Bidirectional lubricating structure of diaphragm compressor

Abstract

The utility model relates to the field of lubricating systems of diaphragm compressors, in particular to a bidirectional lubricating structure of a diaphragm compressor, which comprises a lubricating system consisting of an oil distribution tank, a crankcase, a crankshaft, a connecting rod, a crosshead and the like. The front main bearing bush, the rear main bearing bush, the connecting rod large-end bearing bush and the connecting rod small-end bearing are lubricated in the forward and reverse directions through cooperation of the forward lubricating oil inlet and the reverse lubricating oil inlet, and meanwhile the lubricating effect and the system stability are further optimized by additionally arranging the lubricating oil outlet, the rotary oil seal, the oil discharging opening and other structures. The technical effects that the lubricating efficiency is improved, the friction loss is reduced, and the service life of equipment is prolonged are achieved.

Description

Technical Field

[0001] This application relates to the field of lubrication systems for diaphragm compressors, and more particularly to a bidirectional lubrication structure for diaphragm compressors. Background Technology

[0002] Diaphragm compressors, as key equipment in the industrial field, are widely used in industries such as petroleum and chemical engineering, and their performance directly affects production efficiency and safety. In these devices, the lubrication system plays a crucial role. Traditional lubrication technology mainly achieves the basic operational needs of the equipment through a single-path oil supply, providing initial assurance for industrial production. However, with the ever-increasing performance requirements of modern industry, optimizing the lubrication system has become a key aspect of improving equipment reliability and extending its service life, and its refined design has gradually become the focus of industry development.

[0003] In the field of diaphragm compressor lubrication, commonly used solutions include unidirectional oil supply and simple multi-channel lubrication designs. Unidirectional oil supply typically starts from the pump station, with lubricating oil passing sequentially through key components such as the main bearing and connecting rod bearing, ultimately reaching the crosshead or other components. Additionally, some equipment attempts to improve lubrication by increasing the lubricating oil flow rate or adjusting the supply pressure. Another common method is to add auxiliary lubrication points to supply oil separately to specific areas to compensate for the limitations of a single path. While these methods can alleviate lubrication problems to some extent, they do not fundamentally address the lubrication needs under complex operating conditions.

[0004] However, the aforementioned traditional lubrication methods have revealed significant shortcomings in practical applications, especially under high-load, long-term operating conditions. Unidirectional oil supply cannot fully cover all critical lubrication points, leading to uneven lubrication in certain areas. This unevenness accelerates the wear of critical components and can even cause malfunctions and downtime, severely impacting equipment operating efficiency and lifespan. Therefore, achieving comprehensive and balanced lubrication under complex operating conditions has become a pressing technical challenge. Utility Model Content

[0005] The purpose of this application is to overcome the above-mentioned technical problems and provide a bidirectional lubrication structure for a diaphragm compressor.

[0006] A bidirectional lubrication structure for a diaphragm compressor, comprising:

[0007] The oil distribution tank is connected to the pump station through an oil inlet provided on the oil distribution tank;

[0008] A crankcase is fixedly connected to the oil distributor. A crankshaft is installed inside the crankcase and driven by a connecting rod installed inside the crankcase. One end of the connecting rod is connected to the crankshaft, and a connecting rod big end bearing is installed at the connection point. The end of the connecting rod away from the crankshaft is fixedly connected to a crosshead via a crosshead pin, and a connecting rod small end bearing is installed at the connection point between the connecting rod and the crosshead.

[0009] The crankshaft is connected to the inner wall of the oil distributor via a front main bearing; a rear cover is provided on the side of the crankshaft case away from the oil distributor, and the crankshaft penetrates the rear cover and is connected to the rear cover via a rear main bearing;

[0010] The crankshaft has a first flow channel and a second flow channel. The first flow channel is connected to the front main bearing and the connecting rod big end bearing near the oil distributor. The second flow channel is connected to the rear main bearing and the connecting rod big end bearing away from the oil distributor.

[0011] The oil distribution tank body has a first positive lubricating oil inlet that connects the inside of the tank body to the front main bearing;

[0012] The rear cover has a second positive lubrication inlet that connects to the rear main bearing;

[0013] The crankcase housing has a reverse lubricating oil inlet that communicates with the crosshead;

[0014] The connecting rod, the crosshead, and the crosshead pin have an annular hole perpendicular to the length direction of the crankshaft;

[0015] The oil from the pump station passes through the oil distribution tank, the forward lubricating oil inlet, the front main bearing, the first flow channel, the connecting rod big end bearing, the annular hole, and the connecting rod small end bearing, and reaches the crosshead to form forward lubrication;

[0016] The oil reaches the crosshead through the reverse lubricating oil inlet, then reaches the connecting rod small end bearing through the crosshead, and then passes through the annular hole and the second flow channel to reach the connecting rod big end bearing, thus forming reverse lubrication.

[0017] By adopting the above technical solution, comprehensive lubrication of key components of the diaphragm compressor is achieved. The forward lubrication path ensures that lubricating oil flows from the oil distributor through the front main bearing, connecting rod big end bearing, and connecting rod small end bearing, finally reaching the crosshead, effectively covering the main moving parts and reducing friction and wear. The reverse lubrication path starts from the crosshead, passes through the connecting rod small end bearing and connecting rod big end bearing, and finally flows back to the crankcase, further improving the uniformity and reliability of lubrication. The combination of these two lubrication methods significantly improves the stability and service life of the equipment under high load and long-term operating conditions.

[0018] Preferably, it also includes a lubricating oil outlet, which is located on the oil distribution tank and includes a first outlet and a second outlet. The first outlet is connected to the left and right cylinder head pumps located outside the oil distribution tank, and the second outlet is connected to the second forward lubricating oil inlet and the reverse lubricating oil inlet.

[0019] By adopting the above technical solution, the lubricating oil outlet configuration allows the lubrication system to distribute lubricating oil more flexibly. The first outlet connects to the left and right cylinder head pumps, achieving effective lubrication of the cylinder head area, improving the operational stability of this part and reducing wear. The second outlet connects to the second forward lubricating oil inlet and the reverse lubricating oil inlet, ensuring not only the smooth flow of the forward lubrication path but also supporting reverse lubrication, thereby improving the comprehensiveness and balance of the entire lubrication system and effectively solving the problem of uneven local lubrication under complex working conditions.

[0020] Preferably, it also includes a rotary oil seal disposed between the crankshaft and the rear cover.

[0021] By adopting the above technical solution, a rotary oil seal is installed between the crankshaft and the rear cover, effectively preventing lubricating oil from leaking from the connection between the crankshaft and the rear cover, ensuring the sealing of the lubrication system. This design significantly reduces lubricating oil consumption and avoids equipment contamination and safety hazards caused by lubricating oil leakage, thereby improving the overall operational reliability of the diaphragm compressor.

[0022] Preferably, the rear cover has an oil drain port that communicates with the rotary oil seal, through which the rotary oil seal guides the accumulated lubricating oil back to the crankcase.

[0023] By adopting the above technical solution, the accumulated lubricating oil at the rotary oil seal is effectively discharged, avoiding damage to the rotary oil seal caused by excessive lubricating oil pressure. By opening an oil drain port on the rear cover that connects to the rotary oil seal, excess lubricating oil at the rotary oil seal can be promptly returned to the crankcase, effectively reducing the accumulated pressure of lubricating oil at the rotary oil seal and thus extending its service life. The design of the oil drain port optimizes the overall stability of the lubrication system, reduces the risk of equipment failure due to lubricating oil leakage, and improves the reliability of the diaphragm compressor under high load and long-term operating conditions.

[0024] Preferably, the crankcase is connected to the oil distributor via a connecting pipe.

[0025] By adopting the above technical solution, a stable connection between the crankcase and the oil distributor is achieved, ensuring smooth flow of lubricating oil between them. This design effectively optimizes the overall layout of the lubrication system, improves the reliability of the lubrication path, and avoids poor lubrication caused by poor connection, thereby enhancing the operational stability of the diaphragm compressor under complex operating conditions.

[0026] Preferably, an oil port shut-off valve is provided on the connecting pipe.

[0027] By adopting the above technical solution, the lubrication system of the diaphragm compressor has been further optimized. An oil port shut-off valve is installed on the connecting pipe, allowing manual operation when the compressor stops to allow the lubricating oil in the crankcase to flow back into the crankcase. This avoids oxidation, deterioration, or leakage caused by lubricating oil stagnation in the system, thereby improving system reliability and maintenance convenience.

[0028] Preferably, the oil port shut-off valve is configured as a manual valve.

[0029] By adopting the above technical solution, the manual valve allows operators to manually control the opening and closing of the oil port shut-off valve according to actual needs. This design not only facilitates the timely drainage of lubricating oil from the crankcase when the compressor is stopped, preventing equipment corrosion or damage caused by lubricating oil stagnation, but also allows for flexible adjustment of lubricating oil flow during maintenance, improving the operability and maintenance convenience of the equipment. Specifically, in this claim, the introduction of the manual valve further enhances the system's controllability over lubricating oil flow, ensuring the stable operation of the lubrication system.

[0030] Preferably, a sealing plate is provided at the end of the oil distribution tank away from the crankcase, and the sealing plate is used to seal the oil distribution tank.

[0031] By adopting the above technical solution, a sealing plate is installed at the end of the oil distributor tank away from the crankcase, which can effectively seal the oil distributor tank, prevent lubricating oil leakage, and ensure the sealing performance of the lubrication system. At the same time, the sealing plate facilitates the assembly and maintenance of the oil distributor tank, improving the reliability of the overall structure.

[0032] In summary, this application includes at least one of the following beneficial technical effects:

[0033] 1. By setting forward and reverse lubrication paths, the lubricating oil can fully cover key lubrication parts such as main bearing, connecting rod big end bearing, connecting rod small end bearing and crosshead, effectively solving the problem of uneven local lubrication in the traditional single-direction oil supply mode, and significantly improving the operating stability and reliability of the equipment;

[0034] 2. The lubricating oil is precisely distributed inside the crankshaft through the first and second flow channels, ensuring balanced flow of the lubricating oil under high load and long-term operation conditions, reducing wear on key components and extending the service life of the equipment;

[0035] 3. The installation of a rotary oil seal and oil drain port avoids leakage caused by excessive lubricating oil pressure. At the same time, the reflux design guides the accumulated lubricating oil back to the crankcase, ensuring the efficient operation of the lubrication system and reducing maintenance costs. Attached Figure Description

[0036] Figure 1 This application presents a schematic diagram of a bidirectional lubrication structure for a diaphragm compressor. Figure 1 .

[0037] Figure 2 A schematic diagram of a two-way lubrication structure for a diaphragm compressor. Figure 2 .

[0038] Figure 3 This is a top view of the bidirectional lubrication structure of a diaphragm compressor.

[0039] Explanation of reference numerals in the attached diagram: 1. Oil tank; 11. Oil inlet; 2. Crankcase; 21. Crankshaft; 211. First flow channel; 212. Second flow channel; 22. Connecting rod; 23. Connecting rod big end bearing; 24. Connecting rod small end bearing; 25. Rear cover; 3. Crosshead; 31. Crosshead pin; 4. Front main bearing; 5. Rear main bearing; 6. First forward lubricating oil inlet; 7. Second forward lubricating oil inlet; 8. Reverse lubricating oil inlet; 9. Annular orifice; 10. Lubricating oil outlet; 101. First outlet; 102. Second outlet; 12. Rotary oil seal; 121. Oil discharge port; 13. Connecting pipe; 131. Oil port shut-off valve. Detailed Implementation

[0040] The following is in conjunction with the appendix Figure 1-3 This application will be described in further detail.

[0041] This application provides an embodiment of a bidirectional lubrication structure for a diaphragm compressor, referencing... Figure 1 The bidirectional lubrication structure of the diaphragm compressor includes an oil distribution tank 1, a crankcase 2, a crankshaft 21, an annular bore 9, and a connecting rod small end bearing 24. The oil distribution tank 1 is connected to the pump station, and the crankcase 2 is fixedly connected to the oil distribution tank 1. The lubricating oil reaches each key part through different paths, achieving a comprehensive and balanced lubrication effect.

[0042] refer to Figure 2 , Figure 3Specifically, the oil distribution tank 1 includes components such as an oil inlet 11, a first forward lubricating oil inlet 6, and a lubricating oil outlet 10. The oil inlet 11 can be connected by a standard flange or threaded connection, and can be made of carbon steel or stainless steel, providing good sealing and corrosion resistance. The first forward lubricating oil inlet 6 is located on the tank body of the oil distribution tank 1 and uses a tapered hole structure to facilitate the flow of lubricating oil into the front main bearing 4. Different diameter holes can be selected according to actual needs. The lubricating oil outlet 10 includes a first outlet 101 and a second outlet 102. The first outlet 101 connects to the left and right cylinder head pumps, and the second outlet 102 connects to the second forward lubricating oil inlet and the reverse lubricating oil inlet 8.

[0043] refer to Figure 1 , Figure 2 The crankcase 2, as another component, includes a rear cover 25, a connecting pipe 13, a crankshaft 21, and a connecting rod 22. A rear main bearing 5, made of bimetallic material, is installed between the rear cover 25 and the crankshaft 21, exhibiting excellent wear resistance. The connecting pipe 13 connects the crankcase 2 to the oil distribution tank 1 and can be made of seamless steel or aluminum alloy, providing good strength and sealing. The crankshaft 21 is a single forged structure made of high-quality alloy steel, ensuring its stability and reliability during high-speed operation. One end of the connecting rod 22 is connected to the crankshaft 21, and the other end is fixedly connected to the crosshead 3 via a crosshead pin 31. A connecting rod small end bearing 24, using either a ball bearing or a sliding bearing structure, is installed at the connection between the connecting rod 22 and the crosshead 3, allowing for selection of a suitable lubrication method based on actual operating conditions.

[0044] In addition, a rotary oil seal 12 is included. The rotary oil seal 12 is located between the crankshaft 21 and the rear cover 25, employing a lip seal structure and made of rubber material, providing good elasticity and sealing performance. An oil drain port 121, communicating with the rotary oil seal 12, is provided on the rear cover 25. The oil drain port 121 uses a threaded connection for easy installation and disassembly. When the lubricating oil pressure is too high, the rotary oil seal 12 may be damaged. In this case, the accumulated lubricating oil can be guided back to the crankcase 2 through the oil drain port 121, preventing lubricating oil leakage and waste.

[0045] An annular hole 9 is formed on the connecting rod 22, the crosshead 3, and the crosshead pin 31. This annular hole 9 is perpendicular to the length direction of the crankshaft 21 and serves to facilitate the flow of lubricating oil. The specific structure of the annular hole 9 can be designed as cylindrical or elliptical, with the inner wall precision-machined to a surface roughness of Ra0.8 or less to reduce frictional resistance. In addition, the dimensions of the annular hole 9 should be optimized according to the actual flow requirements to ensure smooth flow of lubricating oil.

[0046] The specific description details the combination logic and effects of all components comprising the above-mentioned parts. The oil distribution tank 1 receives lubricating oil from the pump station through the oil inlet 11. The lubricating oil flows into the front main bearing 4 through the first forward lubricating oil inlet 6, then sequentially passes through the first flow channel 211, the connecting rod big end bearing 23, the annular hole 9, and the connecting rod small end bearing 24, finally reaching the crosshead 3 to form a forward lubrication path. This path ensures that the lubricating oil fully covers key components such as the front main bearing 4, the connecting rod big end bearing 23, and the connecting rod small end bearing 24, avoiding wear problems caused by insufficient local lubrication. Simultaneously, the reverse lubrication path enters the crosshead 3 through the reverse lubricating oil inlet 8 on the crankcase 2, then sequentially passes through the connecting rod small end bearing 24, the annular hole 9, and the second flow channel 212 to reach the connecting rod big end bearing 23, forming a complete reverse lubrication cycle. This bidirectional lubrication structure not only improves the utilization rate of lubricating oil but also effectively solves the problem of uneven lubrication in the traditional single-direction oil supply mode.

[0047] The forward and reverse lubrication paths are described in detail below: In the forward lubrication path, lubricating oil enters from the pump station through the inlet 11 of the oil distribution tank 1, reaches the front main bearing 4 through the first forward lubrication inlet 6, then flows through the first flow channel 211 to the connecting rod big end bearing 23 near the oil distribution tank 1, then flows through the annular hole 9 on the connecting rod 22 to the connecting rod small end bearing 24, and finally reaches the crosshead 3 to complete forward lubrication. In the reverse lubrication path, lubricating oil enters the crosshead 3 through the reverse lubrication inlet 8, then passes sequentially through the connecting rod small end bearing 24, the annular hole 9, and the second flow channel 212 to reach the connecting rod big end bearing 23 away from the oil distribution tank 1, completing reverse lubrication.

[0048] The implementation principle of this embodiment is as follows: by setting key components such as the oil distribution tank 1, crankcase 2, lubricating oil inlet, annular hole 9, and connecting rod small end bearing 24, the synergistic effect of two lubrication paths, forward and reverse, is achieved. The forward lubrication path ensures that the lubricating oil starts from the pump station, passes sequentially through the front main bearing 4, connecting rod big end bearing 23, and connecting rod small end bearing 24, and finally reaches the crosshead 3, forming a continuous and stable lubrication cycle; the reverse lubrication path enters the crosshead 3 through the reverse lubricating oil inlet 8, and then sequentially passes through the connecting rod small end bearing 24, annular hole 9, and connecting rod big end bearing 23, forming a supplementary lubrication cycle. This bidirectional lubrication structure significantly improves the overall lubrication effect of the equipment, effectively extends the service life of key components, and improves the operating efficiency and reliability of the equipment.

[0049] The above are all preferred embodiments of this application, and are not intended to limit the scope of protection of this application. Therefore, all equivalent changes made in accordance with the structure, shape and principle of this application should be covered within the scope of protection of this application.

Claims

1. A diaphragm compressor bidirectional lubrication structure, characterized by, The utility model relates to a kind of lubricating oil system of engine, including: Oil distribution tank (1), the oil distribution tank (1) is communicated with pump station by oil inlet (11) being opened on the oil distribution tank (1); Crankcase (2), the crankcase (2) is fixedly connected with the oil distribution tank (1), crankshaft (21) is arranged in the crankcase (2), and the crankshaft (21) is driven by connecting rod (22) being arranged in the crankcase (2), one end of the connecting rod (22) is connected with the crankshaft (21), and connecting place is provided with connecting rod big end bushing (23);The end of the connecting rod (22) away from the crankshaft (21) is fixedly connected with crosshead (3) by crosshead pin (31), and connecting rod small end bearing (24) is arranged at the connecting place of the connecting rod (22) and the crosshead (3); The crankshaft (21) is connected with the inner wall of the oil distribution tank (1) by front bearing shell (4);The rear cover (25) is arranged on the side of the crankcase (2) away from the oil distribution tank (1), and the crankshaft (21) penetrates the rear cover (25) and is connected with the rear cover (25) by rear bearing shell (5); First flow channel (211) and second flow channel (212) are opened on the crankshaft (21), the first flow channel (211) is communicated with front bearing shell (4) and connecting rod big end bushing (23) near the side of the oil distribution tank (1), and the second flow channel (212) is communicated with rear bearing shell (5) and connecting rod big end bushing (23) away from the side of the oil distribution tank (1); The first positive lubricating oil inlet (6) for being communicated between the tank body inside and the front bearing shell (4) is opened on the tank body of the oil distribution tank (1); The second positive lubricating inlet (7) for being communicated with the rear bearing shell (5) is opened on the rear cover (25); The reverse lubricating oil inlet (8) for being communicated with the crosshead (3) is opened on the tank body of the crankcase (2); The annular hole (9) perpendicular to the length direction of the crankshaft (21) is opened on the connecting rod (22), the crosshead (3) and the crosshead pin (31); Oil liquid of pump station passes through the oil distribution tank (1), the positive lubricating oil inlet, the front bearing shell (4), the first flow channel (211), the connecting rod big end bushing (23) and the annular hole (9) and the connecting rod small end bearing (24), reaches the crosshead (3) and forms positive lubrication; Oil liquid reaches to crosshead (3) by the reverse lubricating oil inlet (8), reaches to connecting rod small end bearing (24) by crosshead (3), then sequentially reaches to connecting rod big end bushing (23) by annular hole (9) and second flow channel (212), and forms reverse lubrication.

2. The diaphragm compressor bidirectional lubrication structure according to claim 1, characterized by It further includes lubricating oil outlet (10), the lubricating oil outlet (10) is opened on the oil distribution tank (1), including first outlet (101) and second outlet (102), the first outlet (101) is connected with left and right cylinder shaft head pump being arranged outside the oil distribution tank (1), and the second outlet (102) is connected with second positive lubricating oil inlet and reverse lubricating oil inlet (8).

3. The diaphragm compressor bi-directional lubrication structure according to claim 1, wherein A rotary oil seal (12) is further arranged between the crankshaft (21) and the rear cover (25).

4. The diaphragm compressor bi-directional lubrication structure according to claim 3, wherein An oil discharge port (121) is formed in the rear cover (25) and communicates with the rotary oil seal (12), and the rotary oil seal (12) guides the accumulated lubricating oil back to the crankcase (2) through the oil discharge port (121).

5. The bidirectional lubrication structure of a diaphragm compressor according to claim 1, wherein The crankcase (2) communicates with the oil distribution tank (1) through a connecting pipe (13).

6. The diaphragm compressor bi-directional lubrication structure according to claim 5, wherein An oil port stop valve (131) is arranged on the connecting pipe (13).

7. The diaphragm compressor bi-directional lubrication structure according to claim 6, wherein The oil port stop valve (131) is arranged as a manual valve.

8. The diaphragm compressor bi-directional lubrication structure of claim 1, wherein, A sealing plate is arranged at the end of the oil distribution tank (1) away from the crankcase (2), and the oil distribution tank (1) is sealed by the sealing plate.

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