Crankshaft connection structure and piston air compressor

Abstract

This utility model provides a crankshaft connection structure and a piston air compressor, including a double-sided stop flange, a power take-off sleeve, and a crankshaft body. The double-sided stop flange serves as a common end cover connecting the motor housing and the crankcase. A shaft hole is located at the center of the double-sided stop flange, and the shaft hole is coaxial with the motor rotor. The power take-off sleeve is fixedly inserted through the center of the motor rotor. One end of the crankshaft body is rotatably connected to the end wall of the crankcase away from the motor housing, and the other end extends through the shaft hole into the motor housing to form a power take-off section, which is inserted and fixed to the power take-off sleeve. The portion of the crankshaft body passing through the shaft hole forms a centering section, which is coaxial with the power take-off section and rotatably connected to the shaft hole. The crankshaft connection structure and piston air compressor provided by this utility model allow the crankshaft body to obtain power through the insertion and fixing of the power take-off section and the power take-off sleeve, eliminating the need for a motor shaft and coupling, thus saving axial space and improving the compactness of the overall structure and the flexibility of the installation layout.

Description

Technical Field

[0001] This utility model belongs to the field of air compressor technology, specifically relating to a crankshaft connection structure and a piston air compressor. Background Technology

[0002] Air compressors are used to provide high-pressure air to vehicles, and most vehicles currently use reciprocating air compressors. Existing reciprocating air compressors are mostly driven by a drive motor that rotates the crankshaft to drive the piston to do work. In the overall structure, the drive motor and the air compressor body are connected together, and the motor shaft of the drive motor is connected to the crankshaft of the air compressor through a coupling to avoid vibration problems caused by misalignment during assembly.

[0003] The drawback of the above connection method is that the coupling occupies a large axial space, which leads to a decrease in the overall compactness of the machine and thus affects the flexibility of the installation layout of the piston air compressor on the vehicle. Utility Model Content

[0004] This utility model provides a crankshaft connection structure and a piston air compressor, aiming to improve the overall structural compactness of the piston air compressor.

[0005] To achieve the above objectives, the technical solution adopted by this utility model is as follows: Firstly, a crankshaft connection structure is provided, comprising:

[0006] The double-sided stop flange serves as a common end cover connecting the motor housing and crankcase. The double-sided stop flange has a shaft hole in the center, which is on the same axis as the motor rotor.

[0007] The power take-off sleeve is fixedly installed at the center of the motor rotor;

[0008] The crankshaft body has one end rotatably connected to the end wall of the crankcase away from the motor housing, and the other end extends through the shaft hole into the motor housing to form a power take-off section. The power take-off section is inserted and fixed to the power take-off sleeve.

[0009] The crankshaft body passes through the shaft hole to form a centering section, which is coaxial with the power take-off section and rotatably connected to the shaft hole.

[0010] In conjunction with the first aspect, in one possible implementation, the power take-off section is a cone, the power take-off sleeve has a tapered hole that matches the taper of the cone, and the center of the end of the power take-off sleeve away from the double-sided stop flange is provided with a countersunk hole that communicates with the tapered hole. A fastener is inserted into the countersunk hole and screwed to the end of the power take-off section that enters the tapered hole.

[0011] In some embodiments, a key bar extending axially is provided between the outer periphery of the power take-off sleeve and the motor rotor; a limiting platform is provided at one end of the power take-off sleeve, and the limiting platform abuts against the end face of the motor rotor away from the double-sided stop flange; the other end of the power take-off sleeve passes through the motor rotor and has an annular groove on its outer periphery, and a retaining ring is fitted in the annular groove.

[0012] For example, a first bearing is fitted onto the centering section, and the first bearing is embedded in the shaft hole.

[0013] For example, a bushing is installed inside the shaft hole, and two first bearings are installed adjacent to each other inside the bushing.

[0014] In conjunction with the first aspect, in one possible implementation, the double-sided flange is provided with a first convex stop and a second convex stop on both sides; both the first convex stop and the second convex stop are concentric with the shaft hole; wherein, the first convex stop is fitted into the motor housing, and the second convex stop is fitted into the crankcase.

[0015] In some embodiments, a first sealing ring is provided between the first convex stop and the inner peripheral wall of the motor housing; and a second sealing ring is provided between the second convex stop and the inner peripheral wall of the crankcase.

[0016] For example, the end of the crankshaft body away from the power take-off section forms a tail section, which is coaxial with the centering section.

[0017] For example, a second bearing is fitted onto the tail section, and the second bearing is embedded in the end wall of the crankcase away from the motor housing.

[0018] The beneficial effects of the crankshaft connection structure provided by this utility model are as follows: Compared with the prior art, the crankshaft connection structure of this utility model connects the motor housing and the crankcase through a double-sided stop flange, which helps to improve the assembly coaxiality between the motor housing and the crankcase. At the same time, the double-sided stop flange can serve as a common end cover for the motor housing and the crankcase, thus compressing the axial space of the whole machine and improving the compactness of the whole machine structure.

[0019] Based on the above, the shaft hole opened in the center of the double-sided flange is used to rotate with the centering section of the crankshaft body. The power take-off section of the crankshaft body is then inserted into the power take-off sleeve that passes through the center of the motor rotor. This is equivalent to using the power take-off section as the mounting base of the motor rotor. This not only ensures the coaxiality of the motor rotor and the crankshaft body to reduce operating vibration, but also eliminates the need for the motor shaft and coupling, thereby reducing the overall cost. More importantly, it saves the axial space occupied by the coupling, which helps to further improve the compactness of the overall structure, thereby reducing the space occupied by the overall installation and increasing the flexibility of the installation layout on the vehicle.

[0020] Secondly, this utility model embodiment also provides a piston air compressor, including the above-mentioned crankshaft connection structure.

[0021] The beneficial effects of the piston air compressor provided by this utility model are as follows: Compared with the prior art, the piston air compressor of this utility model adopts the above-mentioned crankshaft connection structure. The motor housing and crankcase are connected by a double-sided stop flange, which is conducive to compressing the axial space of the whole machine and improving the compactness of the whole machine structure. On the basis of the above, the shaft hole opened in the center of the double-sided stop flange is used to rotate with the centering section of the crankshaft body, and the power take-off section of the crankshaft body is inserted and matched with the power take-off sleeve passing through the center of the motor rotor. This not only ensures the coaxiality of the motor rotor and the crankshaft body to reduce operating vibration, but also eliminates the need for the motor shaft and coupling, thereby further improving the compactness of the whole machine structure, reducing the space occupied by the whole machine installation, and improving the flexibility of the installation layout on the vehicle. Attached Figure Description

[0022] Figure 1 A cross-sectional view of the crankshaft connection structure provided in an embodiment of this utility model;

[0023] Figure 2 A three-dimensional structural diagram of the crankshaft connection structure provided in an embodiment of this utility model;

[0024] Figure 3 An exploded structural diagram of the crankshaft connection structure provided in an embodiment of this utility model;

[0025] Figure 4 This is a cross-sectional view of the force take-off sleeve used in the embodiments of this utility model;

[0026] Figure 5 for Figure 1 A magnified schematic diagram of the structure at point A in the middle.

[0027] In the diagram: 10. Double-sided stop flange; 100. Shaft hole; 11. First raised stop; 111. First sealing ring; 12. Second raised stop; 121. Second sealing ring; 20. Power take-off sleeve; 21. Tapered hole; 22. Countersunk hole; 23. Key bar; 24. Limiting platform; 25. Ring groove; 26. Snap ring; 30. Crankshaft body; 31. Power take-off section; 32. Centering section; 321. First bearing; 33. Tail section; 331. Second bearing; 40. Fastener; 50. Bushing; 60. Motor housing; 70. Crankcase; 80. Motor rotor. Detailed Implementation

[0028] To make the technical problem to be solved, the technical solution, and the 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.

[0029] It should be noted that when an element is referred to as being "set on" or "connected to" another element, it can be directly on or indirectly on the other element. It should be understood that the terms "front," "rear," "top," "bottom," "inner," and "outer," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this application.

[0030] It should be understood that the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this application, "multiple" or "several" means two or more, unless otherwise explicitly specified.

[0031] In the prior art, the drive motor and compressor of a piston air compressor are integrated and fixed together, but they are independent structural modules. A transition housing is required between the drive motor and the compressor to connect them. The motor shaft and crankshaft extend into the transition housing and are connected by a coupling.

[0032] The existing structure makes it difficult to guarantee the coaxiality of the motor shaft and crankshaft in terms of assembly precision. Therefore, the coupling used to connect the two usually needs to have radial self-aligning capability to compensate for coaxiality deviation. In addition, since the presence of the coupling inevitably occupies the axial space of the whole machine, the overall length of the existing piston air compressor is often large.

[0033] The following embodiments of this application are all intended to address the aforementioned shortcomings of existing piston air compressors.

[0034] Please refer to the following: Figures 1 to 5 The crankshaft connection structure provided by this utility model is described below. The crankshaft connection structure includes a double-sided stop flange 10, a power take-off sleeve 20, and a crankshaft body 30. The double-sided stop flange 10 serves as a common end cover connecting the motor housing 60 and the crankcase 70. The center of the double-sided stop flange 10 is provided with a shaft hole 100, which is coaxial with the motor rotor 80. The power take-off sleeve 20 is fixedly inserted through the center of the motor rotor 80. One end of the crankshaft body 30 is rotatably connected to the end wall of the crankcase 70 away from the motor housing 60, and the other end extends through the shaft hole 100 into the motor housing 60 to form a power take-off section 31. The power take-off section 31 is inserted and fixed to the power take-off sleeve 20. The part of the crankshaft body 30 that passes through the shaft hole 100 forms a centering section 32, which is coaxial with the power take-off section 31 and rotatably connected to the shaft hole 100.

[0035] It should be noted that the above-mentioned double-sided stop flange 10 can be understood as having stop structures on both sides of the flange plate for installation and positioning. The stop structures on both sides are used to cooperate with the motor housing 60 and the crankcase 70 respectively to ensure assembly accuracy.

[0036] For the drive motor, under normal circumstances, its motor rotor 80 is installed based on the rotational engagement of the rotor shaft and the motor housing 60. In this embodiment, the part of the crankshaft body 30 that extends into the motor housing 60 serves as the power take-off section 31, replacing the function of the rotor shaft. The motor rotor 80 is installed by inserting the power take-off sleeve 20 through the center into the power take-off section 31. In other words, based on the structure of the crankshaft body 30, a structure is formed in which the drive motor and the compressor share the same shaft, thereby ensuring the absolute coaxiality of the motor rotor 80 and the crankshaft body 30.

[0037] Considering the rotational stability of the crankshaft body 30, the part that passes through the shaft hole 100 is used as the centering section 32 to rotate with the shaft hole 100, and the end that extends into the crankcase 70 rotates with the end wall of the crankcase 70 away from the motor housing 60, thereby ensuring that the crankshaft body 30 has two stable connection points.

[0038] Compared with the prior art, the crankshaft connection structure provided in this embodiment connects the motor housing 60 and the crankcase 70 through a double-sided stop flange 10, which helps to improve the assembly coaxiality between the motor housing 60 and the crankcase 70. At the same time, the double-sided stop flange 10 can serve as a common end cover for the motor housing 60 and the crankcase 70, thus compressing the axial space of the whole machine and improving the compactness of the whole machine structure.

[0039] Based on the above, the shaft hole 100 opened in the center of the double-sided stop flange 10 is rotated with the centering section 32 of the crankshaft body 30, and the power take-off section 31 of the crankshaft body 30 is inserted into the power take-off sleeve 20 passing through the center of the motor rotor 80. This is equivalent to using the power take-off section 31 as the mounting base of the motor rotor 80. This not only ensures the coaxiality of the motor rotor 80 and the crankshaft body 30 to reduce operating vibration, but also eliminates the need for the motor shaft and coupling, thereby reducing the overall cost. More importantly, it saves the axial space occupied by the coupling, which helps to further improve the compactness of the overall structure, thereby reducing the space occupied by the overall installation and improving the flexibility of the installation layout on the vehicle.

[0040] In some embodiments, see Figure 3 and Figure 4 The power take-off section 31 is a cone, and the power take-off sleeve 20 has a tapered hole 21 that matches the taperedness of the cone. The center of the end of the power take-off sleeve 20 away from the double-sided stop flange 10 is provided with a countersunk hole 22 that communicates with the tapered hole 21. A fastener 40 is inserted into the countersunk hole 22 and is screwed to the end of the power take-off section 31 that enters the tapered hole 21.

[0041] By using the method of inserting the cone into the cone hole 21, the cone surface can be used for centering, thereby reducing the assembly difficulty and improving the coaxiality of the connection. On this basis, the fasteners 40, such as bolts, which are inserted into the countersunk hole 22, are screwed to the power take-off section 31, thereby achieving axial limiting of the power take-off sleeve 20 and the power take-off section 31, and preventing the power take-off sleeve 20 from axially moving on the power take-off section 31, which would affect the running stability of the motor rotor 80.

[0042] Among some possible implementations, see [link to relevant documentation]. Figure 3 and Figure 4 A key 23 extending axially is provided between the outer periphery of the power take-off sleeve 20 and the motor rotor 80; a limiting platform 24 is provided at one end of the power take-off sleeve 20, and the limiting platform 24 abuts against the end face of the motor rotor 80 away from the double-sided stop flange 10; the other end of the power take-off sleeve 20 passes through the motor rotor 80 and is provided with an annular groove 25 on its outer periphery, and a retaining spring 26 is fitted in the annular groove 25.

[0043] The rotor core of the motor rotor 80 has a through hole at its center for the force take-off sleeve 20 to pass through. Keyways are provided on the peripheral wall of the force take-off sleeve 20 and the wall of the through hole, respectively. By embedding the key bar 23 into the keyway, the relative rotational freedom of the force take-off sleeve 20 and the motor rotor 80 can be constrained. On this basis, the limiting platform 24 at one end of the force take-off sleeve 20 abuts against the end wall of the motor rotor 80, and the other end of the force take-off sleeve 20 is provided with a retaining spring 26. This achieves axial limiting between the force take-off sleeve 20 and the motor rotor 80. The assembly method is simple and convenient, and it can avoid the use of threaded connectors. It is beneficial to improve the anti-disengagement performance between the motor rotor 80 and the force take-off sleeve 20, thereby improving the connection stability of the motor rotor 80.

[0044] Specifically, such as Figure 3 As shown, a first bearing 321 is fitted onto the centering section 32, and the first bearing 321 is embedded in the shaft hole 100. By setting the first bearing 321, not only can the rotational resistance be reduced, but the wear problem of the crankshaft and the shaft hole 100 can also be avoided, thereby improving the rotational stability and service life of the crankshaft.

[0045] It should be noted that you should refer to [link / reference]. Figure 1 and Figure 3 A bushing 50 is embedded in the aforementioned shaft hole 100, and two first bearings 321 are installed adjacent to each other in the bushing 50. By setting the bushing 50, the dependence on the machining accuracy of the shaft hole 100 can be reduced. At the same time, the bushing 50 can avoid the limitation of the thickness of the double-sided stop flange 10 on the installation of the first bearings 321. Two first bearings 321 can be embedded in the bushing 50 to cooperate with the centering section 32, thereby increasing the axial length of the cooperation and thus improving the rotational stability of the crankshaft body 30.

[0046] As one specific embodiment of the aforementioned double-sided stop flange 10, please refer to Figure 5 The double-sided flange 10 is provided with a first convex stop 11 and a second convex stop 12 on both sides; the first convex stop 11 and the second convex stop 12 are both concentric with the shaft hole 100; wherein, the first convex stop 11 is embedded in the motor housing 60, and the second convex stop 12 is embedded in the crankcase 70.

[0047] It should be understood that the ends of the motor housing 60 and the crankcase 70 that are close to each other should be provided with concave stops that correspond to the first convex stop 11 and the second convex stop 12. During processing, it is only necessary to ensure the dimensional accuracy of the concave stops, the dimensional accuracy of the first convex stop 11 and the second convex stop 12 and the coaxiality to ensure the assembly coaxiality of the motor housing 60 and the crankcase 70. This can greatly reduce the processing difficulty and save processing costs.

[0048] To ensure the airtightness of the motor housing 60 and crankcase 70, please refer to [link / reference needed]. Figure 5 A first sealing ring 111 is provided between the first convex stop 11 and the inner peripheral wall of the motor housing 60; a second sealing ring 121 is provided between the second convex stop 12 and the inner peripheral wall of the crankcase 70. Considering the waterproof requirements of the motor rotor 80 and stator, as well as the sealing performance of the crankcase 70, the first sealing ring 111 is provided to ensure the sealing performance of the connection between the first convex stop 11 and the motor housing 60, and the second sealing ring 121 is provided to ensure the sealing performance of the connection between the second convex stop 12 and the crankcase 70.

[0049] It is necessary to understand that, such as Figure 3 As shown, the end of the crankshaft body 30 furthest from the power take-off section 31 forms a tail section 33, which is coaxial with the centering section 32. By providing an end connection point for the crankshaft body 30 through the rotational engagement of the tail section 33 with the end wall of the crankcase 70, the connection stability of the crankshaft body 30 can be improved. During processing, it is only necessary to ensure the coaxiality of the tail section 33 and the centering section 32 to ensure the rotational stability of the crankshaft body 30.

[0050] For details, please see Figure 3 A second bearing 331 is fitted onto the tail section 33, and the second bearing 331 is embedded in the end wall of the crankcase 70 away from the motor housing 60. By setting the second bearing 331, not only can the rotational resistance be reduced, but the wear problem of the tail section 33 can also be avoided, thereby improving the service life of the crankshaft body 30.

[0051] Based on the same inventive concept, please combine Figures 1 to 5 It is understood that this application also provides a piston air compressor, including the crankshaft connection structure described above.

[0052] The piston air compressor provided in this embodiment, compared with the prior art, adopts the aforementioned crankshaft connection structure. The motor housing 60 and the crankcase 70 are connected by a double-sided stop flange 10, which helps to compress the axial space of the whole machine and improve the overall structural compactness. Based on the above, the shaft hole 100 opened in the center of the double-sided stop flange 10 is used to rotate with the centering section 32 of the crankshaft body 30, and the power take-off section 31 of the crankshaft body 30 is inserted into the power take-off sleeve 20 passing through the center of the motor rotor 80. This not only ensures the coaxiality of the motor rotor 80 and the crankshaft body 30 to reduce operating vibration, but also eliminates the need for a motor shaft and coupling, thereby further improving the overall structural compactness, reducing the space occupied by the whole machine installation, and increasing the flexibility of the installation layout on the vehicle.

[0053] The above description is only a preferred embodiment of the present utility model and is not intended to limit the present utility model. Any modifications, equivalent substitutions and improvements made within the spirit and principles of the present utility model should be included within the protection scope of the present utility model.

Claims

1. A crankshaft connection structure, characterized in that, include: A double-sided stop flange serves as a common end cover connecting the motor housing and crankcase. The double-sided stop flange has a central shaft hole, which is coaxial with the motor rotor. A power take-off sleeve is fixedly inserted through the center of the motor rotor; The crankshaft body has one end rotatably connected to the end wall of the crankcase away from the motor housing, and the other end extends through the shaft hole into the motor housing to form a power take-off section, which is inserted and fixed to the power take-off sleeve. The crankshaft body passes through the shaft hole to form a centering section, which is coaxial with the power take-off section and rotatably connected to the shaft hole.

2. The crankshaft connection structure as described in claim 1, characterized in that, The power take-off section is a cone, and the power take-off sleeve has a tapered hole that matches the taper of the cone. The center of one end of the power take-off sleeve away from the double-sided stop flange is provided with a countersunk hole that communicates with the tapered hole. A fastener is inserted into the countersunk hole and screwed to the end of the power take-off section that enters the tapered hole.

3. The crankshaft connection structure as described in claim 1, characterized in that, A key bar extending axially is provided between the outer periphery of the power take-off sleeve and the motor rotor; a limiting platform is provided at one end of the power take-off sleeve, and the limiting platform abuts against the end face of the motor rotor away from the double-sided stop flange; the other end of the power take-off sleeve passes through the motor rotor and has an annular groove on its outer periphery, and a retaining spring is fitted in the annular groove.

4. The crankshaft connection structure as described in claim 1, characterized in that, A first bearing is fitted onto the centering section, and the first bearing is embedded in the shaft hole.

5. The crankshaft connection structure as described in claim 4, characterized in that, A bushing is fitted inside the shaft hole, and two of the first bearings are fitted adjacent to each other inside the bushing.

6. The crankshaft connection structure as described in claim 1, characterized in that, The double-sided flange is provided with a first convex stop and a second convex stop on both sides; the first convex stop and the second convex stop are both concentric with the shaft hole; wherein, the first convex stop is fitted into the motor housing and the second convex stop is fitted into the crankcase.

7. The crankshaft connection structure as described in claim 6, characterized in that, A first sealing ring is provided between the first convex stop and the inner peripheral wall of the motor housing; a second sealing ring is provided between the second convex stop and the inner peripheral wall of the crankcase.

8. The crankshaft connection structure as described in any one of claims 1-7, characterized in that, The crankshaft body at the end furthest from the power take-off section forms a tail section, which is coaxial with the centering section.

9. The crankshaft connection structure as described in claim 8, characterized in that, A second bearing is fitted onto the tail section, and the second bearing is embedded in the end wall of the crankcase away from the motor housing.

10. A piston air compressor, characterized in that, Includes the crankshaft connection structure as described in any one of claims 1-9.

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