New energy vehicle-mounted oil-water-cooled piston type air compressor

Abstract

The invention provides a new energy vehicle-mounted oil-water-cooled piston type air compressor, which belongs to the technical field of air compressors, and comprises a crankcase, a driving box, a crankshaft assembly and a compression cylinder assembly, the bottom of the crankcase is connected with the oil pan to form a crankshaft cavity, a breathing cavity is formed in the top of the crankcase and communicated with the crankshaft cavity through a breathing hole, and a water passing hole is formed in the wall of the crankcase. A first water cooling channel is arranged in the box wall of the driving box; one end of the crankshaft assembly penetrates into the crankcase, and the other end of the crankshaft assembly penetrates into the driving box and is connected with the power rotor; the compression cylinder assembly is arranged in the crankcase and is in transmission connection with the crankshaft assembly, a second water cooling channel is formed in the compression cylinder assembly, and the second water cooling channel is communicated with the first water cooling channel through a water passing hole; the oil filtering assembly is arranged at a cavity opening of the breathing cavity and connected with the air inlet end of the compression cylinder assembly. According to the new energy vehicle-mounted oil-water-cooled piston type air compressor, the requirements for lubrication, cooling and the oil content of exhaust can be met, and meanwhile the structural compactness of the whole air compressor is improved.

Description

Technical Field

[0001] This invention belongs to the field of air compressor technology, specifically relating to an oil-water cooled piston air compressor for new energy vehicles. Background Technology

[0002] Piston air compressors are commonly used high-pressure air generating devices in new energy commercial vehicles. They can be classified into two types based on their lubrication method: oil-lubricated and oil-free. Oil-lubricated piston air compressors utilize the lubricating oil in the crankcase to lubricate the crankshaft, connecting rods, and cylinder walls. Simultaneously, the lubricating oil also provides cooling. Based on the cooling effect of the lubricating oil, oil-lubricated piston air compressors typically employ air cooling. Specifically, a fan blows airflow towards the crankcase, promoting heat dissipation from the crankcase walls, thereby maintaining the lubricating oil at a relatively low temperature to cool the moving parts within the crankshaft cavity.

[0003] However, the requirements for space layout and lightweighting in new energy commercial vehicles are becoming increasingly stringent. When using traditional air-cooled solutions, oil-lubricated piston air compressors require axially mounted cooling fans and air guide shrouds around the crankcase, resulting in disadvantages in both overall length and width. If the crankcase dimensions are compressed to meet market demands for overall size, it leads to insufficient internal crankcase space, decreased lubricating oil volume, and increased lubricating oil level, resulting in a series of negative issues such as increased internal crankcase pressure fluctuations, poor lubrication, and higher oil content in exhaust gas.

[0004] Given the above realities, there is an urgent need to develop new cooling solutions and overall machine structures for oil-lubricated piston air compressors, so that they can meet market requirements for overall machine size while avoiding the aforementioned negative issues. Summary of the Invention

[0005] This invention provides an oil-cooled reciprocating air compressor for new energy vehicles, which aims to improve the compactness of the overall structure while meeting the requirements of reciprocating air compressors for lubrication, cooling and exhaust oil content.

[0006] To achieve the above objectives, the technical solution adopted by the present invention is: to provide an oil-water cooled piston air compressor for new energy vehicles, comprising: The crankcase has a detachable bottom connection to a recessed oil pan to form a sealed crankshaft cavity. The top of the crankcase has a breather chamber, which is connected to the top of the crankshaft cavity through a breather hole. The crankcase wall is provided with a water passage hole. The drive housing is connected to one end of the crankcase, and the drive housing has a first water-cooling channel inside its wall; The crankshaft assembly has one end inserted into the crankcase and rotates with it, and the other end inserted into the drive housing and is fixedly connected to the power rotor inside the drive housing. The compression cylinder assembly is located in the crankcase and is connected to the crankshaft assembly for transmission. The compression cylinder assembly has a second water cooling passage, which is connected to the first water cooling passage through a water passage hole. The oil filter assembly is located at the opening of the breathing chamber and is connected to the air intake end of the compressor assembly.

[0007] In one possible implementation, an oil impact chamber is formed within the crankcase wall, located below the breather chamber; the breather hole includes a first channel and a second channel; wherein the first channel extends downward from the bottom of the breather chamber to the wall of the oil impact chamber, and the second channel extends downward from the bottom of the oil impact chamber to the top of the crankcase.

[0008] In some embodiments, the breathing cavity has an arc-shaped bottom that gradually decreases from one end to the other, with the breathing hole located at the lower end of the arc-shaped bottom.

[0009] For example, the breathing chamber is provided with an oil baffle plate, which blocks the breathing hole at intervals and divides the breathing chamber into a first chamber and a second chamber. There is a breathing gap between the oil baffle plate and the wall of the breathing chamber, which connects the first chamber and the second chamber.

[0010] In one possible implementation, the compression cylinder assembly includes a primary compression cylinder group and a secondary compression cylinder group, which are distributed at an angle to each other on the top of the crankcase. The breather chamber and oil filter assembly are located between the primary and secondary compression cylinder groups, and the oil filter assembly is connected to the intake end of the primary compression cylinder group.

[0011] For example, the first-stage compression cylinder group has cylinder wall water holes and a first-stage cylinder head water-cooling cavity, and the second-stage compression cylinder group has a cylinder perimeter water jacket and a second-stage cylinder head water-cooling cavity; wherein, one end of the cylinder wall water hole is connected to the water passage hole and the other end is connected to the first-stage cylinder head water-cooling cavity, the first-stage cylinder head water-cooling cavity and the second-stage cylinder head water-cooling cavity are connected through an external air cooling pipe, the second-stage cylinder head water-cooling cavity is connected to the cylinder perimeter water jacket, and the cylinder perimeter of the second-stage compression cylinder group is provided with a return water port connected to the cylinder perimeter water jacket; one end of the first water-cooling passage is connected to the water passage hole and the other end is provided with a water inlet.

[0012] In some embodiments, the crankcase and the drive case are connected by a double-sided flange; wherein, the drive case is open at one end facing the crankcase and is provided with a first recessed stop, the crankcase is open at one end facing the drive case and is provided with a second recessed stop, one side of the double-sided flange is provided with a first convex stop that is sealed and fitted with the first recessed stop, and the other side is provided with a second convex stop that is sealed and fitted with the second recessed stop. The double-sided flange has a shaft hole in the center that mates with the crankshaft assembly. The coaxiality of the shaft hole, the first convex stop, and the second convex stop is within the design tolerance range. The double-sided flange has a through hole on the side of the shaft hole that connects the first water cooling channel and the water passage.

[0013] For example, the crankcase is open at one end away from the double-sided flange and is sealed with a first end cover based on a third concave stop. The coaxiality of the third concave stop and the first concave stop is within the design tolerance range. A bearing seat is provided at the center of the first end cover. A third convex stop is formed around the bearing seat and is sealed and fitted into the third concave stop. The coaxiality of the third convex stop and the bearing seat is within the design tolerance range. The drive housing is open at one end away from the double-sided flange and is detachably connected to a second end cover. One end of the crankshaft assembly is rotatably engaged with the bearing seat, and the other end passes through the shaft hole and is provided with a tapered connecting section. The center of the power rotor is provided with a tapered hole, and a fastener is installed at the bottom of the tapered hole. The tapered connecting section passes into the tapered hole and has a tension gap between it and the bottom of the tapered hole. The fastener is connected to the end of the tapered connecting section that passes into the tapered hole.

[0014] For example, the crankshaft assembly includes an integrally formed crankshaft body and a split crankshaft connecting rod; the crankshaft body and the two end walls of the crankshaft cavity are rotately fitted; the crankshaft connecting rod includes a connecting rod body and a latch seat, one end of the connecting rod body is rotatably connected to the piston of the compression cylinder assembly, and the other end is provided with a connecting seat, which is engaged with the latch seat to form a circular hole that rotates with the crankshaft body; wherein, the latch seat is provided with a downwardly extending oil lever.

[0015] In some embodiments, the inner wall of the crankcase is provided with a number of raised ribs at intervals, which extend from bottom to top; the peripheral wall of the oil pan is provided with a number of grooves at intervals that are recessed toward the inside of the crankshaft cavity.

[0016] The beneficial effects of the oil-water cooled piston air compressor for new energy vehicles provided by this invention are as follows: Compared with the prior art, the bottom of the crankcase is connected to a downwardly recessed oil pan, which can achieve a downward expansion of the crankshaft cavity by utilizing the gap between the crankcase and the mounting surface without increasing the overall length and width of the machine. This allows for an increase in oil volume without changing the lubricating oil level. This not only avoids the problem of increased oil content in exhaust gas caused by rising lubricating oil level, but also improves the lubrication and oil cooling effect on moving parts in the crankshaft cavity, such as the crankshaft, connecting rod, cylinder inner wall, and piston outer periphery. At the same time, the downwardly recessed oil pan increases the area for lubricating oil to dissipate heat to the outside air cooling system, further improving the oil cooling effect.

[0017] By setting water passage holes in the crankcase wall, a first water cooling channel in the drive box wall, and a second water cooling channel in the compressor assembly, a whole-machine water cooling system is constructed that allows coolant to flow sequentially through the first water cooling channel, water passage holes, and second water cooling channel. Compared with the existing air cooling system of oil-cooled air compressors, this system eliminates the need for cooling fans and air guides, thus reducing the overall machine size and improving the overall compactness.

[0018] By utilizing the height space required to install the compression cylinder assembly on the crankcase, a breather chamber and oil filter assembly can be installed on the top of the crankcase without increasing the overall height of the machine. The breather chamber is connected to the top of the crankcase through a breather hole, which indirectly increases the gas capacity of the crankcase. This helps to reduce the change ratio of the gas capacity of the crankcase caused by the reciprocating motion of the piston, thereby reducing pressure fluctuations in the crankcase and thus reducing the gas pressure pulsation noise in the crankcase.

[0019] During the crankshaft chamber's exhalation process, air enters the breather chamber through the breather hole. The oil mist is filtered by the oil filter assembly, forming oil droplets that fall to the bottom of the breather chamber. During the crankshaft chamber's intake process, the oil droplets flow back through the breather hole due to gravity and airflow, thus preventing oil droplets from accumulating in the breather chamber and affecting the filtration efficiency of the oil filter assembly. After filtering out most of the exhaled oil mist, the remaining trace oil mist flows with the air into the intake end of the compressor assembly. This prevents oil-laden air from being discharged, causing lubricating oil loss and environmental pollution. Furthermore, the trace oil mist entering the compressor assembly lubricates the cylinder wall area above the piston, improving the overall lubrication effect of the compressor assembly.

[0020] The oil pan is fixed to the bottom of the crankcase in a detachable manner, which allows the crankshaft assembly to be exposed after the oil pan is removed. This facilitates the assembly and subsequent maintenance of the crankshaft assembly and the compression cylinder assembly, and can solve the problem of inconvenient assembly and maintenance under the high-compact overall structure to a certain extent. Attached Figure Description

[0021] Figure 1 A three-dimensional structural diagram of an oil-cooled reciprocating air compressor for a new energy vehicle provided in an embodiment of the present invention; Figure 2 A cross-sectional view of an oil-cooled piston air compressor for a new energy vehicle, provided as an embodiment of the present invention, along its axial direction. Figure 3 for Figure 2 A magnified schematic diagram of the local structure at point A; Figure 4 For along Figure 2 Schematic diagram of the cross-sectional structure of the middle BB line; Figure 5 This is a three-dimensional structural diagram of the crankcase used in an embodiment of the present invention; Figure 6 This is a three-dimensional structural diagram of the drive box used in an embodiment of the present invention; Figure 7 This is a three-dimensional structural diagram of the double-sided flange used in an embodiment of the present invention. Figure 1 ; Figure 8 This is a three-dimensional structural diagram of the double-sided flange used in an embodiment of the present invention. Figure 2 ; Figure 9 This is a three-dimensional structural diagram of the primary compression cylinder group (excluding the piston) used in an embodiment of the present invention; Figure 10 For along Figure 9 Schematic diagram of the cross-sectional structure of the middle CC line; Figure 11 This is a three-dimensional structural diagram of the two-stage compression cylinder assembly (excluding the piston) used in an embodiment of the present invention; Figure 12 For along Figure 11 Schematic diagram of the cross-sectional structure of the middle DD line; Figure 13 For along Figure 11 Schematic diagram of the cross-sectional structure of the middle EE line; Figure 14 This is a three-dimensional structural diagram of the crankshaft assembly used in an embodiment of the present invention.

[0022] In the diagram: 10. Crankcase; 100. Crankshaft cavity; 11. Oil pan; 111. Groove; 12. Breathing chamber; 1201. First cavity; 1202. Second cavity; 1203. Breathing clearance; 121. Oil baffle; 13. Breathing hole; 131. First channel; 132. Second channel; 14. Water passage; 15. Oil impact chamber; 16. Second recessed stop; 17. First end cover; 171. Shaft seat; 172. Third convex stop; 18. Rib; 19. Oil sight glass; 20. Drive box; 200. First water cooling passage; 201. Water inlet; 202. First recessed stop; 21. Power rotor; 22. Fastener; 23. Second end cover; 30. Crankshaft assembly; 30 0. Conical connecting section; 301. Tensioning gap; 31. Crankshaft body; 32. Crankshaft connecting rod; 321. Connecting rod body; 3211. Connecting seat; 322. Buckle seat; 3221. Oil lever; 33. First bearing; 34. Second bearing; 40. Compression cylinder assembly; 41. First stage compression cylinder group; 411. Cylinder wall water hole; 412. First stage cylinder head water cooling cavity; 42. Second stage compression cylinder group; 421. Cylinder peripheral water jacket; 422. Second stage cylinder head water cooling cavity; 423. Water return port; 43. External air cooling pipe; 50. Oil filter assembly; 51. Filter screen; 52. Exhaust connector; 60. Double-sided flange; 61. First raised stop; 62. Second raised stop; 63. Shaft hole; 64. Through hole. Detailed Implementation

[0023] To make the technical problems to be solved, the technical solutions, and the beneficial effects of the present invention clearer, the present invention will be further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the present invention and are not intended to limit the present invention.

[0024] It should be noted that when an element is referred to as being "set on" or "connected to" another element, it can be directly on or indirectly on the other element. It should be understood that the terms "upper," "lower," "top," "bottom," "inner," and "outer," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this application.

[0025] The terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Therefore, a feature marked "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this application, "multiple" or "several" means two or more, unless otherwise explicitly specified.

[0026] It should be noted that in existing technologies, the crankcases of oil-operated piston air compressors are mostly integrally cast and then machined. Structurally, they are generally cylindrical or cylindrical with a round upper section and a square lower section. Considering installation space, the crankshaft usually adopts a multi-section, split structure. In the split state, the connecting rods are assembled first, and then the crankshaft is connected and fixed. The assembly process relies on the ports at both ends of the crankcase and the inspection ports on the bottom or side walls of the crankcase, which is inconvenient for operation and maintenance. If the air guide shroud and cooling fan of the air-cooling system are added, the assembly of the moving parts inside the crankcase and the difficulty of subsequent maintenance will be further increased. In addition, this structural form not only has the problem of accumulated errors in the crankshaft connection, affecting the final crankshaft assembly coaxiality, but also, considering that the connection between adjacent crankshaft sections occupies axial space to a certain extent, it is not conducive to the compression of the overall axial dimension of the machine.

[0027] During the operation of a piston air compressor, the eccentric motion of the crankshaft causes the connecting rod to oscillate, which in turn drives the piston to make linear reciprocating motion in the cylinder. The vibration problem caused by this process is unavoidable. Therefore, piston air compressors need to be equipped with vibration damping supports (usually four arrayed rubber vibration damping supports). Due to the supporting effect of the vibration damping supports, the bottom of the crankcase is higher than the mounting surface, so there will be a certain space between the crankcase and the mounting surface.

[0028] It should be understood that for oil-lubricated reciprocating air compressors, the main function of lubricating oil is to lubricate and cool the moving parts inside the crankshaft cavity, such as the rotating connection parts of the crankshaft (bearings), the connection parts between the crankshaft and connecting rod (bearings or bushings), the connection parts between the connecting rod and piston (bearings or bushings), and the sliding mating surfaces of the piston and cylinder (cylinder inner wall, piston rings).

[0029] The internal space of the crankcase, i.e., the volume of the crankshaft cavity, determines the amount of lubricating oil added. The oil level determines the contact area between the oil level and the grease trap (which, following the movement of the crankshaft or connecting rod, causes the lubricating oil to splash upwards). If the oil level is too high, or if the oil level is too close to the crankshaft and connecting rod, it will result in excessive splashing of lubricating oil, leading to excessive lubricating oil adhering to the cylinder walls. This, in turn, causes lubricating oil to enter the compression chamber, increasing the oil content in the exhaust. Conversely, if the oil level is too low, effective splashing of oil droplets cannot be formed, thus affecting lubrication.

[0030] Therefore, the lubricating oil level, or the distance between the lubricating oil surface and the crankshaft, needs to be maintained within the design requirements. However, if the length and / or width of the crankcase are reduced to compress the overall machine size while keeping the lubricating oil level constant, the amount of lubricating oil added to the crankshaft cavity will decrease, leading to high lubricating oil temperatures and consequently affecting lubrication and oil cooling performance. Therefore, how to increase the amount of lubricating oil added to the crankshaft cavity while maintaining the normal lubricating oil level and compressing the overall machine size is the core problem this application aims to solve.

[0031] Please refer to the following: Figures 1 to 14 The present invention will now describe an oil-water cooled piston air compressor for new energy vehicles. The oil-water cooled piston air compressor for new energy vehicles includes a crankcase 10, a drive housing 20, a crankshaft assembly 30, and a compression cylinder assembly 40. The bottom of the crankcase 10 is detachably connected to a downwardly recessed oil pan 11 to form a sealed crankshaft cavity 100. The top of the crankcase 10 has a breather cavity 12, which communicates with the top of the crankshaft cavity 100 through a breather hole 13. A water passage hole 14 is provided on the wall of the crankcase 10. The drive housing 20 is connected to one end of the crankcase 10, and the wall of the drive housing 20... The crankshaft assembly 30 has a first water cooling channel 200; one end of the crankshaft assembly 30 passes through the crankcase 10 and rotates with the crankcase 10, and the other end passes through the drive housing 20 and is fixedly connected to the power rotor 21 inside the drive housing 20; the compression cylinder assembly 40 is located in the crankcase 10 and is connected to the crankshaft assembly 30 in a transmission manner; the compression cylinder assembly 40 has a second water cooling channel, and the second water cooling channel is connected to the first water cooling channel 200 through a water passage 14; the oil filter assembly 50 is located at the opening of the breather chamber 12 and is connected to the air intake end of the compression cylinder assembly 40.

[0032] This embodiment provides an oil-water cooled piston air compressor for new energy vehicles. Compared with the prior art, the bottom of the crankcase 10 is connected to a downwardly recessed oil pan 11. This allows for a downward expansion of the crankshaft cavity 100 by utilizing the gap between the crankcase 10 and the mounting surface without increasing the overall length and width of the machine. This increases the oil volume without changing the lubricating oil level. This not only avoids the problem of increased oil content in exhaust gas caused by rising lubricating oil level, but also improves the lubrication and oil cooling effect on moving parts such as the crankshaft, connecting rod, cylinder inner wall, and piston outer periphery within the crankshaft cavity 100. At the same time, the downwardly recessed oil pan 11 increases the area for lubricating oil to dissipate heat to the outside air cooling system, further improving the oil cooling effect.

[0033] By setting a water passage hole 14 in the crankcase 10, a first water cooling channel 200 in the drive box 20, and a second water cooling channel in the compressor cylinder assembly 40, a whole-machine water cooling system is constructed that allows coolant to flow sequentially through the first water cooling channel 200, the water passage hole 14, and the second water cooling channel. Compared with the existing air cooling system of oil-cooled air compressors, this system can eliminate the space occupied by the cooling fan and air guide shroud in terms of overall length and width, thereby reducing the overall size of the machine and improving its compactness.

[0034] By utilizing the height space required to install the compression cylinder assembly 40 on the crankcase 10, a breather chamber 12 and an oil filter assembly 50 can be installed on the top of the crankcase 10 without increasing the overall height. The breather chamber 12 is connected to the top of the crankcase 100 through a breather hole 13, which indirectly increases the gas capacity of the crankcase 100. This helps to reduce the change ratio of the gas capacity of the crankcase 100 caused by the reciprocating motion of the piston, thereby reducing the pressure fluctuation in the crankcase 100 and thus reducing the gas pressure pulsation noise in the crankcase 100.

[0035] During the exhalation process of crankshaft cavity 100, when air enters breath cavity 12 through breather hole 13, the oil mist is filtered by oil filter assembly 50, forming oil droplets that drip down to the bottom of breath cavity 12. During the intake process of crankshaft cavity 100, the oil droplets flow back to crankshaft cavity 100 through breather hole 13 due to gravity and airflow, thus preventing oil droplets from accumulating in breath cavity 12 and affecting the filtration effect of oil filter assembly 50. After filtering out most of the exhaled oil mist, the oil filter assembly 50 allows a small amount of oil mist to flow into the intake end of compressor cylinder assembly 40 with the air. This prevents oil-containing air from being discharged, causing lubricating oil loss and environmental pollution. On the other hand, the small amount of oil mist entering the compressor cylinder assembly 40 lubricates the inner wall area of ​​the cylinder above the piston, thereby improving the lubrication effect of compressor cylinder assembly 40.

[0036] The oil pan 11 is fixed to the bottom of the crankcase 10 in a detachable manner, which can expose the crankshaft assembly 30 after the oil pan 11 is removed, thereby facilitating the assembly and subsequent maintenance of the crankshaft assembly 30 and the compression cylinder assembly 40. This can solve the problem of inconvenient assembly and maintenance under the high-compact overall structure to a certain extent.

[0037] It should be noted that, as Figure 2 As shown, in this embodiment, the bottom surface of the crankcase 10 is completely open, and the oil pan 11 is fastened to the bottom of the crankcase 10 to close its open area, thereby forming a sealed crankshaft cavity 100. Specifically, a sealing gasket is sandwiched between the oil pan 11 and the boundary of the bottom open area of ​​the crankcase 10, and it is fixed by a plurality of threaded fasteners 22 distributed circumferentially.

[0038] In this embodiment, the bottom wall or side wall of the oil pan 11 is provided with a drain plug. When it is necessary to repair the moving parts inside the crankshaft cavity 100, the drain plug can be removed to drain the lubricating oil before the oil pan 11 is disassembled. The top wall of the crankcase 10 is provided with a filler plug. By unscrewing the filler plug, lubricating oil can be added to the crankshaft cavity 100. The side wall of the crankcase 10 is provided with an oil sight glass 19. The oil level in the crankshaft cavity 100 can be observed through the oil sight glass 19, which facilitates accurate control of the amount of lubricating oil added during filling and timely replenishment when the lubricating oil level decreases.

[0039] It should be noted that, considering that the drive source of reciprocating air compressors is mostly an electric motor, the drive housing 20 in this embodiment can be understood as the motor housing, such as... Figure 2 As shown, a drive motor is formed by assembling a stator and a power rotor 21 inside the drive housing 20. Specifically, the stator is fixed inside the drive housing 20, and the power rotor 21 is mounted and fixed to the end of the crankshaft assembly 30 that extends into the drive housing 20. Torque is output to the crankshaft assembly 30 through the electromagnetic effect between the stator and the power rotor 21.

[0040] For example, please refer to Figure 3 The aforementioned oil filter assembly 50 includes a housing and multiple layers of filter screens 51 spaced apart within the housing. The top wall of the housing is provided with an exhaust connector 52, which is connected via a pipeline to the intake end of the compressor assembly 40 (specifically, to the intake chamber). Oil-containing air exhaled from the crankshaft chamber 100 enters the breathing chamber 12 and moves upwards. Most of the oil mist collides with the filter screens 51 and is intercepted, eventually dripping into the breathing chamber 12. The remaining trace amounts of oil mist are discharged with the air through the exhaust connector 52. This controls the oil content of the gas entering the compressor assembly 40, preventing the final exhaust oil content from exceeding the standard after the air exhaled from the crankshaft chamber 100 enters the compressor assembly 40.

[0041] In some embodiments, see Figure 3 and Figure 5The crankcase 10 has an oil impact chamber 15 formed in the inner wall of the case, which is located on the lower side of the breather chamber 12. The breather hole 13 includes a first channel 131 and a second channel 132. The first channel 131 extends downward from the bottom of the breather chamber 12 to the wall of the oil impact chamber 15, and the second channel 132 extends downward from the bottom of the oil impact chamber 15 to the top of the crankcase 100.

[0042] Oil droplets splashing inside the crankshaft cavity 100 impact the cavity wall, forming oil mist. Therefore, exhaled air carries a large amount of oil mist. If this oil mist directly enters the breather cavity 12, it will place a heavy burden on the oil filter assembly 50, easily leading to excessively high oil content in the exhaled air entering the compressor assembly 40, ultimately resulting in excessive oil content in the final exhaust. Therefore, an oil-impact chamber 15 is provided before the exhaled air enters the breather cavity 12. The oil-containing air exhaled from the crankshaft cavity 100 impacts the cavity wall of the oil-impact chamber 15 through the second channel 132, causing some of the oil mist in the exhaled air to adhere to the cavity wall of the oil-impact chamber 15 and form oil droplets that slide off. This reduces the oil content of the air entering the breather cavity 12 through the first channel 131, thereby reducing the burden on the oil filter assembly 50.

[0043] The top-to-bottom arrangement of the first channel 131 and the second channel 132 determines that the breather chamber 12 is higher than the oil impact chamber 15 and both are above the crankshaft cavity 100. Therefore, oil droplets that fall into the breather chamber 12 after being intercepted by the oil filter assembly 50 can flow through the first channel 131 to the oil impact chamber 15 based on gravity and the airflow during the intake process. After merging with the oil droplets intercepted by the oil impact chamber 15, they flow back to the crankshaft cavity 100 through the second channel 132 and finally flow into the oil sump along the cavity wall of the crankshaft cavity 100. This not only avoids the risk of excessive oil content in the exhaust gas due to the accumulation of oil droplets in the breather chamber 12 and the oil impact chamber 15, but also keeps the liquid level in the crankshaft cavity 100 stable, thereby ensuring the splash lubrication and oil cooling effect of the lubricating oil.

[0044] For a specific structural form of the aforementioned respiratory chamber 12, please refer to Figure 2 and Figure 3 The breathing chamber 12 has an arc-shaped bottom that gradually decreases from one end to the other, and the breathing hole 13 is located at the lower end of the arc-shaped bottom.

[0045] The arc-groove-shaped cavity bottom allows the oil droplets intercepted by the oil filter assembly 50 to slide smoothly and flow to the breather hole 13 located at its lower end, thereby increasing the oil droplet backflow speed in the breather cavity 12 and preventing oil accumulation in the breather cavity 12. This reduces the burden on the oil filter assembly 50 and the risk of excessive oil content in the exhaust gas. At the same time, it also helps to maintain a stable liquid level in the crankshaft cavity 100, thereby improving the stability of the amount of lubricating oil splashed under the action of moving parts, which is beneficial to improving the lubrication and oil cooling effect.

[0046] For some possible implementations, please refer to [link / reference]. Figure 3The breathing chamber 12 is provided with an oil baffle 121. The oil baffle 121 blocks the breathing hole 13 at intervals and divides the breathing chamber 12 into a first chamber 1201 and a second chamber 1202. There is a breathing gap 1203 between the oil baffle 121 and the cavity wall of the breathing chamber 12, which connects the first chamber 1201 and the second chamber 1202.

[0047] It is important to understand that for oil-lubricated air compressors, in order to limit the oil mist discharged during the exhalation of the crankshaft cavity 100, a baffle is usually installed in front of the breather valve mounting hole of the crankshaft cavity 100. This allows most of the oil mist to collide with the baffle, thereby reducing the oil mist carried by the exhalation. However, since a gap needs to be left between the baffle and the cavity wall of the crankshaft cavity 100 for air circulation (otherwise the baffle would completely block the breather valve mounting hole and lose its breathing function), some oil mist directly enters this gap and is discharged with the exhalation.

[0048] In this embodiment, the exhaled air from the crankshaft cavity 100 directly enters the first cavity 1201 through the breather hole 13. This not only improves the smoothness of the crankshaft cavity 100's breathing but also ensures that all the exhaled air collides with the oil baffle 121 directly opposite the breather hole 13, causing the oil mist to adhere to the oil baffle 121 and converge into oil droplets that slide off. Simultaneously, the airflow after the collision enters the second cavity 1202 through the breathing gap 1203 at the edge of the oil baffle 121, and then enters the oil filter assembly 50 from the second cavity 1202 for further filtration of the oil mist. The oil mist filtered by the oil filter assembly 50 converges. After forming oil droplets, the oil slides down to the bottom of the second cavity 1202 and flows along the bottom of the second cavity 1202 through the breathing gap 1203 into the bottom of the first cavity 1201. Finally, it flows back into the crankshaft cavity 100 through the breathing hole 13. Compared with the method of setting baffles in the crankshaft cavity 100 in the prior art, it can significantly reduce the oil content of the air entering the oil filter assembly 50, thereby reducing the burden on the oil filter assembly 50, which is conducive to improving the effective life of the oil filter assembly 50 and reducing the oil content of the intake air of the compression cylinder assembly 40, thereby reducing the oil content of the final high-pressure air.

[0049] In some embodiments, please refer to Figure 1 , Figure 4 and Figure 5 The aforementioned compression cylinder assembly 40 includes a primary compression cylinder group 41 and a secondary compression cylinder group 42. The primary compression cylinder group 41 and the secondary compression cylinder group 42 are distributed at an angle to each other on the top of the crankcase 10. The breather chamber 12 and the oil filter assembly 50 are located between the primary compression cylinder group 41 and the secondary compression cylinder group 42, and the oil filter assembly 50 is connected to the intake end of the primary compression cylinder group 41.

[0050] For vehicle air compressors, two-stage or even multi-stage compression is usually used to increase the final high-pressure air pressure. Here, a two-stage compression cylinder group 41 and a two-stage compression cylinder group 42 are connected in series to achieve secondary compression work. That is, the outside air and the air exhaled from the crankshaft cavity 100 enter the intake chamber of the first-stage compression cylinder group 41, and after the first-stage compression, they enter the second-stage compression cylinder group 42 for secondary compression. Finally, the high-pressure air that meets the pressure requirements is discharged from the exhaust chamber of the second-stage compression cylinder group 42. This process is existing technology and will not be described in detail here.

[0051] Specifically, in order to improve compression efficiency and gas production, in this embodiment, both the primary compression cylinder group 41 and the secondary compression cylinder group 42 include at least two compression chambers that work synchronously, that is, both the primary compression cylinder group 41 and the secondary compression cylinder group 42 have two cylinders and two corresponding pistons.

[0052] An angled space can be formed between the primary compression cylinder group 41 and the secondary compression cylinder group 42, which are arranged at an angle. The breathing chamber 12 and the oil filter assembly 50 are arranged in this angled space, so as not to occupy the height space of the whole machine, thereby improving the compactness of the whole machine structure.

[0053] For details, please refer to Figure 4 , Figures 9 to 13 The first-stage compression cylinder group 41 has cylinder wall water holes 411 and a first-stage cylinder head water cooling cavity 412, and the second-stage compression cylinder group 42 has a cylinder periphery water jacket 421 and a second-stage cylinder head water cooling cavity 422; wherein, one end of the cylinder wall water hole 411 is connected to the water passage hole 14 and the other end is connected to the first-stage cylinder head water cooling cavity 412, the first-stage cylinder head water cooling cavity 412 and the second-stage cylinder head water cooling cavity 422 are connected through an external air cooling pipe 43, the second-stage cylinder head water cooling cavity 422 is connected to the cylinder periphery water jacket 421, and the cylinder periphery of the second-stage compression cylinder group 42 is provided with a return water port 423 connected to the cylinder periphery water jacket 421; one end of the first water cooling channel 200 is connected to the water passage hole 14 and the other end is provided with a water inlet 201.

[0054] Considering that the pressure of air during primary compression is relatively low, and therefore the heat generated during compression is relatively small, the scheme of full cylinder cooling of the primary compression cylinder group 41 is omitted. Instead, the cylinder block is cooled by water holes 411 on the cylinder wall. At the same time, the intake and exhaust chambers of the cylinder head are cooled. On the one hand, this reduces water resistance, thereby reducing water pressure while ensuring water flow speed, which helps to alleviate water-cooled sealing pressure. On the other hand, the exhaust of the primary compression cylinder group 41 can be cooled by the water-cooled chamber 412 in the primary cylinder head, thereby reducing the intake temperature of the secondary compression cylinder group 42 and preventing the temperature from being too high during the secondary compression process, which would affect the air compression efficiency.

[0055] Because the air pressure in the second-stage compression process is relatively high, the second-stage compression cylinder group 42 generates a lot of heat. Therefore, it is equipped with both a cylinder periphery water jacket 421 and a second-stage cylinder head water cooling chamber 422. The second-stage cylinder head water cooling chamber 422 serves both intake and exhaust cooling, while the cylinder periphery water jacket 421 focuses on cooling the cylinder block. This not only prevents the high temperature of the second-stage compression cylinder group 42 from affecting the compression efficiency, but also prevents the exhaust temperature from being too high and affecting the working stability of the vehicle's air-using equipment.

[0056] The primary cylinder head water cooling chamber 412 and the secondary cylinder head water cooling chamber 422 are connected by an external air cooling pipe 43. This allows for a certain degree of air cooling as the coolant or liquid passes through the external air cooling pipe 43 after primary compression, thereby reducing the temperature entering the secondary cylinder head water cooling chamber 422 and improving the cooling effect on the intake and exhaust of the secondary compression cylinder group 42. Specifically, the external air cooling pipe 43 can be corrugated to increase the air cooling heat dissipation area, thus improving the heat dissipation effect of the external air cooling pipe 43 on the coolant or liquid flowing through it.

[0057] In terms of the overall water cooling path planning, by utilizing the connection between the vehicle's own cooling system and the inlet 201 and outlet 423, a circulation loop is formed where the cooling water (or coolant) flows from the inlet 201 through the first water cooling passage 200, the water passage 14, the cylinder wall water hole 411, the first-stage cylinder head water cooling cavity 412, the external air cooling pipe 43, the second-stage cylinder head water cooling cavity 422, and the cylinder periphery water jacket 421, and then returns to the vehicle's cooling system through the return port, thereby achieving overall water cooling.

[0058] In some embodiments, please refer to Figure 2 , Figures 5 to 8 The crankcase 10 and the drive case 20 are connected by a double-sided flange 60. The drive case 20 is open at one end facing the crankcase 10 and is provided with a first recessed stop 202. The crankcase 10 is open at one end facing the drive case 20 and is provided with a second recessed stop 16. One side of the double-sided flange 60 is provided with a first convex stop 61 that is sealed and fitted with the first recessed stop 202, and the other side is provided with a second convex stop 62 that is sealed and fitted with the second recessed stop 16.

[0059] It should be noted that the center of the double-sided flange 60 is provided with a shaft hole 63 that rotates with the crankshaft assembly 30. The coaxiality of the shaft hole 63, the first convex stop 61, and the second convex stop 62 is within the design tolerance range. The double-sided flange 60 is provided with a through hole 64 in the side area of ​​the shaft hole 63, which connects the first water cooling channel 200 and the water passage hole 14.

[0060] The crankcase 10 and drive housing 20 are directly fixed together by the flange faces on both sides of the double-sided flange 60. Therefore, neither the crankcase 10 nor the drive housing 20 needs to be equipped with separate end caps. This not only saves costs but also reduces the overall length of the machine to a certain extent, improving compactness. During assembly, the first concave stop 202 and the first convex stop 61 are positioned together, and the second concave stop 16 and the second convex stop 62 are positioned together. This ensures the coaxiality of the drive housing 20 and the crankcase 10 while achieving fixation. Moreover, by machining the first convex stop 61 and the second convex stop 62 on both sides of the double-sided flange 60, it is easier to control the coaxiality of the first convex stop 61 and the second convex stop 62, reducing process difficulty and processing costs.

[0061] It should be noted that, in this embodiment, the first convex stop 61 and the second convex stop 62 can respectively achieve a sealing connection with the first concave stop 202 and the second concave stop 16 by fitting sealing rings on their respective peripheral walls.

[0062] Of course, the installation of the crankshaft assembly 30 is achieved through rotational engagement with the shaft hole 63 at the center of the double-sided flange 60. The rotational engagement can be achieved by embedding one or two first bearings 33 in the shaft hole 63, with the crankshaft assembly 30 passing through the inner ring of the first bearing 33. During machining, the first convex stop 61 and the second convex stop 62 can be machined with the center of the shaft hole 63 as the reference, thereby ensuring that the coaxiality of the three components after the double-sided flange 60 is machined meets the requirements of the design tolerance range.

[0063] In addition, considering the connection between the first water cooling channel 200 and the second water cooling channel, a through hole 64 is opened at the position where the double-sided flange 60 is aligned with the water passage hole 14. The through hole 64 is used to connect the first water cooling channel 200 and the water passage hole 14, thereby forming a whole-machine water cooling path through the first water cooling channel 200, the through hole 64, the water passage hole 14, and the second water cooling channel in sequence.

[0064] As one specific structural form of the crankcase 10 described above, please refer to Figure 2 and Figure 5 The crankcase 10 is open at one end away from the double-sided flange 60 and is sealed with a first end cover 17 based on the third concave stop. The coaxiality of the third concave stop and the first concave stop 202 is within the design tolerance range. The center of the first end cover 17 is provided with a bearing seat 171. The outer periphery of the bearing seat 171 is formed with a third convex stop 172 that is sealed and embedded in the third concave stop. The coaxiality of the third convex stop 172 and the bearing seat 171 is within the design tolerance range.

[0065] The end face of the crankcase 10 forms a detachable structure based on the positioning fit and sealing connection of the third concave stop and the first end cover 17, which facilitates the assembly and maintenance of the crankshaft assembly 30. The first concave stop 202 and the third concave stop located at both ends of the crankcase 10 can easily meet the machining coaxiality requirements. On this basis, the center of the first end cover 17 is provided with a bearing seat 171 for connecting the shaft end of the crankshaft assembly 30. Ensuring the machining coaxiality of the bearing seat 171 and the third convex stop 172 can ensure that the crankshaft assembly 30 meets the coaxiality requirements after assembly, and ensure the smooth operation of the crankshaft assembly 30.

[0066] Specifically, a second bearing 34 is installed on the bearing seat 171, and the end of the crankshaft assembly 30 is embedded in the inner ring of the second bearing 34, thereby achieving rotational engagement between the crankshaft assembly 30 and the bearing seat 171.

[0067] For a specific structural form of the aforementioned drive box 20, please refer to Figure 2 and Figure 6 The drive box 20 is open at one end away from the double-sided flange 60 and is detachably connected to a second end cover 23.

[0068] The drive housing 20 is provided with a removable second end cover 23 at the end, which allows for easy installation and disassembly of the crankshaft assembly 30 after the second end cover 23 is removed. There is no connection between the second end cover 23 and the crankshaft assembly 30. Therefore, the second end cover 23 only needs to ensure the sealing of the connection with the drive housing 20, and there is no need to consider the assembly position accuracy.

[0069] For details, please refer to Figure 2 and Figure 14 One end of the crankshaft assembly 30 is rotatably engaged with the bearing seat 171, and the other end passes through the shaft hole 63 and is provided with a tapered connecting section 300. The center of the power rotor 21 is provided with a tapered hole, and a fastener 22 passes through the bottom of the tapered hole. The tapered connecting section 300 passes through the tapered hole and has a tension gap 301 between it and the bottom of the tapered hole. The fastener 22 is connected to one end of the tapered connecting section 300 that passes through the tapered hole.

[0070] When installing the crankshaft assembly 30, firstly, the double-sided flange 60 can be fitted onto the corresponding part of the crankshaft assembly 30, then the double-sided flange 60 can be fixed to the crankcase 10, then the bearing seat 171 can be assembled with the shaft end of the crankshaft assembly 30, and at the same time the first end cover 17 can be fixed to the crankcase 10. Then, the drive box 20 after the stator is installed can be fixed on the double-sided flange 60, then the power rotor 21 can be fitted onto the tapered connecting section 300 based on the tapered hole, and connected to the tapered connecting section 300 by fasteners 22 such as bolts, thereby fixing the power rotor 21 to the tapered connecting section 300. Finally, the second end cover 23 can be installed.

[0071] Because there is a tension gap 301 between the tapered connecting section 300 and the bottom of the tapered hole, the fastener 22 can exert sufficient tension force on the tapered connecting section 300, thereby ensuring the installation stability of the power rotor 21. The fit between the tapered connecting section 300 and the tapered hole ensures the reliability of the connection of the power rotor 21 on the crankshaft assembly 30, and also enables the centering of the power rotor 21 by utilizing the taper of the tapered connecting section 300 and the tapered hole, thus improving the running stability of the power rotor 21.

[0072] It should be noted that, as Figure 14 As shown, the crankshaft assembly 30 includes an integrally formed crankshaft body 31 and a split crankshaft connecting rod 32; the crankshaft body 31 and the two end walls of the crankshaft cavity 100 are in rotational fit.

[0073] Based on the operating space provided by the removable first end cover 17 and second end cover 23 at the opposite ends of the crankcase 10 and drive case 20, an integrally formed crankshaft body 31 and a split crankshaft connecting rod 32 are used. This avoids the assembly tolerances of the crankshaft assembly 30 itself compared to a segmented crankshaft structure, and also helps to reduce axial connecting parts and compress the overall axial dimension of the machine. For the common configuration of multi-cylinder structure in the compression cylinder assembly 40, the crankshaft body 31 needs to have multiple eccentric bends. Therefore, in order to meet the assembly requirements of the crankshaft connecting rod 32 onto the crankshaft body 31, a split crankshaft connecting rod 32 is used.

[0074] Optionally, such as Figure 14 As shown, the crankshaft connecting rod 32 includes a connecting rod body 321 and a buckle 322. One end of the connecting rod body 321 is rotatably connected to the piston of the compression cylinder assembly 40, and the other end is provided with a connecting seat 3211. The connecting seat 3211 and the buckle 322 are fastened together to form a circular hole that rotatably engages with the crankshaft body 31. The buckle 322 is provided with a downwardly extending oil lever 3221.

[0075] It is important to emphasize that the oil pan 11 also serves to provide space for the installation and operation of the crankshaft connecting rod 32. Specifically, after removing the oil pan 11, an open space is formed at the bottom of the crankcase 10. At this point, the piston can be first installed at one end of the crankshaft body 31, and then the piston can be installed into the cylinder of the compression cylinder assembly 40 through the open space at the bottom of the crankcase 10. Then, the connecting seat 3211 at the other end of the crankshaft connecting rod 32 is fastened to the corresponding part of the crankshaft body 31, and then the fastener 322 is fastened to the connecting seat 3211. The circular hole formed after the fastener 322 and the connecting seat 3211 are fastened together achieves rotational engagement with the crankshaft body 31. Of course, in order to improve the smoothness of rotation and avoid direct wear between the connecting seat 3211 and the fastener 322, semi-circular bearings can be embedded on the connecting seat 3211 and the fastener 322 respectively, and the bearings form a rotational engagement with the corresponding parts of the crankshaft body 31.

[0076] The oil lever 3221 provided on the buckle 322 can extend below the surface of the lubricating oil in the crankshaft cavity 100. When the crankshaft body 31 drives the crankshaft connecting rod 32 to move, the oil lever 3221 forms a periodic swinging motion, thereby stirring up the lubricating oil to form oil droplets and oil mist that splash and collide with the cavity wall of the crankshaft cavity 100, thereby ensuring the lubrication and oil cooling effect of the lubricating oil on the moving parts.

[0077] In some embodiments, such as Figure 5 As shown, the inner wall of the crankcase 10 is provided with a number of raised ribs 18 at intervals, and the raised ribs 18 extend from bottom to top; the peripheral wall of the oil pan 11 is provided with a number of grooves 111 that are recessed toward the inside of the crankshaft cavity 100 at intervals.

[0078] The splashed oil droplets collide with the raised ribs 18 provided on the inner wall of the crankcase 10 to form a uniformly dispersed oil mist, thereby improving the lubrication uniformity of the lubricating oil to the moving parts in the crankcase 100 and avoiding overheating caused by insufficient local lubrication.

[0079] The oil pan 11 also serves to dissipate heat to the outside. By setting grooves 111 on the peripheral wall of the oil pan 11, a corrugated shell wall structure can be formed on the peripheral wall of the oil pan 11, thereby increasing the heat dissipation area of ​​the oil pan 11 and helping to improve the efficiency of lubricating oil dissipating heat to the outside through the shell wall of the oil pan 11.

[0080] 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 within the protection scope of the present invention.

Claims

1. A new energy vehicle equipped with an oil-water cooled piston air compressor, characterized in that, include: The crankcase has a detachable bottom connection to a recessed oil pan to form a sealed crankshaft cavity. The top of the crankcase has a breather cavity, which is connected to the top of the crankshaft cavity through a breather hole. The crankcase wall is provided with a water passage hole. A drive housing is connected to one end of the crankcase, and the drive housing has a first water-cooling channel inside its housing wall; The crankshaft assembly has one end inserted into the crankcase and rotatably engaged with the crankcase, and the other end inserted into the drive housing and fixedly connected to the power rotor inside the drive housing; A compression cylinder assembly is mounted on the crankcase and is drivenly connected to the crankshaft assembly. The compression cylinder assembly has a second water cooling passage, which is connected to the first water cooling passage through the water passage. An oil filter assembly is located at the opening of the breathing chamber and connected to the air inlet of the compression cylinder assembly.

2. The oil-cooled reciprocating air compressor for new energy vehicles as described in claim 1, characterized in that, The crankcase has an oil impact chamber formed in its wall, which is located below the breather chamber. The breather hole includes a first channel and a second channel. The first channel extends downward from the bottom of the breather chamber to the wall of the oil impact chamber, and the second channel extends downward from the bottom of the oil impact chamber to the top of the crankcase.

3. The oil-water cooled piston air compressor for new energy vehicles as described in claim 1, characterized in that, The breathing chamber has an arc-shaped bottom that gradually decreases from one end to the other, and the breathing hole is located at the lower end of the arc-shaped bottom.

4. A new energy vehicle equipped with an oil-water cooled piston air compressor as described in claim 1, characterized in that, The breathing chamber is provided with an oil baffle plate, which blocks the breathing hole at intervals and divides the breathing chamber into a first chamber and a second chamber. There is a breathing gap between the oil baffle plate and the wall of the breathing chamber, which connects the first chamber and the second chamber.

5. A new energy vehicle equipped with an oil-water cooled piston air compressor as described in claim 1, characterized in that, The compression cylinder assembly includes a primary compression cylinder group and a secondary compression cylinder group, which are distributed at an angle to each other on the top of the crankcase. The breather chamber and the oil filter assembly are located between the primary compression cylinder group and the secondary compression cylinder group, and the oil filter assembly is connected to the intake end of the primary compression cylinder group.

6. A new energy vehicle equipped with an oil-water cooled piston air compressor as described in claim 5, characterized in that, The first-stage compression cylinder group has cylinder wall water holes and a first-stage cylinder head water-cooling cavity, and the second-stage compression cylinder group has a cylinder perimeter water jacket and a second-stage cylinder head water-cooling cavity; wherein, one end of the cylinder wall water hole is connected to the water passage hole and the other end is connected to the first-stage cylinder head water-cooling cavity, the first-stage cylinder head water-cooling cavity and the second-stage cylinder head water-cooling cavity are connected through an external air cooling pipe, the second-stage cylinder head water-cooling cavity is connected to the cylinder perimeter water jacket, and the cylinder perimeter of the second-stage compression cylinder group is provided with a return water port connected to the cylinder perimeter water jacket; one end of the first water cooling channel is connected to the water passage hole and the other end is provided with a water inlet.

7. A new energy vehicle equipped with an oil-water cooled piston air compressor as described in claim 1, characterized in that, The crankcase and the drive case are connected by a double-sided flange; wherein, the drive case is open at one end facing the crankcase and is provided with a first recessed stop, the crankcase is open at one end facing the drive case and is provided with a second recessed stop, one side of the double-sided flange is provided with a first convex stop that seals and engages with the first recessed stop, and the other side is provided with a second convex stop that seals and engages with the second recessed stop. The double-sided flange has a shaft hole at its center that rotatably engages with the crankshaft assembly. The coaxiality of the shaft hole, the first convex stop, and the second convex stop is within the design tolerance range. The double-sided flange has a through hole on the side of the shaft hole that connects the first water cooling channel and the water passage.

8. A new energy vehicle equipped with an oil-water cooled piston air compressor as described in claim 7, characterized in that, The crankcase is open at one end away from the double-sided flange and is sealed with a first end cover based on a third concave stop. The coaxiality of the third concave stop and the first concave stop is within the design tolerance range. A shaft seat is provided at the center of the first end cover. A third convex stop is formed around the shaft seat and is sealed and fitted into the third concave stop. The coaxiality of the third convex stop and the shaft seat is within the design tolerance range. The drive housing is open at one end away from the double-sided flange and is detachably connected to a second end cover. One end of the crankshaft assembly is rotatably engaged with the bearing seat, and the other end passes through the shaft hole and is provided with a tapered connecting section. The center of the power rotor is provided with a tapered hole, and a fastener passes through the bottom of the tapered hole. The tapered connecting section passes through the tapered hole and has a tension gap between it and the bottom of the tapered hole. The fastener is connected to the end of the tapered connecting section that passes through the tapered hole.

9. A new energy vehicle equipped with an oil-water cooled piston air compressor as described in claim 1, characterized in that, The crankshaft assembly includes an integrally formed crankshaft body and a split crankshaft connecting rod; the crankshaft body and the two end walls of the crankshaft cavity are rotately fitted; the crankshaft connecting rod includes a connecting rod body and a latch seat, one end of the connecting rod body is rotatably connected to the piston of the compression cylinder assembly, and the other end is provided with a connecting seat, the connecting seat and the latch seat are snapped together to form a circular hole that rotates with the crankshaft body; wherein, the latch seat is provided with a downwardly extending oil lever.

10. A new energy vehicle equipped with an oil-water cooled piston air compressor as described in any one of claims 1-9, characterized in that, The inner wall of the crankcase is provided with several raised ribs that extend from bottom to top; the peripheral wall of the oil pan is provided with several grooves that are recessed toward the inside of the crankcase.

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