CN117212413A - Transmission device and air compressor - Google Patents

Abstract

The embodiment of the application relates to air compression equipment, in particular to a transmission device and an air compressor, wherein the transmission device comprises: a plurality of connecting rods and crank cam mechanisms; one end of any connecting rod along the length direction is used for being connected with a piston of one cylinder of the air compressor, and the other end of the connecting rod is used for being connected with a piston of the other cylinder of the air compressor; the crank cam mechanism is connected with each connecting rod along the direction of a preset axis, and is used for rotating by taking the preset axis as a pivot axis and driving each connecting rod to reciprocate in a linear motion along the length direction of each connecting rod when rotating, so that each cylinder executes suction and pumping of air. Compared with the prior art, when the transmission device does work on each piston, the waste of energy can be avoided, and because the piston does not bear acting force in the radial direction, unnecessary vibration generated during the work of the air compressor can be effectively reduced, and the service life of the air compressor is prolonged.

Description

Transmission device and air compressor

Technical Field

The embodiment of the application relates to air compression equipment, in particular to a transmission device and an air compressor.

Background

In a conventional internal combustion engine, reciprocating motion of a piston is converted into rotational motion of a crankshaft by a crank-link mechanism, and corresponding moving parts are driven by the crankshaft to output power to the outside. In the conventional air compressor, there is also a crank cam mechanism, by which a rotational motion of a crankshaft is converted into a reciprocating linear motion of a piston, and air in a cylinder is compressed by the piston. However, in the crank-link mechanism, if the compression of multiple cylinders is to be realized due to the existence of the links, multiple crank-link mechanisms are required to be arranged, so that the volume of the air compressor can be increased undoubtedly, the air compressor is heavy, the original balance of the air compressor can be damaged, and unnecessary vibration is caused.

Disclosure of Invention

The embodiment of the application aims to design a transmission device and an air compressor, which can reduce the volume of the air compressor and simultaneously reduce unnecessary vibration generated by the air compressor during working, thereby prolonging the service life of the air compressor.

In order to achieve the above object, an embodiment of the present application provides a transmission device including:

a plurality of connecting rods; one end of any connecting rod along the length direction is used for being connected with a piston of one cylinder of the air compressor, and the other end of the connecting rod is used for being connected with a piston of the other cylinder of the air compressor;

the crank cam mechanism is connected with each connecting rod along the direction of a preset axis, is used for rotating by taking the preset axis as a pivot axis, and is used for driving each connecting rod to reciprocate linearly along the length direction of each connecting rod when rotating, so that each cylinder executes suction and pumping of air.

In addition, an embodiment of the present application further provides an air compressor, including: the transmission device comprises the transmission device and a plurality of air cylinders, wherein each air cylinder is arranged around the direction of the preset axis;

one end of any one connecting rod is connected with the piston of one cylinder, and the other end of the connecting rod is connected with the piston of the other cylinder.

Compared with the prior art, the embodiment of the application has the advantages that the transmission device comprises the plurality of connecting rods and the crank cam mechanism, the crank cam mechanism is connected with each connecting rod along the direction of the preset axis, the crank cam mechanism can also rotate by taking the preset axis as the pivot axis and can drive each connecting rod to do reciprocating rectilinear motion along the length direction of each connecting rod when rotating, meanwhile, one end of any connecting rod is connected with the piston of one cylinder of the air compressor, and the other end of the connecting rod is connected with the piston of the other cylinder of the air compressor, so that when each connecting rod moves, only rectilinear thrust from the length direction of the piston is exerted on each connecting rod, and no radial acting force is generated on the piston, so that the transmission device avoids energy waste when doing work on each piston, and because the piston does not bear the radial acting force, unnecessary vibration generated when the air compressor works can be effectively reduced, and the service life of the air compressor is prolonged.

Drawings

FIG. 1 is a schematic isometric view of a transmission in some embodiments of the application;

FIG. 2 is a front view of FIG. 1;

FIG. 3 is a schematic axial view of a connecting rod in accordance with some embodiments of the present application;

FIG. 4 is a schematic illustration of the assembly of a connecting rod and cam assembly in accordance with some embodiments of the present application;

FIG. 5 is a cross-sectional view at B-B in FIG. 4;

FIG. 6 is a rear schematic view of a crankshaft assembly and cam assembly after mating in accordance with certain embodiments of the present application;

FIG. 7 is a front view of FIG. 6;

FIG. 8 is a cross-sectional view taken at C-C of FIG. 7;

FIG. 9 is an isometric view of an input shaft in some embodiments of the application;

FIG. 10 is a side view schematic of FIG. 9;

FIG. 11 is a schematic diagram of an assembly of an output shaft and a crankshaft in some embodiments of the application;

FIG. 12 is a cross-sectional view taken at D-D of FIG. 10;

FIG. 13 is a schematic illustration of the locking between the input shaft and the crankshaft by the locking member in some embodiments of the application;

fig. 14 is a schematic axial view of an air compressor in accordance with some embodiments of the present application;

FIG. 15 is a side view schematic of FIG. 14;

fig. 16 is a cross-sectional view at D-D in fig. 15.

Detailed Description

For the purpose of making the objects, technical solutions and advantages of the embodiments of the present application more apparent, the embodiments of the present application will be described in detail below with reference to the accompanying drawings. However, those of ordinary skill in the art will understand that in various embodiments of the present application, numerous technical details have been set forth in order to provide a better understanding of the present application. However, the claimed application may be practiced without these specific details and with various changes and modifications based on the following embodiments.

Example 1

A first embodiment of the application relates to a transmission, as shown in fig. 1, 2 and 3, the transmission 1 comprising: a plurality of connecting rods 11 and a crank cam mechanism 12.

As shown in fig. 16, one end of any one of the connecting rods 11 in the longitudinal direction thereof is connected to the piston 21 of one of the cylinders 2 of the air compressor, and the other end of the connecting rod 11 is connected to the piston 21 of the other cylinder 2 of the air compressor.

In addition, in some embodiments, as shown in fig. 1 and 3, a crank-cam mechanism 12 is connected to each link 11 along a direction of a preset axis, and the crank-cam mechanism 12 is configured to rotate about the preset axis as a pivot axis, and is configured to drive each link 11 to reciprocate linearly along a length direction of each link 11 when rotating, so that each cylinder 2 performs suction and pumping of air.

As can be seen from the above, since the transmission 1 comprises: the crank cam mechanism 12 is connected with each connecting rod 11 along the direction of a preset axis, the crank cam mechanism 12 can rotate by taking the preset axis as a pivot axis and can drive each connecting rod 11 to do reciprocating rectilinear motion along the length direction of each connecting rod 11 when rotating, meanwhile, one end of any connecting rod 11 is connected with the piston 21 of one cylinder 2 of the air compressor, and the other end of the connecting rod 11 is connected with the piston 21 of the other cylinder 2 of the air compressor, so that each connecting rod 11 only applies rectilinear thrust from the length direction of the piston 21 when moving, and does not generate radial acting force on the piston 21, and when the transmission device 1 does work on each piston 21, the waste of energy can be avoided, and the piston 21 does not bear the radial acting force, so that unnecessary vibration generated by the air compressor when working can be effectively reduced, and the service life of the air compressor is prolonged.

Specifically, in some embodiments, as shown in fig. 1 and 3, each link 11 includes: the annular clamping piece 111, the first rod piece 112 and the second rod piece 113. The annular clamping piece 111 is sleeved on the crank cam mechanism 12 along the direction of the preset axis, meanwhile, as shown in fig. 1, the first rod 112 and the second rod 113 are connected with the annular clamping piece 111, and the first rod 112 and the second rod 113 are arranged opposite to each other along the length direction of the connecting rod 11. Next, in any one of the connecting rods 11, as shown in fig. 16, the first rod 112 is used to connect the piston 21 of one of the cylinders 2 of the air compressor, and the second rod 113 is used to connect the piston 21 of the other cylinder 2 of the air compressor.

In order to achieve the socket joint of the annular engagement piece 111 on the crank-cam mechanism 12, as shown in fig. 4 and 5, the crank-cam mechanism 12 includes: a crankshaft assembly 121 and a number of cam assemblies 122. The crankshaft assembly 121 is rotatable with a preset axis as a pivot axis, and each cam assembly 122 is sleeved on the crankshaft assembly 121 along the direction of the preset axis, and each cam assembly 122 performs a circular motion around the direction of the preset axis when the crankshaft assembly 121 rotates. In addition, in some embodiments, as shown in fig. 4 and 5, the number of cam assemblies 122 is the same as that of the connecting rods 11, and the annular clamping members 111 of each connecting rod 11 are respectively sleeved on the uniquely corresponding cam assemblies 122, and any one cam assembly 122 is used for driving the uniquely corresponding connecting rod 11 to perform reciprocating linear motion along the length direction when performing circular motion around the preset axis.

Second, in some embodiments, the annular clamping member 111 may be configured to enable the cam assembly 122 to be sleeved, for example, as shown in fig. 3 and 4, where the direction of the annular clamping member 111 around the preset axis includes: a first half 1111, a second half 1112 detachably connected to the first half 1111. Wherein the first half ring 1111 is connected to the first rod 112, and the second half ring 1112 is connected to the second rod 113. Meanwhile, in order to realize the detachable connection between the first half ring 1111 and the second half ring 1112, in some embodiments, as shown in fig. 3 and 4, a part of the outer surface of the first half ring 1111 protrudes outwards to form a first threaded sleeve 1113 screwed in by the bolt 1115, and a part of the outer surface of the second half ring 1112 protrudes outwards to form a second threaded sleeve 1114 screwed in by the bolt 1115, so when assembling, the tail end and the head end of the first half ring 1111 and the tail end and the head end of the second half ring 1112 can be spliced, and when the first half ring 1111 and the second half ring 1112 are spliced, the first threaded sleeve 1113 and the second threaded sleeve 1114 are mutually butted, so that the first threaded sleeve 1113 and the second threaded sleeve 1114 can be mutually communicated, at the moment, the bolt 1115 can be screwed into the first threaded sleeve 1113 and the second threaded sleeve 1114 in sequence by using the bolt 1115, and the assembly mode of the annular clamping piece 111 can be combined, when the annular clamping piece 111 is assembled, the first half ring 1111 and the second half ring 1112 can be radially clamped with the first half ring 1113 and the second half ring 111122 by using the cam component 122, and the cam component 122 can be radially butted with each other, and then the first half ring 111122 and the cam component can be radially butted with each other. In addition, as a preferred embodiment, in other examples, as shown in fig. 3 and 4, the first threaded sleeve 1113 and the second threaded sleeve 1114 may be provided with a plurality of first threaded sleeves 1113 and second threaded sleeves 1114, for example, two first threaded sleeves 1113 and 1114 may be provided with two first threaded sleeves 1113 respectively, and the two first threaded sleeves 1113 are disposed opposite to each other along the radial direction of the first half ring 1111, and likewise, two second threaded sleeves 1114 are disposed opposite to each other along the radial direction of the second half ring 1112 respectively, so, by matching the plurality of first threaded sleeves 1113 with the plurality of second threaded sleeves 1114, the locking force 1112 of the first half ring 1111 and the second half ring after connection can be improved, so that after the annular clamping member 111 and the cam assembly 122 are assembled, the stability and reliability of the assembly between the annular clamping member 111 and the cam assembly 122 are ensured.

Additionally, it is noted that in some embodiments, as shown in fig. 5 and 8, the crankshaft assembly 121 includes: a crankshaft 1211, an output shaft 1212, an input shaft 1213, and a crank 1214. As shown in fig. 11, the crankshaft 1211 has a tail end 12111 and a head end 12112 distant from the tail end 12111 in the axial direction thereof. The output shaft 1212 is connected to a rear end 12111 of the crankshaft 1211, and is disposed eccentrically to the crankshaft 1211. Meanwhile, as shown in fig. 8, the input shaft 1213 is detachably connected to the head end 12112 of the crankshaft 1211 and is disposed eccentrically to the crankshaft 1211. Finally, as shown in fig. 8, a crank 1214 is sleeved on the crankshaft 1211 and is coaxially connected with the crankshaft 1211. Therefore, in practical application, as shown in fig. 16, the input shaft 1213 may be connected to a driving device of the air compressor, so that the crank assembly 121 may be rotated with a preset axis as a pivot axis by the driving device.

In addition, as shown in fig. 5 and 8, each cam module 122 is sleeved on the crank 1214 and sequentially arranged along the axial direction of the crank 1214, each cam module 122 is eccentrically arranged with the crank 1214, and each adjacent two cam modules 122 form deflection angles around the axial direction of the output shaft 1212 or the input shaft 1213, and the angles of the deflection angles are the same. Further, in some embodiments, as shown in fig. 5, cam assemblies 122 each include: an eccentric 1221 and a bearing 1222, and each eccentric 1221 is coupled to the crank 1214 and is eccentrically disposed with respect to the crank 1214 such that each eccentric 1221 is movable circumferentially about the predetermined axis when the crankshaft assembly 121 rotates about the predetermined axis. Next, as shown in fig. 5, the bearing 1222 of each cam assembly 122 is sleeved on the eccentric 1221 and is coaxially disposed with the eccentric 1221, and, as shown in conjunction with fig. 4 and 5, the bearing 1222 includes: the air compressor comprises a bearing inner ring member 12221 coaxially connected with the eccentric wheels 1221, a bearing outer ring member 12222 coaxially connected with the annular clamping member 111 of the corresponding connecting rod 11, and a plurality of rolling bodies 12223 arranged between the bearing inner ring member 12221 and the bearing outer ring member 12222, so that when each eccentric wheel 1221 performs circular motion in the direction around a preset axis, each eccentric wheel 1221 can only generate radial acting force on the annular clamping member 111 of the connecting rod 11 and not generate rotary acting force on the annular clamping member 111 of the connecting rod 11 by means of the relative rotation characteristic of the bearing outer ring member 12222 and the bearing inner ring member 12221 of the bearing 1222, thereby ensuring that the connecting rod 11 can only perform linear motion along the length direction of the connecting rod 11 without swinging, enabling the piston 21 to have better acting efficiency in the cylinder body of the cylinder, and further improving the power of the air compressor.

In addition, in order to be able to position each cam assembly 122 on the crank 1214, as shown in fig. 7 and 8, the crankshaft assembly 121 further includes: the positioning rings 1215, and the positioning rings 1215 and the cam assemblies 122 are alternately arranged along the axial direction of the crank 1214 in turn, so that one cam assembly 122 is disposed between every two adjacent positioning rings 1215, and, as shown in fig. 5 and 6, the number of the positioning rings 1215 is greater than that of the cam assemblies 122, and one cam assembly 122 can be positioned on the crank 1214 through every two adjacent positioning rings 1215.

Further, as a preferred embodiment, as shown in fig. 6 and 8, the crankshaft assembly 121 further includes: a first positioning assembly 1216 and a second positioning assembly 1217. The first positioning unit 1216 and the second positioning unit 1217 are detachably provided at both ends of the crank 1214 in the axial direction of the crank 1214, and the first positioning unit 1216 is abutted against a positioning ring 1215 provided near one end of the crank 1214, and the second positioning unit 1217 is abutted against a positioning ring 1215 provided near the other end of the crank 1214.

As shown in connection with fig. 8, the first positioning assembly 1216 includes: a first bearing 12161 and a first bracket 12162, wherein the first bearing 12161 comprises: the first inner ring member 121611 sleeved on the crank 1214, the first outer ring member 121612 coaxial with and opposite to the first inner ring member 121611, and a plurality of first rolling elements 121613 distributed between the first inner ring member 121611 and the first outer ring member 121612, and then the first bracket 12162 is sleeved on the first outer ring member 121612 of the first bearing 12161, and can be used for supporting and fixing the first bearing 12161 through the first bracket 12162, and the first inner ring member 121611 is abutted against a positioning ring 1215 disposed near one end of the crank 1214. Also, in some embodiments, as shown in fig. 8, the second positioning assembly 1217 and the first positioning assembly 1216 may be configured identically, and specifically, the second positioning assembly 1217 includes: a second bearing 12171 and a second bracket 12172, wherein the second bearing 12171 comprises: the second inner ring member 121711 sleeved on the crank 1214, the second outer ring member 121712 coaxial with and opposite to the second inner ring member 121711, and a plurality of second rolling elements 121713 distributed between the second inner ring member 121711 and the second outer ring member 121712, and then the second bracket 12172 is sleeved on the second outer ring member 121712 of the second bearing 12171, and the second bracket 12172 can be used for supporting and fixing the second bearing 12171, and the second inner ring member 121711 abuts against the positioning ring 1215 disposed near the other end of the crank 1214. It is thus apparent that the stability of the crank 1214 during rotation is ensured by the respective supports 12162 and 12172, and unnecessary vibration of the air compressor during operation is avoided.

In addition, as a preferred embodiment, the deflection angle between every two adjacent cam assemblies 122 is the same, for example, in some embodiments, as shown in fig. 5, 6, 7 and 8, the number of cam assemblies 122 is greater than two, for example, three cam assemblies 122 may be provided, such that the deflection angle between every two adjacent cam assemblies 122 is 120 degrees. As shown in fig. 14, six cylinders 2 of the air compressor may be disposed in total, and six cylinders 2 may be disposed around the axial direction of the output shaft 1212 of the crankshaft assembly 121, and each two adjacent cylinders 2 may have a deflection angle of 60 degrees around the axial direction of the output shaft 1212 or the input shaft 1213, so when the cylinders 2 are disposed, each group of cylinders 2 may be disposed in pairs, and each group of cylinders 2 may be disposed on the movement path of the same eccentric wheel 1221, so that when the crank 1214 rotates, any one eccentric wheel 1221 may change the rotational movement of the crank 1214 into the reciprocating linear movement of the pistons 21 of the two cylinders 2 of the group, thereby achieving the suction and compression of air. In addition, it should be noted that in the present embodiment, the eccentric wheels 1221 are only described by taking three examples, and in other examples, the number of the eccentric wheels 1221 may be increased according to the usage situation, and after each eccentric wheel 1221 is increased, the number of the cylinders 2 may be correspondingly increased, so that the air compressor may have a larger air intake amount while the volume of the air compressor is not changed.

In addition, as shown in fig. 9 and 10, a shaft hole 12131 is provided at an end of the input shaft 1213 connected to the crankshaft 1211, and a shaft hole 12131 is partially inserted into the input shaft 1213 in a direction from the head end 12112 to the tail end 12111 of the crankshaft 1211, and a hole wall of the shaft hole 12131 has a first stopper 12132, and then, as shown in fig. 11 and 12, a portion of the crankshaft 1211 inserted into the shaft hole 12131 has a second stopper 12113, and finally, the first stopper 12132 and the second stopper 12113 are engaged to fix the input shaft 1213 to the crankshaft 1211 around the circumferential direction thereof.

As can be seen from the above, since the shaft hole 12131 is provided at the end of the input shaft 1213 of the crank assembly 121 to which the crank shaft 1211 is connected, and at the same time, the crank shaft 1211 of the crank assembly 121 is partially inserted into the shaft hole 12131 of the input shaft 1213 from the head end 12112 to the tail end 12111, and the hole wall of the shaft hole 12131 has the first stopper 12132, and the portion of the crank shaft 1211 inserted into the shaft hole 12131 has the second stopper 12113, and at the same time, the first stopper 12132 and the second stopper 12113 cooperate, so that the input shaft 1213 can be fixed to the crank shaft 1211 around the circumferential direction thereof, thereby ensuring the connection stability of the crank shaft 1211 and the input shaft 1213, and improving the service life of the crank assembly 121.

Specifically, in some embodiments, as shown in fig. 9 and 10, the first stopper 12132 includes: at least one first stopper plane 121321 formed by the wall of the shaft hole 12131, and at the same time, as shown in fig. 11 and 12, the second stopper 12113 includes: at least one second stop plane 121131 formed by the input shaft 1213 about its circumference. Wherein, the first limiting plane 121321 and the second limiting plane 121131 are attached to each other around the circumference of the input shaft 1213, so that after the crankshaft 1211 is partially inserted into the shaft hole 12131 of the input shaft 1213 from the head end 12112 to the tail end 12111, the input shaft 1213 and the crankshaft 1211 can be mutually limited around the circumference thereof by attaching the first limiting plane 121321 and the second limiting plane 121131, thereby realizing fixation.

In addition, as a preferred embodiment, as shown in fig. 9, 10 and 12, a plurality of first limiting planes 121321 and second limiting planes 121131 are provided, and the number of the first limiting planes 121321 and the number of the second limiting planes 121131 are the same, and each first limiting plane 121321 is attached to the second limiting plane 121131 which is provided in a unique corresponding manner. For example, as shown in fig. 9, 10 and 12, the first limiting surface plane 121321 and the second limiting surface plane 121131 are provided with two, wherein the two first limiting surfaces 121321 are disposed opposite to each other in the radial direction of the shaft hole 12131, and the two second limiting surfaces 121131 are disposed opposite to each other in the radial direction of the input shaft 1213. It is thus readily apparent that the fixing and stabilizing properties of the input shaft 1213 and the crankshaft 1211 after connection can be improved by the attachment of the two first limiting surfaces 121321 to the two uniquely corresponding second limiting surfaces 121131. It should be noted that, in the present embodiment, the first limiting portion 12132 is only illustrated as including two first limiting planes 121321, and similarly, the second limiting portion 12113 is also only illustrated as including two second limiting planes 121131, and in other embodiments, the first limiting portion 12132 may include more first limiting planes 121321, and the second limiting portion 132 may include more second limiting planes 121131, and in the present embodiment, the number of first limiting planes 121321 included in the first limiting portion 12132 and the number of second limiting planes 121131 included in the second limiting portion 132 are not specifically limited.

In addition, as shown in fig. 9, 10 and 11, since the hole wall of the shaft hole 12131 of the input shaft 1213 has at least one first limiting plane 121321, and the portion of the crankshaft 1211 inserted into the shaft hole 12131 corresponding to the first limiting plane 121321 has at least one second limiting plane 121131, the matching of the crankshaft 1211 and the shaft hole 12131 is in a non-circular structure, and the fixing of the input shaft 1213 and the crankshaft 1211 can be achieved around the axial direction of the input shaft 1213 by the non-circular structural characteristic. Of course, in other embodiments, the first stopper 12132 and the second stopper 12113 may have other structures than a plane, and in the present embodiment, the structures of the first stopper 12132 and the second stopper 12113 are not specifically limited.

Additionally, in other embodiments, the input shaft 1213 is interference fit with the crankshaft 1211 through the shaft bore 12131, thereby further improving the robustness of the input shaft 1213 after mating with the crankshaft 1211. However, in other embodiments, as shown in FIG. 13, the crankshaft assembly 121 further comprises: a lock 1218, and the lock 1218 locks the input shaft 1213 to the crankshaft 1211 in the axial direction of the input shaft 1213. For example, the locking member 1218 may be a bolt locking member, and the corresponding bolt locking member, as shown in fig. 13, includes: the screw section 12181, the flange portion 12182 provided coaxially with the screw section 12181, and the corresponding bolt locker, as shown in fig. 13, the input shaft 1213 is provided with the positioning hole 12133 in the axial direction thereof, and at the same time, the head end 12112 of the crankshaft 1211 is provided with the screw hole 12114, and the screw hole 12114 is provided coaxially with the positioning hole 12133, so that, when a part of the crankshaft 1211 is inserted into the shaft hole 12131 of the input shaft 1213, the screw hole 12114 and the positioning hole 12133 can communicate with each other, at this time, as shown in fig. 13, the screw section 12181 of the bolt locker can be inserted into the positioning hole 12133 and screwed into the screw hole 12114, and when the screw section 12181 is screwed into the screw hole 12114 by a certain length, the root portion 142 of the bolt locker can abut against one end of the input shaft 1213 remote from the crankshaft 1211. It will be apparent from this that, since the locking member 1218 locks and fixes the input shaft 1213 and the crankshaft 1211 in the axial direction of the input shaft 1213, the locking member 1218 is not subjected to the radial force of the input shaft 1213 and the crankshaft 1211 during rotation, and at the same time, the locking force of the connection between the input shaft 1213 and the crankshaft 1211 can be further increased by the locking member 1218. Moreover, it should be noted that, in other embodiments, as shown in fig. 13, a receiving groove 12134 is further provided on a side of the input shaft 1213 away from the crankshaft 1211, and the root 142 of the bolt locking member can be received through the receiving groove 12134, so that the crankshaft assembly 1 can have a smaller volume, and meanwhile, it is ensured that the locking member 1218 does not affect the rotation of the input shaft 1213.

In addition, in other embodiments, as shown in fig. 8 and 11, the output shaft 1212 is integrally formed with the crankshaft 1211, however, in other embodiments, the output shaft 1212 and the crankshaft 1211 may be detachably connected, for example, by connecting the input shaft 1213 and the crankshaft 1211.

In addition, in order to connect each connecting rod 11 with the piston 21 of the cylinder of the air compressor, in other embodiments, as shown in fig. 1, 4 and 5, the first rod 112 of the connecting rod 11 is provided with a first pivot member 114 for connecting the piston 21, so that the first rod 112 is rotatable around the axis direction of the first pivot member 114, and the axis of the first pivot member 114 is parallel to the preset axis, by providing the first pivot member 114, the radial force generated by the piston 21 on the cylinder body of the cylinder 2 can be further reduced when the piston 21 is driven to perform linear motion, so as to avoid excessive wear of the cylinder body of the cylinder. Also, as shown in fig. 4 and 5, the second rod 113 is provided with a second pivoting member 115 for connecting the piston 21, such that the second rod 113 is rotatable about the axis direction of the second pivoting member 115, and the axis of the second pivoting member 115 is parallel to the preset axis, and by providing the second pivoting member 115, the radial force of the piston 21 on the cylinder body of the cylinder 2 can be reduced as well, avoiding excessive wear of the cylinder body of the cylinder when the second rod 113 moves the piston 21 linearly. For example, in some embodiments, as shown in fig. 1, the first pivot member 114 and the second pivot member 115 may each employ a bearing member by which the first lever 112 may be made rotatable about the axial direction of the first pivot member 114, while the second lever 112 may be made rotatable about the axial direction of the second pivot member 115.

Example two

A second embodiment of the present application relates to an air compressor, as shown in fig. 14, 15 and 16, including: a drive (not shown), a transmission 1 as described in example one, and a plurality of cylinders 2, wherein each cylinder 2 is arranged circumferentially about a predetermined axis.

Also, in some embodiments, as shown in fig. 16, the driving device may employ a motor driving device, and thus, in order to enable each cylinder 2 of the air compressor to perform suction and pumping of air, the output shaft 1212 of the crank-cam mechanism 12 may be connected to the motor driving device, so that the handle-cam mechanism 12 may be rotated about a preset axis as a pivot axis by the motor driving device, and used to drive each link 11 to reciprocate linearly along the length direction of each link 11 when rotated, so that each cylinder 2 may perform suction and pumping of air.

As can be seen from the foregoing, since the transmission device 1 includes the plurality of connecting rods 11 and the crank cam mechanism 12, and the crank cam mechanism 12 is connected to each connecting rod 11 along the direction of the preset axis, and the crank cam mechanism 12 can also rotate about the preset axis as the pivot axis, and can drive each connecting rod 11 to reciprocate linearly along the length direction of each connecting rod 11 when rotating, at the same time, since one end of any connecting rod is connected to the piston 21 of one of the cylinders 2 of the air compressor, and the other end of the connecting rod 11 is connected to the piston 21 of the other cylinder 2 of the air compressor, when each connecting rod 11 moves, only a linear thrust from the length direction of the piston 21 is applied to each connecting rod, and no radial acting force is generated to the piston 21, so that when the transmission device 1 does work on each piston 21, the waste of energy is avoided, and since the piston 21 does not bear the radial acting force, unnecessary vibration generated when the air compressor works can be effectively reduced, and the service life of the air compressor is improved.

It will be understood by those of ordinary skill in the art that the foregoing embodiments are specific embodiments in which the application is practiced and that various changes in form and details may be made therein without departing from the spirit and scope of the application.

Claims (15)

1. A transmission, the transmission comprising:

a plurality of connecting rods; one end of any connecting rod along the length direction is used for being connected with a piston of one cylinder of the air compressor, and the other end of the connecting rod is used for being connected with a piston of the other cylinder of the air compressor;

the crank cam mechanism is connected with each connecting rod along the direction of a preset axis, is used for rotating by taking the preset axis as a pivot axis, and is used for driving each connecting rod to reciprocate linearly along the length direction of each connecting rod when rotating, so that each cylinder executes suction and pumping of air.

2. The transmission of claim 1, wherein each of the links comprises:

the annular clamping piece is sleeved on the crank cam mechanism along the direction of the preset axis;

the first rod piece and the second rod piece are connected with the annular clamping piece; the first rod piece and the second rod piece are arranged opposite to each other along the length direction of the connecting rod;

in any connecting rod, the first rod piece is used for being connected with a piston of one cylinder of the air compressor, and the second rod piece is used for being connected with a piston of the other cylinder of the air compressor.

3. The transmission of claim 2, wherein the orientation of the annular snap about the predetermined axis comprises: the first semi-ring and the second semi-ring are detachably connected with the first semi-ring;

the first semi-ring is connected with the first rod piece, and the second semi-ring is connected with the second rod piece.

4. The transmission according to claim 2, wherein the first lever is provided with a first pivoting member for connecting the piston, the first lever being for being rotatable about an axis direction of the first pivoting member, the axis of the first pivoting member being parallel to the preset axis;

the second rod piece is provided with a second pivoting part used for being connected with the piston, the second rod piece is used for being rotatable around the axis direction of the second pivoting part, and the axis of the second pivoting part is parallel to the preset axis.

5. The transmission of claim 4, wherein the first pivot member and the second pivot member are each bearing members.

6. The transmission of any one of claims 2-5, wherein the crank-cam mechanism comprises:

the crankshaft assembly is rotatable by taking the preset axis as a pivot axis;

the cam assemblies are sleeved on the crankshaft assembly along the direction of the preset axis, and each cam assembly is used for performing circular motion around the direction of the preset axis when the crankshaft assembly rotates;

the number of the cam assemblies is the same as that of the connecting rods, the annular clamping pieces of the connecting rods are arranged in a unique corresponding mode, the annular clamping pieces of the connecting rods are sleeved on the cam assemblies which are arranged in a unique corresponding mode, and any one cam assembly is used for driving the connecting rods which are in a unique corresponding mode to conduct reciprocating linear motion along the length direction of the connecting rods when conducting circular motion around the direction of the preset axis.

7. The transmission of claim 6, wherein the crankshaft assembly comprises:

a crankshaft; the crankshaft is provided with a tail end and a head end far away from the tail end along the axis direction;

the output shaft is connected with the tail end of the crankshaft and is eccentrically arranged with the crankshaft;

the input shaft is connected with the head end of the crankshaft and is eccentrically arranged with the crankshaft;

the crank is sleeved on the crankshaft and is coaxially connected with the crankshaft;

each cam component is sleeved on the crank and is sequentially arranged along the axis direction of the crank; each cam component and the crank are eccentrically arranged, deflection angles are formed between every two adjacent cam components around the axis direction of the output shaft or the input shaft, and the angles of the deflection angles are the same.

8. The transmission of claim 7, wherein each of the cam assemblies comprises:

the eccentric wheel is sleeved on the crank and is eccentrically arranged with the crank;

the bearing is sleeved on the eccentric wheel and is coaxially arranged with the eccentric wheel; wherein the bearing comprises: the eccentric wheel comprises a bearing inner ring piece coaxially connected with the eccentric wheel, a bearing outer ring piece coaxially connected with the annular clamping piece of the connecting rod, which is uniquely corresponding to the eccentric wheel, and a plurality of rolling bodies arranged between the bearing inner ring piece and the bearing outer ring piece.

9. The transmission of claim 8, wherein the crankshaft assembly further comprises:

the positioning rings are coaxially connected with the crank; the number of the positioning rings is greater than the number of the cam assemblies;

and one cam component is arranged between every two adjacent positioning rings.

10. The transmission of claim 9, further comprising:

the first positioning assembly and the second positioning assembly are detachably arranged at two ends of the crank along the axial direction of the crank;

the first positioning assembly is abutted with the positioning ring which is arranged close to one end of the crank, and the second positioning assembly is abutted with the positioning ring which is arranged close to the other end of the crank.

11. The transmission of claim 10, wherein the first positioning assembly comprises:

a first bearing; the first bearing includes: the first inner ring piece is sleeved on the crank, the first outer ring piece is coaxial with and opposite to the first inner ring piece, and a plurality of first rolling bodies are distributed between the first inner ring piece and the first outer ring piece, and the first inner ring piece is abutted with the positioning ring which is arranged close to one end of the crank;

the first bracket is sleeved on the first outer ring piece of the first bearing and used for supporting and fixing the first bearing;

the second positioning assembly includes:

a second bearing; the second bearing includes: the second inner ring piece is sleeved on the crank, the second outer ring piece is coaxial with and opposite to the second inner ring piece, and a plurality of second rolling bodies are distributed between the second inner ring piece and the second outer ring piece, and the second inner ring piece is abutted with the positioning ring which is arranged close to the other end of the crank;

the first bracket is sleeved on the second outer ring piece of the second bearing and used for supporting and fixing the second bearing.

12. A transmission according to any one of claims 7 to 11, wherein the number of cam assemblies is greater than two.

13. The transmission according to claim 7, wherein a shaft hole is provided at one end of the input shaft connected to the crankshaft, a portion of the crankshaft is inserted into the shaft hole in a direction from the head end to the tail end of the crankshaft, a wall of the shaft hole has a first limit portion, a portion of the crankshaft inserted into the shaft hole has a second limit portion, and the first limit portion and the second limit portion cooperate to fix the input shaft and the crankshaft to each other around a circumferential direction thereof.

14. The transmission of claim 13, wherein the first stop portion comprises: at least one first limiting plane formed by the hole wall of the shaft hole, wherein the second limiting part comprises: at least one second limit plane formed by the input shaft around its circumference.

15. An air compressor, comprising: the driving device, the transmission device according to any one of 1-14 and a plurality of air cylinders, wherein each air cylinder is arranged around the direction of the preset axis;

one end of each connecting rod is connected with the piston of one cylinder, the other end of each connecting rod is connected with the piston of the other cylinder, and the crank cam mechanism is connected with the crank cam mechanism and used for driving the crank cam mechanism to rotate by taking the preset axis as a pivot axis.