary cylinder assemblies and two secondary cylinder assemblies in a specific phase relationship on both sides of the drive motor and connecting them into two sets of opposing piston systems, the reciprocating inertial forces generated by the two sets of pistons can cancel each other out in real time. This design fundamentally solves the inherent motion imbalance problem of traditional piston compressors, significantly reduces vibration and noise during operation, and improves the stability, reliability, and lifespan of the equipment, making it particularly suitable for high-precision applications sensitive to vibration. Second, by connecting the primary outlet chambers of the two primary cylinder assemblies and the secondary inlet chambers of the two secondary cylinder assemblies, and connecting them using intercooler pipes, a common buffer chamber for cross-supply is constructed, ensuring that each primary outlet chamber, primary inlet chamber, secondary outlet chamber, and secondary inlet chamber is filled with gas and participates in operation simultaneously. This design means that the primary exhaust is no longer specifically supplied to the corresponding secondary cylinder assembly, but is instead drawn on demand by the opposite secondary cylinder during the intake stroke, achieving decoupling and redistribution of airflow in both time and space. This significantly reduces pressure pulsation, resulting in a more continuous and stable airflow. This not only improves the quality of the output air source but also facilitates stable and sufficient heat exchange between stages in the intercooler, reducing the second-stage intake temperature and thus improving overall compression efficiency. Third, the symmetrically opposed mechanical structure itself possesses excellent mechanical balance, allowing it to adapt to drive motors of different power. By changing the motor or adjusting the transmission ratio, a series of products with different output pressures and flow rates can be conveniently and economically achieved on the same core mechanical platform. This breaks the limitations of traditional fixed compression ratio designs, greatly enhancing the product's flexibility in meeting diverse operating conditions and reducing R&D and manufacturing costs. Fourth, the first-stage and second-stage eccentric wheels, located on the same output shaft section, are arranged with a 180-degree phase difference in their eccentric mass portions. The centrifugal force and inertial torque generated during their rotation are opposite in direction and equal in magnitude, canceling each other out in real time, achieving dynamic self-balancing of the rotating components. This further suppresses vibration and noise in the transmission system, improving the smoothness of the mechanism's operation and structural lifespan. Fifth, by cleverly utilizing the fan impellers at both ends of the drive motor to create opposing cooling airflows, and concentrating the wavy intercooler ducts in the core area where the two airflows converge, along with the guiding effect of the airflow guide plates and shrouds, a highly efficient forced convection cooling air duct is constructed. This design significantly enhances the heat dissipation effect of the intercooler ducts, ensuring excellent interstage cooling performance. Attached Figure Description

[0036] Figure 1 This is a perspective view of the present invention.

[0037] Figure 2 This is a stepped cross-sectional view of the present invention along the central axis of the first-stage cylinder and the second-stage cylinder.

[0038] Figure 3 This is a cross-sectional view of the present invention along the central axis of the rotation axis.

[0039] Figure 4 This is an exploded view of the present invention.

[0040] Figure 5 This is a schematic diagram of the gas path connection of the present invention.

[0041] Drawing number markings: 1. Drive motor; 101. Rotating shaft; 102. Output shaft section; 2. First-stage cylinder assembly; 21. First-stage cylinder head; 211. First-stage intake chamber; 212. First-stage exhaust chamber; 22. First-stage cylinder barrel; 23. First-stage piston; 24. First-stage intake pipe; 25. First-stage exhaust pipe; 3. Second-stage cylinder assembly; 31. Second-stage cylinder head; 311. Second-stage intake chamber; 312. Second-stage exhaust chamber; 32. Second-stage cylinder barrel; 33. Second-stage piston; 34. Second-stage intake pipe; 35. Second-stage exhaust pipe; 4. Intercooler pipe; 401. Straight section; 402. Arc section; 5. Impeller; 6. Drain plate; 61. Drain hole; 7. First-stage connecting rod; 8. Second-stage connecting rod; 9. First-stage eccentric wheel; 10. Second-stage eccentric wheel; 11. Drain cover; 1101. Guide hole; 12. Engine head housing. Detailed Implementation

[0042] The following are specific embodiments of the present invention, which are described in conjunction with the accompanying drawings. However, the present invention is not limited to these embodiments.

[0043] It should be noted that the descriptions of direction in this invention are based on the orientation or positional relationships shown in the accompanying drawings, and are only for the purpose of facilitating the description of this invention and simplifying the description, and are not intended to indicate or imply that the device must be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this invention.

[0044] according to Figures 1 to 5 As shown, the present invention provides a two-stage compression air compressor. The air compressor includes a drive motor 1, which has a rotating shaft 101, with two output shaft sections 102 extending from both ends of the rotating shaft 101. Crucially, each of these two output shaft sections 102 simultaneously drives and connects to a set of cylinder assemblies, each set including a primary cylinder assembly 2 and a secondary cylinder assembly 3. Specifically, the two primary cylinder assemblies 2 are arranged on the same side of the drive motor 1, while the two secondary cylinder assemblies 3 are arranged on the other side of the drive motor 1. For ease of description, the two primary cylinder assemblies 2 are defined as primary cylinder A and primary cylinder B, respectively, and the two secondary cylinder assemblies 3 are defined as secondary cylinder C and secondary cylinder D, respectively. Primary cylinder A and secondary cylinder C are connected and move synchronously through the same output shaft section 102, forming work group I; primary cylinder B and secondary cylinder D are connected and move synchronously through another output shaft section 102, forming work group II.

[0045] Each first-stage cylinder assembly 2 includes a first-stage cylinder head 21, a first-stage cylinder barrel 22, and a first-stage piston 23 that reciprocates within the first-stage cylinder barrel 22. Each second-stage cylinder assembly 3 includes a second-stage cylinder head 31, a second-stage cylinder barrel 32, and a second-stage piston 33 that reciprocates within the second-stage cylinder barrel 32. The central axis of all cylinders is coplanar with the central axis of the rotating shaft 101 of the drive motor 1.

[0046] To drive the pistons, a primary eccentric wheel 9 and a secondary eccentric wheel 10 are fixedly mounted on each output shaft segment 102. The primary eccentric wheel 9 is connected to the corresponding primary piston 23 via a primary connecting rod 7, and the secondary eccentric wheel 10 is connected to the corresponding secondary piston 33 via a secondary connecting rod 8. Specifically, the primary eccentric wheel 9 and the secondary eccentric wheel 10 mounted on the same output shaft segment 102 have a specific phase configuration to ensure that, driven by the rotating shaft 101, the primary piston 23 and the secondary piston 33 connected to that output shaft segment 102 can achieve synchronous, opposite, or backward linear motion. Simultaneously, the pistons of working groups I and II, driven by the two output shaft segments 102 respectively, perform synchronous reciprocating motion, and the motion directions of the two sets of pistons are always opposite.

[0047] Regarding the air path connections, the first-stage intake chambers 211 of the two first-stage cylinder assemblies 2 are interconnected via first-stage intake pipes 24, and the first-stage exhaust chambers 212 of the two first-stage cylinder assemblies 2 are interconnected via first-stage exhaust pipes 25. Similarly, the second-stage intake chambers 311 of the two second-stage cylinder assemblies 3 are interconnected via second-stage intake pipes 34, and the second-stage exhaust chambers 312 of the two second-stage cylinder assemblies 3 are interconnected via second-stage exhaust pipes 35. Interstage gas flow is achieved through intercooler pipes 4, specifically, two pairs of oppositely arranged first-stage exhaust chambers 212 and second-stage intake chambers 311 are directly connected via two intercooler pipes 4. The main body of the intercooler pipe 4 has a continuous, wavy extension structure. The intercooler pipe 4 is composed of multiple straight segments 401 and multiple arc segments 402 connected smoothly and alternately. Multiple straight segments 401 are arranged parallel to each other and at equal intervals. Adjacent straight segments 401 are smoothly connected by a semi-circular arc segment 402, achieving a 180-degree turn. This results in a regular, continuous, wave-like extension structure for the entire tube. This structure maximizes the airflow path length and tube wall heat dissipation area within the limited space spanning the drive motor 1.

[0048] When Working Group I performs its intake stroke, the piston of its first-stage cylinder A moves downward, drawing in fresh air from the connected common first-stage intake chamber 211; simultaneously, the piston of its second-stage cylinder C also moves downward, preparing to draw in gas. Meanwhile, Working Group II, in the opposite phase, is performing its compression and exhaust stroke: its first-stage cylinder B discharges the compressed gas into the connected first-stage exhaust chamber 212. This gas is cooled by the intercooler pipe 4 and enters the connected second-stage intake chamber 311, where it is immediately drawn in by the second-stage cylinder C of Working Group I, which is currently in its intake stroke. In the next half-cycle, the two working groups switch roles: Working Group I performs compression and exhaust, and the gas discharged from its first-stage cylinder A, after cooling, is drawn in by the second-stage cylinder D of Working Group II, which is now in its intake stroke; simultaneously, the first-stage cylinder B of Working Group II begins to draw in fresh air. This cycle repeats continuously. This cross-supply design allows the exhaust gas from the first stage to flow into the common buffer chamber, and then be drawn in as needed by the second-stage cylinder on the opposite side, which is in its intake stroke, smoothing the interstage airflow in both time and space and significantly reducing pressure pulsation.

[0049] To further optimize mechanical balance, the primary eccentric wheel 9 and the secondary eccentric wheel 10, fixed on the same output shaft section 102, have their eccentric mass parts arranged with a 180-degree phase difference in the radial direction. This allows the centrifugal force and inertial torque generated by the two during rotation to cancel each other out, achieving dynamic self-balancing of the rotating components and effectively reducing vibration and noise in the transmission system.

[0050] To improve interstage cooling efficiency, impellers 5 are fixedly connected to the ends of both output shaft sections 102. During operation, the two impellers 5 form opposing cooling airflows. The intercooling duct 4 is designed in a wave shape and is concentrated across one side of the head housing 12, located in the area where the two cooling airflows generated by the two impellers 5 converge. A guide plate 6 is provided on the side of the head housing 12 near the intercooling duct 4, and the guide plate 6 has guide holes 61 opposite to the intercooling duct 4. In addition, a guide shroud 11 is fixedly installed on the head housing 12, surrounding the intercooling duct 4 between the guide shroud 11 and the guide plate 6, and the guide shroud 11 has guide holes 1101. This layout creates a highly efficient forced convection cooling airflow channel, ensuring that the intercooling duct 4 receives sufficient heat dissipation.

[0051] This invention fundamentally counteracts reciprocating inertial forces through an opposed piston layout and a 180-degree phase difference in motion, significantly improving overall machine balance and vibration / noise levels. By ensuring that each of the primary exhaust chamber 212, primary intake chamber 211, secondary exhaust chamber 312, and secondary intake chamber 311 is filled with gas and participates in operation simultaneously, a natural and dynamically uniform gas distribution between the two stages is achieved. The common buffer chamber and cross-supply design ensure smooth airflow transitions and suppress pressure pulsations. The configuration of the rotating eccentric wheel further enhances dynamic balance. Simultaneously, the innovative cooling duct design guarantees effective interstage cooling. The excellent balance of this mechanical platform allows for flexible adaptation to drive motors 1 with different power ratings, facilitating product serialization and meeting diverse pressure and flow requirements.

[0052] The above embodiments are merely preferred embodiments of the present invention and are not intended to limit the scope of protection of the present invention. Therefore, all equivalent changes made in accordance with the structure, shape, and principle of the present invention should be covered within the scope of protection defined by the claims of the present invention.

Claims

1. A two-stage air compressor, comprising a drive motor (1), the drive motor (1) comprising two output shaft sections (102), characterized in that: Both output shaft sections (102) are simultaneously driven by a primary cylinder assembly (2) and a secondary cylinder assembly (3). The two primary cylinder assemblies (2) are located on the same side of the drive motor (1), and the two secondary cylinder assemblies (3) are located on the other side of the drive motor (1). The two primary cylinder assemblies (2) each have a primary intake chamber (211) and a primary exhaust chamber (212). The two primary intake chambers (211) are interconnected, and the two primary exhaust chambers (212) are interconnected. The two secondary cylinder assemblies (3) each have a secondary intake chamber (311) and a secondary exhaust chamber (312). The two secondary intake chambers (311) are interconnected, and the two secondary exhaust chambers (312) are interconnected. The primary exhaust chamber (212) and the secondary intake chamber (311) are connected through an intercooler pipe (4).

2. The two-stage air compressor according to claim 1, characterized in that: The drive motor (1) includes a rotating shaft (101), and two output shaft segments (102) are located at both ends of the rotating shaft (101). The first-stage cylinder assembly (2) includes a first-stage cylinder head (21), a first-stage cylinder barrel (22), and a first-stage piston (23) that reciprocates within the first-stage cylinder barrel (22). The second-stage cylinder assembly (3) includes a second-stage cylinder head (31), a second-stage cylinder barrel (32), and a second-stage piston (33) that reciprocates within the second-stage cylinder barrel (32). The central axes of the first-stage cylinder barrel (22) and the second-stage cylinder barrel (32) are coplanar with the central axis of the rotating shaft (101).

3. A two-stage compressed air compressor according to claim 2, characterized in that: Each output shaft segment (102) is fixedly provided with a primary eccentric wheel (9) and a secondary eccentric wheel (10); the primary eccentric wheel (9) is rotatably connected to a corresponding primary connecting rod (7), and the secondary eccentric wheel (10) is rotatably connected to a corresponding secondary connecting rod (8); the end of the primary connecting rod (7) is connected to the primary piston (23), and the end of the secondary connecting rod (8) is connected to the secondary piston (33); wherein, the primary eccentric wheel (9) and the secondary eccentric wheel (10) provided on the same output shaft segment (102) have a specific phase configuration, so that under the drive of the rotating shaft (101), the primary piston (23) and the secondary piston (33) connected to the output shaft segment (102) can achieve synchronous linear motion in opposite directions or in opposite directions.

4. A two-stage compressed air compressor according to claim 3, characterized in that: The piston groups driven by the two output shaft segments (102) respectively perform synchronous reciprocating motion, and their motion directions are always opposite.

5. A two-stage compressed air compressor according to claim 4, characterized in that: The two pairs of oppositely arranged primary air outlet chambers (212) and secondary air inlet chambers (311) are directly connected by two intercooler pipes (4).

6. A two-stage air compressor according to any one of claims 1 to 5, characterized in that: Two primary air intake chambers (211) are directly connected through a primary air intake pipe (24), two primary air outlet chambers (212) are directly connected through a primary air outlet pipe (25), two secondary air intake chambers (311) are directly connected through a secondary air intake pipe (34), and two secondary air outlet chambers (312) are directly connected through a secondary air outlet pipe (35).

7. A two-stage compression air compressor according to any one of claims 1 to 5, characterized in that: Impellers (5) are fixedly connected to the ends of the two output shaft sections (102). The two impellers (5) are used to form cooling airflows flowing in opposite directions. Intercooling pipes (4) are arranged across one side of the head housing, and the two intercooling pipes (4) are located between the two impellers (5). A flow guide plate (6) is provided on the side of the head housing near the intercooling pipes (4). A flow guide hole (61) is provided on the flow guide plate (6), and the flow guide hole (61) is arranged opposite to the intercooling pipes (4).

8. A two-stage compressed air compressor according to claim 7, characterized in that: The intercooler pipe (4) is wavy in shape.

9. A two-stage compressed air compressor according to claim 3, characterized in that: The eccentric mass portion of the first-stage eccentric wheel (9) and the eccentric mass portion of the second-stage eccentric wheel (10) are arranged with a radial phase difference of 180 degrees.

10. A two-stage compressed air compressor according to claim 7, characterized in that: A flow guide shroud (11) is also fixedly installed on the machine head housing. The intercooler pipe (4) is located between the flow guide shroud (11) and the flow guide plate (6). The flow guide shroud (11) has a flow guide hole (1101).

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