Rotor transmission structure and screw compressor

Abstract

The utility model provides a rotor transmission structure and a screw compressor. The rotor comprises a male rotor arranged in an axial rotation mode and a plurality of female rotors arranged around the male rotor, the transmission structure comprises a driving gear, and the driving gear is installed on the shaft section of the male rotor; each driven gear is mounted on the shaft section of each female rotor, so that the plurality of driven gears are arranged around the driving gear and are meshed with the driving gear; and the inner gear ring is arranged around the driven gears and engaged with the driven gears. When the driven gear is meshed with the inner gear ring and the driving gear at the same time, the rotation stability of the driven gear is obviously improved. When the rotor rotates reversely, the reverse contact face of the driven gear can be connected with the inner gear ring or the driving gear more quickly, the response speed of the reverse contact face is earlier than that of tooth face contact generated by reverse movement of the rotor body, and therefore the tooth face collision fault caused by sudden change of the movement direction of the rotor is avoided.

Description

Technical Field

[0001] This utility model relates to the field of compressor technology, specifically to a rotor drive structure and a screw compressor. Background Technology

[0002] A screw compressor completes the intake-compression-exhaust process by having two meshing rotors that form a toothed groove, undergoing an open-closed-open cycle. During operation, the two rotors experience friction and collisions, so lubricating oil is typically sprayed into the rotor chamber for lubrication and cooling, protecting the rotors from damage. The sprayed lubricating oil mixes with the compressed gas and is discharged together, and may be separated downstream as needed. Regardless of whether oil separation is performed, the compressed gas will always contain a certain amount of lubricating oil.

[0003] However, in some specialized applications, the compressed gas may have specific requirements, including cleanliness or the gas itself being prone to chemical reactions with oil and thus must not come into contact with it. In these cases, oil injection into the rotor cavity is not permitted. To ensure the rotor is not damaged, synchronous gears are used for meshing and torque transmission. (See attached...) Figure 1 As shown, the first reference rotor A1 and the second reference rotor B1 essentially have the same motion mode as the first reference synchronous gear A2 and the second reference synchronous gear B2, both being meshing rotations. However, the meshing clearance of the first reference synchronous gear A2 and the second reference synchronous gear B2 during unidirectional rotation is smaller than the meshing clearance between the first reference rotor A1 and the second reference rotor B1. This allows the tooth surfaces of the first reference synchronous gear A2 and the second reference synchronous gear B2 to contact and transmit force before the tooth surfaces of the first reference rotor A1 and the second reference rotor B1 make contact. Thus, the first reference rotor A1 begins to rotate under the drive of the external drive device (at this time, the first reference rotor A1 can be called the driving rotor, and the corresponding second reference rotor B1 can be called the driven rotor). The first synchronous gear A2 at the end of the rotor shaft rotates synchronously. Before the tooth surfaces of the first synchronous rotor A1 and the second synchronous rotor B1 contact and before meshing begins, the first synchronous gear A2 preferentially meshes with the second synchronous gear B2, transmitting force, or torque, to the second rotor shaft system where the second synchronous gear B2 is located, driving the second synchronous rotor to rotate synchronously. Since the tooth ratio of the first synchronous gear A2 and the second synchronous gear B2 is the same as the tooth ratio of the first synchronous rotor A1 and the second synchronous rotor B1, this working process can continue. The tooth surfaces of the first synchronous rotor A1 and the second synchronous rotor B1 never contact each other, thus completing the speed ratio transmission that is inversely proportional to the tooth ratio, i.e., "synchronous rotation". Because the first synchronous rotor A1 and the second synchronous rotor B1 do not contact each other, there is no need to inject lubricating oil or other lubricating media into the rotor cavity, ensuring the cleanliness of the rotor cavity.

[0004] During operation, compressors inevitably encounter reverse rotation faults, such as when the motor wiring is reversed. In this case, there is a large gap on the reverse drive side of the gear, which is usually significantly larger than the reverse meshing gap of the rotor. The rotor pair will then come into contact, causing wear or even jamming. Utility Model Content

[0005] In order to solve the technical problem in the prior art where the large clearance on the gear reverse drive side causes rotor wear or jamming when the coaxially rotating rotor reverses, this utility model proposes a rotor transmission structure and a screw compressor.

[0006] The technical solution adopted in this utility model is:

[0007] This utility model proposes a rotor transmission structure, the rotor comprising: a male rotor arranged for axial rotation, and multiple female rotors arranged around the male rotor and engaging in a non-contact manner; the transmission structure includes:

[0008] A drive gear, which is mounted on the shaft section of the male rotor;

[0009] Multiple driven gears, each driven gear mounted on the shaft segment of each female rotor, such that the multiple driven gears are arranged around the driving gear and mesh with the driving gear;

[0010] An internal gear ring is arranged around the plurality of driven gears and meshes with each of the driven gears.

[0011] Furthermore, the contact time between the drive teeth of the multiple driven gears and the drive teeth of the driving gear is inconsistent.

[0012] Furthermore, the tooth ratio of the male rotor to the female rotor is equal to the tooth ratio of the driving gear to the driven gear.

[0013] Furthermore, the number of teeth on the male rotor is greater than the number on the female rotor.

[0014] Preferably, the male rotor has 5 teeth and the female rotor has 4 teeth.

[0015] This utility model also proposes an oil-free screw compressor, including the above-mentioned rotor drive structure.

[0016] An oil-free screw compressor includes: a housing having an exhaust end and an intake end, and a drive assembly disposed within the housing to drive the shaft segment of the male rotor to rotate.

[0017] Furthermore, a cover is provided inside the housing near its exhaust end, the cover dividing the housing into an exhaust chamber communicating with the exhaust end and a compression chamber communicating with the intake end.

[0018] Furthermore, the cover is provided with exhaust ports that correspond one-to-one with the number and position of the female rotors, and the exhaust start time of each exhaust port is staggered within the same exhaust cycle.

[0019] Furthermore, the cover has multiple bearing mounting positions on the side facing away from the exhaust end for mounting rotor bearings corresponding to the male and female rotors, and the inner wall of the housing is provided with a gear ring bearing at the position corresponding to the setting of the internal gear ring.

[0020] Compared with the prior art, the present invention has the following advantages:

[0021] 1. When the driven gear meshes with both the internal gear ring and the driving gear simultaneously, its rotational stability is significantly improved. When the rotor reverses direction, the reverse contact surface of the driven gear can engage with the internal gear ring or the driving gear more quickly. Its response speed is earlier than the tooth surface contact caused by the reverse movement of the rotor body, thus avoiding tooth surface rubbing failure caused by sudden changes in the rotor's direction of motion.

[0022] 2. Each female rotor has a different relative phase with the male rotor during engagement. This phase difference causes the opening and closing times of the exhaust ports of each female rotor to be staggered, forming an asynchronous exhaust sequence and reducing compressor noise.

[0023] 3. Since the male rotor is subjected to radial forces of equal magnitude in multiple directions, the forces will inevitably cancel each other out, greatly reducing the axial force of the male rotor. Attached Figure Description

[0024] To more clearly illustrate the technical solutions in the embodiments of this utility model, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this utility model. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0025] Figure 1 This is a schematic diagram of the structure in the prior art;

[0026] Figure 2 It is a gear meshing diagram in the prior art;

[0027] Figure 3 This is a schematic diagram of the transmission structure in an embodiment of this utility model;

[0028] Figure 4 This is a side view of the transmission structure in an embodiment of this utility model;

[0029] Figure 5 This is a plan view of the rotor end face of the transmission structure in an embodiment of this utility model;

[0030] Figure 6 This is a plan view of the gear end face of the transmission structure in an embodiment of this utility model;

[0031] Figure 7 This is a schematic diagram of the force-bearing structure of the rotor of the transmission structure in an embodiment of this utility model;

[0032] Figure 8 This is a three-dimensional structural diagram of the compressor in an embodiment of this utility model;

[0033] Figure 9 This is a cross-sectional view of the compressor in an embodiment of this utility model;

[0034] Figure 10 This is a front view of the compressor in an embodiment of this utility model;

[0035] Figure 11 yes Figure 10 The XX cross-sectional view showing the rotor profile is shown in the image.

[0036] Figure 12 yes Figure 10 The image shows a cross-sectional view of the exhaust port at point XX.

[0037] 1. Male rotor;

[0038] 2. Female rotor;

[0039] 3. Drive gear;

[0040] 4. Driven gear;

[0041] 5. Internal gear ring;

[0042] 6. Housing; 61. Exhaust end; 62. Intake end; 63. Gear ring bearing;

[0043] 7. Driver components;

[0044] 8. Cap;

[0045] 81. Exhaust port;

[0046] 9. Rotor bearings. Detailed Implementation

[0047] To make the technical problems, technical solutions, and beneficial effects of this utility model clearer, the present utility model 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 utility model and are not intended to limit the present utility model.

[0048] The principle and structure of this utility model will be described in detail below with reference to the accompanying drawings and embodiments.

[0049] In the prior art, for example, the patent with application number 202310370412.3 includes a male rotor and a female rotor that mesh with each other, as well as a drive gear and a driven gear that mesh with each other; the drive gear is mounted on the shaft section of the male rotor; the driven gear includes a main driven gear and a secondary driven gear that are coaxially and detachably mounted on the shaft section of the female rotor and have the same number of teeth and module, the secondary driven gear is circumferentially offset from the main driven gear, and the secondary driven gear and the main driven gear can be adjusted to rotate relative to each other around the axis to change the offset angle between them; when the driven gear reverses, the meshing clearance between the driven gear and the drive gear is smaller than the meshing clearance between the male rotor and the female rotor.

[0050] like Figure 2 As shown, during the transmission process, when the driving gear transmits torque to the driven gear, the current transmission teeth go through a process of "approaching" - "contacting" - "disengaging". Therefore, the interaction between the teeth of the two gears is a process of "gap" - "zero gap" - "gap". Note that each tooth, viewed independently, has two sides: a driving side and a non-driving side, located at M (driving side) and N (non-driving side) on the gear. "Zero gap" is the moment when the driving gear's tooth moves or presses against the driven gear's tooth. The so-called zero gap is actually the gap at point M being zero. However, at this time, there must be a gap on the non-driving side; otherwise, the "approaching" and "disengaging" processes would inevitably be stuck due to the lack of gap.

[0051] When the driven rotor and gears lag or the entire rotor assembly reverses, the only way to ensure that the gears' drive and non-drive sides have smaller clearances than the rotor's drive and non-drive sides, meaning the total gear meshing clearance is smaller than the rotor's meshing clearance, is to guarantee that the rotors will never come into contact.

[0052] The patent with application number 202310370412.3 can solve the problem of reverse contact surface contact when the rotor reverses, but it requires fine-tuning on-site during assembly, and after running for a period of time, slippage may occur, resulting in a larger misalignment.

[0053] In this regard, such as Figure 3 , 4 As shown, this utility model proposes a rotor transmission structure, including: a male rotor 1, multiple female rotors 2, a driving gear 3, multiple driven gears 4, and an internal gear ring 5.

[0054] in:

[0055] The male rotor 1 is the driving rotor that rotates axially. Multiple female rotors 2 are arranged around the male rotor 1 and remain in a fixed position. The female rotors 2 can rotate axially. The number of female rotors 2 is greater than or equal to two. The female rotors 2 surround the male rotor 1 and mesh non-contactly. A driving gear 3 is mounted on the shaft of the male rotor 1 and is used to drive the other rotor components. Multiple driven gears 4 are respectively mounted on the shaft of each female rotor 2, arranged around the driving gear 3 and meshing with it. An internal gear ring 5 surrounds the outer side of all driven gears 4 and meshes with the outer tooth surface of each driven gear 4.

[0056] like Figure 5 , 6 As shown, during operation, the male rotor 1 drives the driving gear 3 on its shaft to rotate via a drive device. The driving gear 3 sequentially drives multiple driven gears 4 arranged around it. At this time, the shaft end of each female rotor 2 meshes with the inner tooth surface of the internal gear ring 5 through a synchronous gear. The rotation of the internal gear ring 5 further constrains the axial rotation trajectory of the driven gears 4. At the same time, the meshing period between the internal gear ring 5 and the driven gears 4 is different from the meshing period between the driven gears 4 and the driving gear 3. The small clearance constraint brought about by the meshing of the internal gear ring 5 with multiple driven gears 4 respectively gives the multiple driven gears 4 good rotational stability after meshing with both the internal gear ring 5 and the driving gear 3.

[0057] This design significantly improves the rotational stability of the driven gear 4 when it meshes with both the internal gear ring 5 and the driving gear 3 simultaneously. When the rotor reverses direction, the reverse contact surface of the driven gear 4 can engage with the internal gear ring 5 or the driving gear 3 more quickly, and its response speed is earlier than the tooth surface contact caused by the reverse movement of the rotor body, thereby avoiding tooth surface rubbing failure caused by sudden changes in the rotor's direction of motion.

[0058] like Figure 7 As shown, since the male rotor is subjected to radial forces of equal magnitude in multiple directions, such as in this embodiment where it is subjected to radial forces in four directions, the forces will inevitably cancel each other out, greatly reducing the axial force of the male rotor.

[0059] Specifically, the meshing cycles of multiple driven gears 4 and driving gear 3 are designed to be staggered, so that the contact times of some driven gears 4 and driving gear 3 do not overlap; that is, the contact times of some or all of the transmission teeth of the driven gears 4 and the transmission teeth of the driving gear 3 are inconsistent. Because there are certain tolerances in the production and installation of the driven gears 4, slight differences in the contact meshing times of each driven gear 4 and driving gear 3 will occur in actual situations.

[0060] The complete process of the driving gear 3 and driven gear 4 from near meshing (i.e., the driving side of the driving gear teeth and the driven side of the driven gear are in the state of maximum clearance) to contact meshing (i.e., the driving side of the driving gear teeth and the driven side of the driven gear are in contact) is defined as one meshing cycle. Before the driving gear 3 reverses, if one of the driven gears 4 is in a state of contact meshing with the driving gear 3, then other driven gears 4 will be in a state of near meshing with the driving gear 3. When the reverse occurs, the driven side of the driven gear 4 in the contact meshing state has the largest clearance with the driving side of the driving gear 3, while the driven side of the driven gear 4 in the near meshing state has the smallest clearance with the driving side of the driving gear 3. This driven gear 4 then drives the internal gear ring 5 (since the internal gear ring 5 has internal tooth grooves, its meshing form is different from the external teeth of the driven and driving gears 3, and its meshing clearance is even smaller), causing the other driven gears 4 to rotate accordingly, thereby achieving the effect of avoiding jamming and preventing rotor contact.

[0061] In a specific embodiment, the tooth ratio of the male rotor 1 to the female rotor 2 is equal to the tooth ratio of the driving gear 3 to the driven gear 4. The number of teeth on the male rotor 1 is Z1, the number of teeth on the female rotor 2 is Z2, the number of teeth on the driving gear 3 is GZ1, the number of teeth on each of the driven gears 4 is GZ2, and the number of teeth on the internal gear ring 5 is GZ3. The ratio of the number of teeth on the male rotor 1 (Z1) to the number of teeth on the female rotor 2 (Z2) is equal to the ratio of the number of teeth on the driving gear 3 (GZ1) to the number of teeth on the driven gear 4 (GZ2). When the rotational speed of the male rotor 1 is α, the rotational speed of the driving gear 3 is α, the rotational speeds of the female rotor 2 and the driven gear 4 are α·Z1 / Z2 or α·GZ1 / GZ2, and the rotational speed of the internal gear ring 5 is α·GZ1 / GZ3.

[0062] By setting the gear ratio to be the same, the transmission structure avoids meshing interference caused by differences in the speed ratio between the rotor and the gear transmission during operation. When the male rotor 1 is driven to rotate by an external drive device, the meshing transmission between the driving gear 3 and the driven gear 4 can transmit the relative motion relationship between the rotors, while the meshing between the internal gear ring 5 and the driven gear 4 further constrains the motion trajectory of the gear system. This design allows the transmission structure to maintain a stable power transmission path when switching between forward and reverse directions, reduces gear meshing impact, and improves transmission accuracy.

[0063] In a specific embodiment, in the rotor drive structure, the number of teeth on the male rotor 1 is designed to exceed the number of teeth on the female rotor 2, so that the exhaust ports 81 corresponding to each female rotor 2 form an asynchronous exhaust cycle. When the male rotor 1 rotates, its tooth surface meshes with the surrounding female rotors 2 sequentially. Since the number of teeth on the male rotor 1 is greater than the total number of teeth on the female rotors 2, there is a difference in the relative phase between each female rotor 2 and the male rotor 1 during the meshing process. This phase difference causes the opening and closing times of the exhaust ports of each female rotor 2 to be staggered, forming an asynchronous exhaust sequence.

[0064] Through the above structural design, the exhaust process of each female rotor 2 exhibits time-distributed characteristics. When a certain female rotor 2 is in the fully open exhaust port state, the adjacent female rotor 2 may be in the exhaust port closed or partially open stage. This asynchronous exhaust mode effectively disperses the concentrated pressure fluctuations in the traditional synchronous exhaust structure and reduces the exhaust pulsation amplitude. At the same time, the staggered exhaust cycle extends the effective flow time of a single exhaust port, reducing fluid excitation phenomena caused by instantaneous flow rate changes.

[0065] In a preferred embodiment, such as Figure 5 , 6 As shown, the male rotor 1 has 5 teeth, and the number of female rotors 2 surrounding it is 4. This configuration ensures that the number of teeth on the male rotor 1 and the number of female rotors 2 are not integer multiples of each other. Specifically, for each rotation of the male rotor 1, the meshing phase between its teeth and each female rotor 2 is staggered. This high-density temporal distribution significantly increases the frequency of exhaust pulsations while reducing the fluctuation of the flow amplitude of a single exhaust. This design further enhances the dynamic stability of the transmission system. Furthermore, the exhaust volume from multiple female rotors 2 in this configuration is higher than that of a single male rotor 1 plus a female rotor 2 of the same size (taking 4 female rotors 2 as an example, the exhaust volume is 4 times that of a single rotor pair), but the overall size does not increase, especially the overall length, width, and height dimensions of the machine.

[0066] like Figures 8 to 10 As shown, this utility model also proposes a screw compressor, specifically an oil-free (no lubricating oil in the rotor area) screw compressor, comprising a housing 6 with a compression chamber, a rotor transmission structure, and a drive assembly 7 for driving the rotor transmission structure. The rotor transmission structure adopts the aforementioned transmission structure, specifically including a male rotor 1, a female rotor 2, a driving gear 3, a driven gear 4, and an internal gear ring 5. The male rotor 1 is axially positioned at the center of the compression chamber, and multiple female rotors 2 are distributed around the male rotor 1. The driving gear 3 is mounted on the shaft segment of the male rotor 1, and multiple driven gears 4 are respectively positioned on the shaft segments of each female rotor 2. The internal gear ring 5 is positioned around and meshes with the driven gear 4.

[0067] During operation, the drive assembly 7 rotates the male rotor 1, and the driving gear 3 drives the driven gear 4 to rotate the female rotor 2 synchronously. The tooth surfaces of the male rotor 1 and the female rotor 2 form a dynamic sealed volume within the compression chamber, and the continuous cycle of intake, compression, and exhaust is achieved through the speed ratio matching of the gear transmission structure. The secondary meshing constraint between the internal gear ring 5 and the driven gear 4 ensures that the transmission system maintains rotational stability under high pressure differential conditions.

[0068] The rotor tooth meshing clearance is precisely controlled by the double-sided meshing clearance of the gear transmission system, eliminating the reliance on traditional oil-lubricated sealing structures. When reverse rotation occurs, the preferential contact characteristics between the driven gear 4 and the internal gear ring 5 can quickly establish a reverse torque transmission path, preventing rotor tooth surface rubbing damage.

[0069] In a specific embodiment, the oil-free screw compressor includes a housing 6 and a drive assembly 7 (which can also be an external drive assembly, both of which are within the protection scope of this utility model). The housing 6 has a circular outer circumference, with an exhaust end 61 and an intake end 62 at its two ends. The drive assembly 7 is installed inside the housing 6 and directly acts on the shaft segment of the male rotor 1 to drive the male rotor 1 to rotate. The exhaust end 61 and intake end 62 of the housing 6 are respectively connected to an external piping system for gas intake and compression delivery.

[0070] When the drive assembly 7 starts, it drives the shaft of the male rotor 1 to rotate. The driving gear 3 of the male rotor 1 then drives the driven gear 4 distributed around it, causing the female rotor 2 to rotate synchronously. The tooth surfaces of the male rotor 1 and the female rotor 2 form a dynamic sealed volume in the compression chamber. Gas is drawn in through the intake end 62, gradually compressed, and then output through the exhaust end 61. The secondary meshing constraint between the internal gear ring 5 and the driven gear 4 ensures that the transmission system maintains rotational stability under high pressure differential conditions, avoiding meshing failure caused by load fluctuations.

[0071] This design optimizes the overall structure through the integrated layout of the drive assembly 7 and the housing 6. The compact installation of the drive assembly 7 reduces the space occupied by traditional external drive units, while shortening the power transmission path and reducing mechanical losses. The exhaust end 61 and intake end 62 of the housing 6 are symmetrically distributed, making the gas flow path more balanced and reducing local flow resistance losses.

[0072] In a specific embodiment, the cover 8 is fixedly installed on the housing 6 near the exhaust end 61. Its main body can be a ring structure nested inside the inner wall of the housing 6, forming a sealed connection with the housing 6 by bolts or welding. An exhaust port 81 is opened in the area near the center of the cover 8.

[0073] The sealing cap 8 divides the interior of the housing 6 into two independent areas: a compression chamber and an exhaust chamber. The compression chamber, located on the side of the sealing cap 8 facing the intake end 62, houses the drive assembly 7 and the rotor transmission structure. The exhaust chamber, located on the side of the sealing cap 8 facing the exhaust end 61, is connected to the compression chamber through the exhaust port 81 of the sealing cap 8. When the male rotor 1 is driven to rotate by the drive assembly 7, the rotor transmission structure drives the female rotor 2 to rotate synchronously. The tooth surfaces of the male rotor 1 and the female rotor 2 form a dynamic sealed volume within the compression chamber, completing the gas intake and compression process. The compressed high-pressure gas enters the exhaust chamber through the exhaust port 81 of the sealing cap 8 and is output to the external pipeline system via the exhaust end 61 of the housing 6. The overall structure is simple, reliable, and easy to assemble.

[0074] like Figure 11 , 12 As shown, the exhaust port 81 serves as a gas flow channel between the compression chamber and the exhaust chamber. Its cross-sectional shape and size are designed according to the compressed gas flow requirements, and can be in the form of a circular, elliptical, or polygonal array of holes. The exhaust ports 81 are located on the cover 8, specifically in the tooth groove area directly opposite each female rotor. Their number and position correspond to the exhaust cycle characteristics of the rotor drive structure (e.g., a non-integer multiple ratio of 5-tooth male rotor 1 to 4 female rotors 2). The directional setting of the exhaust ports 81 optimizes the gas flow path, allowing the asynchronous exhaust processes of each female rotor 2 to achieve flow superposition through the exhaust ports 81. This distributed design reduces the local eddy current losses caused by traditional centralized exhaust ports 81, and the staggered exhaust cycles extend the effective flow time of a single exhaust port, reducing fluid excitation phenomena caused by instantaneous flow rate changes.

[0075] In addition, the edges of the exhaust port 81 are chamfered or streamlined to further improve airflow efficiency.

[0076] Specifically, multiple bearing mounting positions are distributed circumferentially on the side of the cover 8 facing away from the exhaust end 61, the number of which matches the total number of shaft ends of the male rotor 1 and female rotor 2 (for example, 1 male rotor 1 and 4 female rotor 2 correspond to 5 bearing mounting positions). Each bearing mounting position is equipped with a rotor bearing 9, which respectively supports the shaft end of the male rotor 1 and female rotor 2, ensuring the rotational stability of the rotor in the compression chamber. The bearings can compensate for assembly errors through shims or hydraulic locking devices to maintain the uniformity of the rotor tooth meshing clearance.

[0077] A ring bearing 63 is provided on the inner wall of the housing 6 at a radial position corresponding to the internal gear ring 5. This bearing is an annular rolling bearing and is arranged around the outer edge of the internal gear ring 5. The supporting surface of the ring bearing 63 is coaxial with the rotation axis of the internal gear ring 5, and its bearing direction includes both radial and axial components, ensuring that the internal gear ring 5 maintains the meshing accuracy with the driven gear 4 when transmitting torque.

[0078] The rotor bearing 9 directly constrains the shaft end displacement of the male rotor 1 and female rotor 2; the gear ring bearing 63 indirectly stabilizes the meshing state of the driven gear 4 by constraining the motion trajectory of the internal gear ring 5. When the transmission system is subjected to load fluctuations, the elastic deformation of the bearing can absorb some of the vibration energy and avoid stress concentration in the gear meshing area.

[0079] In addition, the gears can be placed in a dedicated gearbox structure, which allows for individual lubrication of the gears and prevents lubricating oil from entering the compressor's air passage.

[0080] Specifically, the shaft end of the male rotor 1 is limited by the rotor bearing 9, and the other end extends towards the suction end 62. The drive assembly 7 is installed in the compressor cavity and specifically includes: a stator that is arranged around the shaft section of the other end of the male rotor 1 and fixed to the housing, and a rotor arranged on the shaft section of the other end of the male rotor 1. That is, the drive assembly 7 is a drive motor that can drive the male rotor 1 to rotate and provide driving force.

[0081] In addition, the drive component can also be external, and is not limited to the above forms, as long as it can provide the driving force for the rotation of the male rotor.

[0082] It should be noted that the terminology used above is for the purpose of describing particular embodiments only and is not intended to limit the exemplary embodiments according to this utility model. As used herein, unless the context clearly indicates otherwise, the singular form is also intended to include the plural form. Furthermore, it should be understood that when the terms "comprising" and / or "including" are used in this specification, they indicate the presence of features, steps, operations, devices, components, and / or combinations thereof.

[0083] Unless otherwise specifically stated, the relative arrangement, numerical expressions, and values ​​of the components and steps described in these embodiments do not limit the scope of this invention. It should also be understood that, for ease of description, the dimensions of the various parts shown in the drawings are not drawn to actual scale. Techniques, methods, and devices known to those skilled in the art may not be discussed in detail, but where appropriate, such techniques, methods, and devices should be considered part of the specification. In all examples shown and discussed herein, any specific values ​​should be interpreted as merely exemplary and not as limitations. Therefore, other examples of exemplary embodiments may have different values. It should be noted that similar reference numerals and letters in the following drawings denote similar items; therefore, once an item is defined in one drawing, it need not be further discussed in subsequent drawings.

[0084] In the description of this utility model, it should be understood that the directional terms such as "front, back, up, down, left, right", "horizontal, vertical, horizontal" and "top, bottom" indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this utility model and simplifying the description. Unless otherwise stated, these directional terms 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 on the scope of protection of this utility model. The directional terms "inner" and "outer" refer to the inner and outer contours of each component itself.

[0085] For ease of description, spatial relative terms such as "above," "on top of," "on the upper surface of," "above," etc., are used herein to describe the spatial positional relationship of a device or feature as shown in the figures to other devices or features. It should be understood that spatial relative terms are intended to encompass different orientations in use or operation beyond the orientation of the device as described in the figures. For example, if the device in the figures were inverted, a device described as "above" or "on top of" other devices or structures would subsequently be positioned as "below" or "under" other devices or structures. Thus, the exemplary term "above" can include both "above" and "below." The device may also be positioned in other different ways (rotated 90 degrees or in other orientations), and the spatial relative descriptions used herein will be interpreted accordingly.

[0086] Furthermore, it should be noted that the use of terms such as "first" and "second" to define components is merely for the purpose of distinguishing the corresponding components. Unless otherwise stated, these terms have no special meaning and therefore should not be construed as limiting the scope of protection of this utility model. The above description is only a preferred embodiment of this utility model and is not intended to limit this utility model. For those skilled in the art, this utility model can have various modifications and variations. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this utility model should be included within the scope of protection of this utility model.

Claims

1. A rotor drive structure, characterized in that, The rotor includes: A male rotor that rotates axially, and multiple female rotors arranged around the male rotor and engaging in non-contact meshing, the transmission structure comprising: A drive gear, which is mounted on the shaft section of the male rotor; Multiple driven gears, each driven gear mounted on the shaft segment of each female rotor, such that the multiple driven gears are arranged around the driving gear and mesh with the driving gear; An internal gear ring is arranged around the plurality of driven gears and meshes with each of the driven gears.

2. The rotor drive structure as described in claim 1, characterized in that, The contact time between the drive teeth of the multiple driven gears and the drive teeth of the driving gear is inconsistent.

3. The rotor drive structure as described in claim 1, characterized in that, The tooth ratio of the male rotor to the female rotor is equal to the tooth ratio of the driving gear to the driven gear.

4. The rotor drive structure as described in any one of claims 1 to 3, characterized in that, The number of teeth on the male rotor is greater than the number of teeth on the female rotor.

5. The rotor drive structure as described in any one of claims 1 to 3, characterized in that, The male rotor has 5 teeth, and the female rotor has 4 teeth.

6. A screw compressor, comprising: Its features are, It includes the rotor drive structure as described in any one of claims 1 to 5.

7. The screw compressor as described in claim 6, characterized in that, The screw compressor includes: a housing having an exhaust end and an intake end, and a drive assembly disposed inside or outside the housing to drive the shaft segment of the male rotor to rotate.

8. The screw compressor as described in claim 7, characterized in that, The housing is provided with a cover near its exhaust end, which divides the housing into an exhaust chamber that communicates with the exhaust end and a compression chamber that communicates with the intake end.

9. The screw compressor as described in claim 8, characterized in that, The cover is provided with exhaust ports that correspond one-to-one with the number and position of the female rotors, and the exhaust start time of each exhaust port is staggered within the same exhaust cycle.

10. The screw compressor as described in claim 8, characterized in that, The cover has multiple bearing mounting positions on the side facing away from the exhaust end for mounting rotor bearings corresponding to the male and female rotors. The inner wall of the housing is provided with a gear ring bearing at the position corresponding to the setting of the internal gear ring.

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