Driving connection structure and piston type air compressor

Abstract

The utility model provides a driving connection structure and a piston type air compressor. The driving connection structure comprises a fixing sleeve, a motor output shaft, a crankshaft assembly, a coupler and an inertia flywheel. Wherein one end of the fixing sleeve is fixedly connected with the driving motor and annularly sleeves the periphery of an output shaft of the motor, and the other end of the fixing sleeve is fixedly connected with the crankcase; one end of the crankshaft assembly extends into the fixing sleeve and is connected with a motor output shaft through a coupler; and the inertia flywheel is sleeved on the periphery of the coupling. According to the driving connection structure and the piston type air compressor provided by the utility model, kinetic energy impact of the crankshaft assembly on the output shaft of the motor can be absorbed by utilizing the storage of the inertia inertia by the inertia flywheel, and meanwhile, the torque can be compensated for the crankshaft assembly by utilizing the release of the inertia inertia by the inertia flywheel; therefore, the operation stability of the crankshaft assembly is improved, vibration and airflow surge of the whole machine are reduced, the stability of the air compression process is improved, and the service life of the whole machine is prolonged.

Description

Technical Field

[0001] The utility model belongs to the technical field of air compressors, and in particular relates to a driving connection structure and a piston air compressor. Background Art

[0002] An air compressor is a device used to compress gas. The structure of an air compressor is similar to that of a water pump. Most air compressors are reciprocating piston type, rotary vane type or rotary screw type structures. Among them, a reciprocating piston air compressor uses a motor or other power source to drive the crankshaft assembly to rotate, thereby achieving reciprocating motion of the piston in the compression cylinder to perform work. Its advantage lies in its high pressure output range and gas compression efficiency. Therefore, most vehicle air compression systems use reciprocating piston air compressors to provide the necessary high-pressure air source to the braking system, suspension system and other auxiliary air devices.

[0003] However, reciprocating piston air compressors also have obvious disadvantages. Since the process of the crankshaft assembly rotating to drive the piston to reciprocate is nonlinear, the flow output stability of the compressed gas is poor, and the direction of the radial force on the crankshaft assembly is constantly changing, which will cause vibration problems of the whole machine, and then lead to high maintenance frequency, especially for the driving source such as the motor, the impact will seriously affect its life. Utility Model Content

[0004] The embodiment of the utility model provides a driving connection structure, aiming to solve the problems of vibration and poor stability in the operation of a reciprocating piston air compressor.

[0005] To achieve the above-mentioned purpose, the technical solution adopted by the utility model is: in the first aspect, a drive connection structure is provided, including a fixed sleeve, a motor output shaft, a crankshaft assembly, a coupling, and an inertia flywheel; wherein, one end of the fixed sleeve is fixedly connected to the drive motor and is sleeved on the periphery of the motor output shaft, and the other end of the fixed sleeve is fixedly connected to the crankcase; one end of the crankshaft assembly extends into the fixed sleeve and is connected to the motor output shaft through a coupling; the inertia flywheel sleeve is arranged on the periphery of the coupling.

[0006] In combination with the first aspect, in a possible implementation, the coupling includes a first connecting seat, a second connecting seat, and an elastic element; the first connecting seat is fixedly mounted on the output shaft of the motor; the second connecting seat is fixedly mounted on the end of the crankshaft assembly extending into the fixed sleeve; one end of the elastic element is connected to the first connecting seat, and the other end is connected to the second connecting seat, for transmitting torque between the first connecting seat and the second connecting seat; the inertia flywheel is fixedly connected to the second connecting seat, and has a radial clearance with the first connecting seat and the elastic element.

[0007] In some embodiments, the diameter of the first connecting seat is smaller than that of the second connecting seat, the inertia flywheel has a center hole extending through the center hole along its axial direction, and the hole wall of the center hole has an annular platform; wherein the second connecting seat extends into the center hole and is fixedly connected to the annular platform, a radial gap is provided between the annular platform and the elastic element, and a radial gap is provided between an end of the center hole away from the second connecting seat and the first connecting seat.

[0008] Exemplarily, the ring platform has a plurality of connecting members distributed at intervals along its circumference, and the connecting members pass through the ring platform along the axial direction of the inertia flywheel and are screwed and fixed to the second connecting seat.

[0009] For example, the center of the first connecting seat has a first fitting hole that is sleeved with the motor output shaft, and the peripheral wall of the first connecting seat is provided with a first slot that penetrates the first fitting hole along the radial direction of the first connecting seat; the peripheral wall of the first connecting seat is penetrated by a first fastener, which passes vertically through the first slot and applies a tightening force to the first slot.

[0010] For example, the center of the second connecting seat has a second fitting hole that is sleeved with the crankshaft assembly, and the peripheral wall of the second connecting seat is provided with a second slot that penetrates the second fitting hole along the radial direction of the second connecting seat; the peripheral wall of the second connecting seat is penetrated by a second fastener, which passes vertically through the second slot and applies a tightening force to the second slot.

[0011] In a possible implementation, the drive connection structure also includes a positioning plate, which is fixedly connected to the side wall of the crankcase facing the drive motor, the end of the crankshaft assembly passes through the positioning plate and extends into the fixed sleeve, and the crankshaft assembly is rotatably connected to the positioning plate; one end of the fixed sleeve facing the crankcase is sleeved on the outer periphery of the positioning plate.

[0012] In some embodiments, a concave stop is provided at one end of the fixing sleeve facing the driving motor, and the concave stop is engaged with a convex stop provided on the driving motor.

[0013] In some possible implementations, one end of the crankshaft assembly away from the drive motor passes through the crankcase and is connected to a cooling fan.

[0014] The beneficial effects of the drive connection structure provided by the utility model are as follows: compared with the prior art, in the drive connection structure of the utility model, the drive motor and the crankcase are connected by a fixed sleeve so that a space for accommodating a coupling is formed between the two, and the torque on the motor output shaft is transmitted to the crankshaft assembly through the coupling, so that the power transmission is efficient and stable; because an inertia flywheel is sleeved on the outer periphery of the coupling, the inertia flywheel can utilize the storage of rotational inertia to absorb the kinetic energy impact of the crankshaft assembly on the motor output shaft, and at the same time, the inertia flywheel can utilize the release of rotational inertia to compensate the torque to the crankshaft assembly, thereby improving the operating stability of the crankshaft assembly, thereby reducing the vibration of the whole machine and the surge of airflow, and improving the stability of the air compression process and the life of the whole machine.

[0015] In a second aspect, an embodiment of the utility model further provides a piston air compressor, comprising the above-mentioned drive connection structure.

[0016] Compared with the prior art, the piston air compressor provided by the embodiment of the utility model adopts the above-mentioned drive connection structure, and therefore has the same beneficial effects as the above-mentioned drive connection structure. It can utilize the storage of rotational inertia by the inertia flywheel to absorb the kinetic energy impact of the crankshaft assembly on the motor output shaft, and at the same time, it can utilize the release of rotational inertia by the inertia flywheel to compensate the torque to the crankshaft assembly, thereby improving the operating stability of the crankshaft assembly, thereby reducing the vibration of the whole machine and the airflow surge, and improving the stability of the air compression process and the life of the whole machine. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] Figure 1 A schematic diagram of the structure of the drive connection structure provided by an embodiment of the utility model;

[0018] Figure 2 A schematic diagram of the connection structure between the coupling and the inertia flywheel used in the embodiment of the utility model;

[0019] Figure 3 A schematic diagram of the three-dimensional structure of the coupling used in the embodiment of the utility model;

[0020] Figure 4 This is a schematic diagram of the three-dimensional structure of the fixing sleeve used in the embodiment of the utility model.

[0021] In the figure: 10, fixing sleeve; 11, recessed stop; 20, motor output shaft; 30, crankshaft assembly; 40, coupling; 41, first connecting seat; 411, first set hole; 412, first notch; 413, first fastener; 42, second connecting seat; 421, second set hole; 422, second notch; 423, second fastener; 43, elastic element; 50, inertia flywheel; 51, center hole; 52, ring platform; 53, connecting piece; 60, positioning plate; 70, cooling fan; 80, crankcase. DETAILED DESCRIPTION

[0022] In order to make the technical problems, technical solutions and beneficial effects to be solved by the present invention more clearly understood, the present invention is further described in detail below in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present invention and are not used to limit the present invention.

[0023] It should be noted that when an element is referred to as being "disposed on" or "connected to" another element, it may be directly on or indirectly on another element. It should be understood that the orientation or positional relationship indicated by the terms "upper", "lower", "front", "back", "top", "bottom", "inner", "outer", "far away from", "close to", etc. is based on the orientation or positional relationship shown in the drawings, which is only for the convenience of describing the present application and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation on the present application. The terms "first" and "second" are only used for descriptive purposes, and cannot be understood as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, the features defined as "first" and "second" may explicitly or implicitly include one or more of the features. In the description of the present application, the meanings of "multiple" and "several" are two or more, unless otherwise clearly and specifically defined.

[0024] Please also read Figures 1 to 4 The drive connection structure provided by the utility model is now described. The drive connection structure includes a fixed sleeve 10, a motor output shaft 20, a crankshaft assembly 30, a coupling 40, and an inertia flywheel 50; wherein one end of the fixed sleeve 10 is fixedly connected to the drive motor and is sleeved on the outer periphery of the motor output shaft 20, and the other end of the fixed sleeve 10 is fixedly connected to the crankcase 80; one end of the crankshaft assembly 30 extends into the fixed sleeve 10 and is connected to the motor output shaft 20 through the coupling 40; the inertia flywheel 50 is sleeved on the outer periphery of the coupling 40.

[0025] It should be noted that the coupling 40 in this embodiment can be a rigid coupling 40 or an elastic coupling 40. Considering the impact of the crankshaft assembly 30 on the motor output shaft 20, an elastic coupling 40 can be preferably used here. At the same time, the use of an elastic coupling 40 also helps to reduce the coaxiality requirements of the crankshaft assembly 30 and the motor output shaft 20, thereby reducing the requirements for parts processing and assembly accuracy.

[0026] In this embodiment, the inertia flywheel 50 rotates to generate rotational inertia. When the piston moves upward to perform air compression work, the rotational resistance of the piston on the crankshaft assembly 30 increases. At this time, the inertia flywheel 50 releases the rotational inertia to assist in driving the crankshaft assembly 30, thereby ensuring that the rotational power of the crankshaft assembly 30 is sufficient. When the piston moves downward, the rotational resistance of the piston on the crankshaft assembly 30 decreases. At this time, the inertia flywheel 50 re-stores the rotational inertia, which is equivalent to allocating a part of the torque on the motor output shaft 20 to the inertia flywheel 50, thereby ensuring that the drive motor can operate with a relatively stable load, which can not only improve the operating stability of the crankshaft assembly 30, reduce vibration and airflow surge, but also avoid frequent changes in the load of the drive motor to cause impacts that affect its life.

[0027] Compared with the prior art, the drive connection structure provided in this embodiment is that the drive motor and the crankcase 80 are connected by a fixed sleeve 10 so that a space for accommodating the coupling 40 is formed therebetween, and the torque on the motor output shaft 20 is transmitted to the crankshaft assembly 30 through the coupling 40, so that the power transmission is efficient and stable; because the inertia flywheel 50 is sleeved on the outer periphery of the coupling 40, the inertia flywheel 50 can utilize the storage of rotational inertia to absorb the kinetic energy impact of the crankshaft assembly 30 on the motor output shaft 20, and at the same time, the inertia flywheel 50 can utilize the release of rotational inertia to compensate the torque to the crankshaft assembly 30, thereby improving the operating stability of the crankshaft assembly 30, thereby reducing the vibration of the whole machine and the airflow surge, and improving the stability of the air compression process and the life of the whole machine.

[0028] In some embodiments, see Figure 2 and Figure 3 The coupling 40 includes a first connecting seat 41, a second connecting seat 42, and an elastic element 43; the first connecting seat 41 is fixedly mounted on the motor output shaft 20; the second connecting seat 42 is fixedly mounted on the end of the crankshaft assembly 30 extending into the fixed sleeve 10; one end of the elastic element 43 is connected to the first connecting seat 41, and the other end is connected to the second connecting seat 42, for transmitting torque between the first connecting seat 41 and the second connecting seat 42; the inertia flywheel 50 is fixedly connected to the second connecting seat 42, and has a radial gap with the first connecting seat 41 and the elastic element 43.

[0029] Here, the elastic element 43 can specifically be a metal spring or an elastic rubber body. The elastic element 43 can be used to obtain a radial offset and a rotation angle difference between the first connecting seat 41 and the second connecting seat 42, thereby reducing the assembly coaxiality requirements for the crankshaft assembly 30 and the motor output shaft 20. At the same time, it can also reduce the vibration and speed changes of the crankshaft assembly 30 that are directly transmitted to the motor output shaft 20, thereby reducing the impact of the crankshaft assembly 30 on the motor output shaft 20, and can form flexible protection for the drive motor, which helps to improve the operating stability and life of the entire machine.

[0030] Since the function of the inertia flywheel 50 is mainly to balance the rotational resistance difference caused by the reciprocating motion of the piston driven by the crankshaft assembly 30, the inertia flywheel 50 is connected to the second connecting seat 42, and a radial gap is left between it and the first connecting seat 41 and the elastic element 43. In this way, the rigid constraint between the inertia flywheel 50 and the motor output shaft 20 can be cut off, so that the inertia flywheel 50 can fully act on the crankshaft assembly 30, thereby improving the operating stability of the inertia flywheel 50 on the crankshaft assembly 30 and reducing the impact of the crankshaft assembly 30 on the motor output shaft 20.

[0031] Please note that Figure 2The diameter of the first connecting seat 41 is smaller than that of the second connecting seat 42. The inertia flywheel 50 has a center hole 51 extending through the center hole 51 along its axial direction, and the hole wall of the center hole 51 has a ring platform 52; wherein, the second connecting seat 42 extends into the center hole 51 and is fixedly connected to the ring platform 52, and a radial gap is formed between the ring platform 52 and the elastic element 43, and a radial gap is formed between the end of the center hole 51 away from the second connecting seat 42 and the first connecting seat 41.

[0032] The diameter of the first connecting seat 41 is made smaller, so that the first connecting seat 41 and the second connecting seat 42 can be formed into a stepped shape as a whole. At the same time, the center hole 51 of the inertia flywheel 50 is formed into a stepped shape based on the ring stage 52. Therefore, the inertia flywheel 50 can be mounted on the second connecting seat 42 and axially abutted and fixed with the ring stage 52. At the same time, a radial gap is formed between the center hole 51 and the first connecting seat 41 and the elastic element 43. The structure is simple and stable, and it is easy to assemble.

[0033] In addition, the radial positioning between the center hole 51 and the second connecting seat 42 can be achieved by nesting the two, thereby ensuring the coaxiality of the connection between the inertia flywheel 50 and the second connecting seat 42, and further ensuring that the inertia flywheel 50 is coaxial with the rotation axis of the crankshaft assembly 30, thereby avoiding the inertia flywheel 50 from generating rotational vibrations and affecting the rotation stability of the crankshaft assembly 30.

[0034] Specifically, Figure 2 As shown, the ring platform 52 is provided with a plurality of connectors 53 at intervals along its circumference, and the connectors 53 pass through the ring platform 52 along the axial direction of the inertia flywheel 50 and are screwed and fixed with the second connection seat 42. The connectors 53 may be bolts, and each connector 53 passes through the ring platform 52 along the axial direction of the inertia flywheel 50 and is screwed with the threaded holes provided on the second connection seat 42, so that the second connection seat 42 abuts against the ring platform 52 under the axial force of each connector 53, thereby ensuring the connection reliability between the second connection seat 42 and the inertia flywheel 50, and at the same time, the plurality of connectors 53 at intervals along the circumference can ensure that the forces at each circumferential position of the inertia flywheel 50 are balanced, thereby improving the connection stability.

[0035] As a specific structure of the first connecting socket 41, please refer to Figure 1 and Figure 2 The center of the first connecting seat 41 has a first fitting hole 411 that is sleeved with the motor output shaft 20, and the peripheral wall of the first connecting seat 41 is provided with a first slot 412 that penetrates the first fitting hole 411 along the radial direction of the first connecting seat 41; the peripheral wall of the first connecting seat 41 is penetrated by a first fastener 413, and the first fastener 413 vertically passes through the first slot 412 and applies a tightening force to the first slot 412.

[0036] On the basis of using the elastic element 43 to connect the first connecting seat 41 and the second connecting seat 42, since the coaxiality requirement of the first connecting seat 41 and the second connecting seat 42 is reduced, the first connecting seat 41 is slotted to form a first set hole 411 that can expand and contract. When the first connecting member 53 is loosened, the first notch 412 opens to expand the first set hole 411 to form a clearance fit with the motor output shaft 20, thereby facilitating the disassembly and assembly of the first connecting seat 41 on the motor output shaft 20. When the first connecting member 53 is tightened, the first notch 412 closes. The first set hole 411 is closed or narrowed to shrink and tighten the motor output shaft 20, thereby ensuring the connection reliability between the first connecting seat 41 and the motor output shaft 20; in addition, the first set hole 411 and the motor output shaft 20 are sleeved and matched to avoid overloading of the drive motor, that is, when the rotational resistance of the crankshaft assembly 30 is too large, slippage may occur between the first set hole 411 and the motor output shaft 20, thereby avoiding excessive rotational load from being transmitted to the drive motor, causing the drive motor to overload, heat or even burn out, thereby playing an overload protection role for the drive motor.

[0037] Likewise, see Figure 1 and Figure 2 The center of the second connection seat 42 has a second set hole 421 that is sleeved with the crankshaft assembly 30, and the peripheral wall of the second connection seat 42 is provided with a second notch 422 that penetrates the second set hole 421 along the radial direction of the second connection seat 42; the peripheral wall of the second connection seat 42 is penetrated by a second fastener 423, and the second fastener 423 vertically passes through the second notch 422 and applies a tightening force to the second notch 422. The connection structure between the second connection seat 42 and the crankshaft assembly 30 is similar to the connection structure between the first connection seat 41 and the motor output shaft 20. The second set hole 421 that can expand and contract is formed by slotting, so as to facilitate the disassembly and assembly of the second connection seat 42 and provide overload protection for the drive motor.

[0038] It should be noted that the above-mentioned first fastener 413 and second fastener 423 are both bolts, threaded holes and through holes are respectively arranged at the positions on both sides of the first slot 412 of the peripheral wall of the first connecting seat 41, threaded holes and through holes are respectively arranged at the positions on both sides of the second slot 422 of the peripheral wall of the second connecting seat 42, and threaded holes and through holes are respectively arranged at the positions on both sides of the second slot 422. The first slot 412 and the second slot 422 can be closed by force by connecting with the threaded holes through the through holes, and the structure is simple and the operation is convenient.

[0039] For some possible implementations, see Figure 1 The drive connection structure also includes a positioning plate 60, which is fixedly connected to the side wall of the crankcase 80 facing the drive motor. The end of the crankshaft assembly 30 passes through the positioning plate 60 and extends into the fixed sleeve 10, and the crankshaft assembly 30 is rotatably connected to the positioning plate 60; one end of the fixed sleeve 10 facing the crankcase 80 is sleeved on the outer periphery of the positioning plate 60.

[0040] By providing a positioning plate 60 that is rotatably connected to the crankshaft assembly 30 and utilizing the outer periphery of the positioning plate 60 to be plugged into the fixing sleeve 10 to form radial positioning, the coaxiality between the fixing sleeve 10 and the crankshaft assembly 30 can be improved, thereby improving the rotational stability of the crankshaft assembly 30.

[0041] It should be noted that if Figure 1 and Figure 4 As shown, in some embodiments, a concave stop 11 is provided at one end of the fixing sleeve 10 facing the drive motor, and the concave stop 11 is engaged with a convex stop provided on the drive motor. The concave stop 11 and the convex stop are mutually nested and matched to form radial positioning, thereby ensuring the coaxiality between the fixing sleeve 10 and the motor output shaft 20, thereby preventing the motor output shaft 20 from being subjected to radial force and affecting the torque output efficiency and operation stability.

[0042] For some possible implementations, see Figure 1 The end of the crankshaft assembly 30 away from the driving motor passes through the crankcase 80 and is connected to the cooling fan 70. Here, the cooling fan 70 is connected to the crankshaft assembly 30 so that it can rotate with the crankshaft assembly 30, and there is no need to set an additional power element or transmission structure for the cooling fan 70, which is conducive to improving the compactness of the whole machine structure.

[0043] Based on the same inventive concept, combined Figures 1 to 4 It is understood that an embodiment of the present application also provides a piston air compressor, including the above-mentioned drive connection structure.

[0044] Compared with the prior art, the piston air compressor provided in this embodiment adopts the above-mentioned drive connection structure, and therefore has the same beneficial effects as the above-mentioned drive connection structure. It can utilize the storage of rotational inertia by the inertia flywheel 50 to absorb the kinetic energy impact of the crankshaft assembly 30 on the motor output shaft 20, and at the same time, it can utilize the release of rotational inertia by the inertia flywheel 50 to compensate the torque to the crankshaft assembly 30, thereby improving the operating stability of the crankshaft assembly 30, thereby reducing the vibration of the whole machine and the airflow surge, and improving the stability of the air compression process and the life of the whole machine.

[0045] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions and improvements made within the spirit and principles of the present invention should be included in the protection scope of the present invention.

Claims

1. A drive connection structure, characterized in that: It includes a fixed sleeve, a motor output shaft, a crankshaft assembly, a coupling, and an inertia flywheel; wherein one end of the fixed sleeve is fixedly connected to the driving motor and is sleeved on the periphery of the motor output shaft, and the other end of the fixed sleeve is fixedly connected to the crankcase; one end of the crankshaft assembly extends into the fixed sleeve and is connected to the motor output shaft through the coupling; the inertia flywheel is sleeved on the periphery of the coupling.

2. The drive connection structure according to claim 1, characterized in that: The coupling comprises: A first connecting seat, which is fixedly mounted on the output shaft of the motor; A second connecting seat, sleeved and fixed to the end of the crankshaft assembly extending into the fixing sleeve; an elastic element, one end of which is connected to the first connection seat, and the other end of which is connected to the second connection seat, and is used to transmit torque between the first connection seat and the second connection seat; Wherein, the inertia flywheel is fixedly connected to the second connecting seat, and has a radial gap with the first connecting seat and the elastic element.

3. The drive connection structure according to claim 2, characterized in that: The diameter of the first connecting seat is smaller than that of the second connecting seat, the inertia flywheel has a center hole extending through the center hole along its axial direction, and the hole wall of the center hole has an annular platform; wherein, the second connecting seat extends into the center hole and is fixedly connected to the annular platform, the annular platform and the elastic element have the radial gap, and the radial gap is between an end of the center hole away from the second connecting seat and the first connecting seat.

4. The drive connection structure according to claim 3, characterized in that: The ring platform is provided with a plurality of connecting members spaced apart along the circumference thereof. The connecting members pass through the ring platform along the axial direction of the inertia flywheel and are screwed and fixed to the second connecting seat.

5. The drive connection structure according to claim 2, characterized in that: The center of the first connecting seat has a first fitting hole that is sleeved with the motor output shaft, and the peripheral wall of the first connecting seat is provided with a first slot that penetrates the first fitting hole along the radial direction of the first connecting seat; the peripheral wall of the first connecting seat is penetrated by a first fastener, which vertically passes through the first slot and applies a tightening force to the first slot.

6. The drive connection structure according to claim 2, characterized in that: The center of the second connecting seat has a second fitting hole that is sleeved with the crankshaft assembly, and the peripheral wall of the second connecting seat is provided with a second slot that penetrates the second fitting hole along the radial direction of the second connecting seat; the peripheral wall of the second connecting seat is penetrated by a second fastener, and the second fastener vertically passes through the second slot and applies a tightening force to the second slot.

7. The drive connection structure according to claim 1, characterized in that: The drive connection structure also includes a positioning plate, which is fixedly connected to the side wall of the crankcase facing the drive motor, the end of the crankshaft assembly passes through the positioning plate and extends into the fixed sleeve, and the crankshaft assembly is rotatably connected to the positioning plate; one end of the fixed sleeve facing the crankcase is sleeved on the outer periphery of the positioning plate.

8. The drive connection structure according to claim 1, characterized in that: A concave stop is provided at one end of the fixing sleeve facing the driving motor, and the concave stop is engaged with a convex stop provided on the driving motor.

9. The drive connection structure according to any one of claims 1 to 8, characterized in that: One end of the crankshaft assembly away from the driving motor passes through the crankcase and is connected to a cooling fan.

10. A piston air compressor, characterized in that: It comprises a drive connection structure as described in any one of claims 1 to 9.

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