CN118815687A - Drive connection structure and air-cooled piston air compressor - Google Patents

Abstract

The invention provides a drive connection structure, which comprises a motor casing, a crank case, a rotor shaft, a crank shaft assembly, a fan and a magnetic coupling piece, wherein the crank case is arranged on the motor casing; one end of the motor shell is provided with a flange, and the side wall of the flange is provided with a concave part; one end of the crankcase is connected with the flange plate and encloses a transmission cavity with the concave part; the rotor shaft is rotationally connected in the motor shell, and one end of the rotor shaft extends into the transmission cavity and is sleeved with the driving disc; one end of the crankshaft assembly extends into the transmission cavity and is sleeved with a driven disc, and the side wall of the driven disc is provided with a concave cavity suitable for accommodating the driving disc; the fan is connected with the crankshaft assembly; a magnetic coupling is disposed between the outer peripheral wall of the drive disk and the cavity peripheral wall of the cavity for establishing a coupling magnetic field between the drive disk and the driven disk to transmit torque. The driving connection structure provided by the invention not only can improve the compactness of the whole machine structure, but also can improve the overall operation stability and the service life.

Description

Drive connection structure and air-cooled piston air compressor

Technical Field

The invention belongs to the technical field of air compressors, and in particular relates to a drive connection structure and an air-cooled piston air compressor.

Background Art

Automobile air compressors are mainly used to provide the necessary high-pressure air source to automobile braking systems, suspension systems and other auxiliary air devices. Most common automobile air compressors use a two-stage piston compression mechanism. The current driving method of the two-stage piston compression mechanism is mostly to connect the motor shaft to the crankshaft through a coupling, and drive the piston connecting rod of the first compression cylinder and the piston connecting rod of the second compression cylinder to alternately move through the rotation of the crankshaft. At the same time, in order to meet the heat dissipation requirements, the cooling fan is usually connected to the outer end of the crankshaft, so that the crankshaft and the fan can rotate synchronously under the drive of the motor. The disadvantage of this driving structure is that it has high requirements for the coaxiality of the crankshaft and the motor shaft. When the body vibrates due to the rotation of the crankshaft during the operation of the air compressor, it is easy for the crankshaft and the motor shaft to have unsynchronized radial runout, which affects the operating stability and life; because the coupling occupies a large axial space, the compactness of the whole machine structure is insufficient, resulting in high installation limitations, which affects the reasonable layout in the limited installation space on the vehicle.

Summary of the invention

An embodiment of the present invention provides a driving connection structure, aiming to improve the compactness and operational stability of the entire machine structure.

To achieve the above-mentioned purpose, the technical solution adopted by the present invention is: in a first aspect, a driving connection structure is provided, comprising:

The motor housing has a flange at one end, and a side wall of the flange facing away from the motor housing has a recessed portion;

A crankcase, one end of which is connected to the flange and forms a transmission cavity with the recessed portion;

The rotor shaft is connected to the motor housing in an axially rotatable manner, and one end of the rotor shaft extends into the transmission cavity and is sleeved with a drive disc;

A crankshaft assembly is rotatably connected to the crankcase and its rotation axis coincides with the central axis of the rotor shaft. One end of the crankshaft assembly extends into the transmission cavity and is sleeved with a driven disc. The side wall of the driven disc facing away from the crankcase has a concave cavity suitable for accommodating the driving disc.

The fan is located on the outer side of the crankcase end away from the flange and is connected to the crankshaft assembly;

The magnetic coupling member is arranged between the outer peripheral wall of the driving disk and the peripheral wall of the cavity, and is used to establish a coupling magnetic field between the driving disk and the driven disk to transmit torque.

In combination with the first aspect, in a possible implementation manner, the magnetic coupling component includes:

A plurality of first magnets are embedded in the outer peripheral wall of the driving disk at intervals along the circumferential direction of the driving disk;

A plurality of second magnets are embedded in the cavity circumferential wall of the concave cavity at intervals along the circumferential direction of the driven disk, and each second magnet corresponds to each first magnet one by one and has opposite magnetic poles.

In some embodiments, a plurality of inertia blocks are embedded in the driven disk at intervals along its circumference, and each inertia block is located in a peripheral area of the cavity.

In combination with the first aspect, in a possible implementation, an end cover is provided at one end of the crankcase away from the flange, and the end of the crankshaft assembly away from the flange is rotatably connected to the end cover; wherein, the middle area of the side wall of the end cover away from the flange is recessed to form a cavity, and a speed-increasing transmission member is provided in the cavity, the power input end of the speed-increasing transmission member is connected to the crankshaft assembly, and the power output end of the speed-increasing transmission member is connected to the fan.

Exemplarily, the speed increasing transmission member includes:

A central shaft, one end of which is rotatably connected to the crankshaft assembly and the other end of which is used to connect to the fan, and a central gear is sleeved on the central shaft;

A rotating frame is sleeved on the end of the crankshaft assembly, and a plurality of planetary gears are distributed on the rotating frame at intervals along the circumference of the central axis, and each planetary gear is meshed and connected with the central gear;

The inner gear ring is embedded in the cavity and aligned with the central gear, and each planetary gear is meshed and connected with the inner gear ring.

In some embodiments, a concave stop is provided on the side wall of the end cover facing away from the flange, the concave stop is arranged around the cavity and connected to the cover, and the cover is sleeved on the central axis and rotatably connected to the central axis.

Exemplarily, a through hole is provided at the center of the cover, a first bearing is embedded in the through hole, and the first bearing is sleeved on the central axis; wherein, a limit platform is provided on the hole wall at one end of the through hole close to the fan, and a ring platform is provided on the central axis, and the ring platform and the limit platform are respectively abutted against both ends of the first bearing along the axial direction of the central axis.

For example, one end of the central shaft has a small diameter section, and at least one second bearing is sleeved on the small diameter section; the end of the crankshaft assembly facing the fan is provided with a center hole, and at least one second bearing is embedded in the center hole.

In some embodiments, a first convex stop and a second convex stop are respectively provided on both sides of the flange, the first convex stop is engaged with the motor housing, and the second convex stop is engaged with the crankcase.

The beneficial effect of the drive connection structure provided by the present invention is that: compared with the prior art, the drive connection structure of the present invention connects the motor housing and the crankcase as one through a flange, and a recessed portion is arranged on the side wall of the flange to form a transmission cavity between the flange and the crankcase, and the transmission cavity is used to accommodate a driving disk connected to the rotor shaft and a driven disk connected to the end of the crankshaft assembly, and at the same time, a recessed cavity is arranged on the side wall of the driven disk to allow the driving disk to extend into, and a magnetic coupling member is arranged between the outer peripheral wall of the driving disk and the peripheral wall of the recessed cavity to generate a coupling transmission force between the driving disk and the driven disk, so that the driving disk rotating with the motor shaft drives the driven disk to rotate synchronously, thereby driving the crankshaft The assembly and the fan connected to the crankshaft assembly rotate; the driving disc extends into the concave cavity of the side wall of the driven disc and places the driven disc in the recessed part of the flange, making full use of the radial space and compressing the axial connection size, thereby improving the compactness of the overall structure; the flexible transmission method of using magnetic coupling to transmit torque between the driving disc and the driven disc can avoid the radial constraint force caused by the direct connection between the motor shaft and the crankshaft assembly, thereby reducing the coaxiality requirements of the crankshaft assembly and the motor shaft, which not only helps to reduce the difficulty of processing and assembly, but also can avoid the impact on the motor shaft during the rotation of the crankshaft assembly, thereby improving the overall operation stability and service life.

In a second aspect, an embodiment of the present invention further provides an air-cooled piston air compressor, comprising the above-mentioned drive connection structure.

Compared with the prior art, the air-cooled piston air compressor provided by the embodiment of the present invention adopts the above-mentioned drive connection structure, which not only enables the driving disk to enter the concave cavity on the driven disk and place both of them in the recessed part of the flange, thereby compressing the axial connection size and improving the compactness of the overall structure, but also can utilize the magnetic coupling to transmit torque between the driving disk and the driven disk, thereby avoiding the direct connection between the motor shaft and the crankshaft assembly to generate radial constraint force, thereby reducing the coaxiality requirements for the crankshaft assembly and the motor shaft, helping to reduce the difficulty of processing and assembly, and improving the overall operating stability and service life.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG1 is a schematic cross-sectional view of a drive connection structure provided by an embodiment of the present invention;

FIG. 2 is a schematic diagram of a partial enlarged structure of points A and B in FIG. 1 .

In the figure: 10, motor housing; 11, flange; 111, first convex stop; 112, second convex stop; 20, crankcase; 200, transmission cavity; 21, end cover; 211, cavity; 212, concave stop; 213, cover; 2131, through hole; 2132, first bearing; 2133, limit table; 30, rotor shaft; 31, drive plate; 40, crankshaft assembly; 41, driven plate; 411, concave cavity; 412, inertia block; 42, center hole; 50, fan; 60, magnetic coupling; 61, first magnet; 62, second magnet; 70, speed increasing transmission member; 71, center shaft; 711, center gear; 712, ring stage; 713, small diameter section; 714, second bearing; 72, rotating frame; 721, planetary gear; 73, inner ring gear.

DETAILED DESCRIPTION

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

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

Please refer to FIG. 1 and FIG. 2 together, and the drive connection structure provided by the present invention will now be described. The drive connection structure includes a motor housing 10, a crankcase 20, a rotor shaft 30, a crankshaft assembly 40, a fan 50, and a magnetic coupling member 60; wherein, a flange 11 is provided at one end of the motor housing 10, and the side wall of the flange 11 facing away from the motor housing 10 has a recessed portion; one end of the crankcase 20 is connected to the flange 11, and a transmission cavity 200 is formed with the recessed portion; the rotor shaft 30 is connected to the motor housing 10 in an axially rotatable manner, and one end of the rotor shaft 30 extends into the transmission cavity 200 and is sleeved with a drive disk 31; the crankshaft assembly 40 rotates It is connected to the crankcase 20 and its rotation axis coincides with the central axis 71 of the rotor shaft 30. One end of the crankshaft assembly 40 extends into the transmission cavity 200 and is sleeved with a driven disk 41. The side wall of the driven disk 41 facing away from the crankcase 20 has a concave cavity 411 suitable for accommodating the driving disk 31. The fan 50 is located on the outer side of one end of the crankcase 20 facing away from the flange 11 and is connected to the crankshaft assembly 40. The magnetic coupling member 60 is provided between the outer peripheral wall of the driving disk 31 and the peripheral wall of the concave cavity 411, and is used to establish a coupling magnetic field between the driving disk 31 and the driven disk 41 to transmit torque.

It should be noted that, in this embodiment, the motor housing 10 can be a shell structure with at least one end open to facilitate the assembly of the stator and the rotor therein, and the flange 11 is connected to an open end of the motor housing 10, and at the same time, the side of the flange 11 facing away from the motor housing 10 is connected to the crankcase 20, thereby forming a structure in which the motor housing 10 and the crankcase 20 are respectively fixed on both sides of the flange 11, and the coaxiality of the connection between the rotor shaft 30 and the crankshaft assembly 40 can be ensured with the flange 11 as a reference.

In this embodiment, a recessed portion is provided on the side wall of the flange 11 facing away from the motor housing 10. After the flange 11 is connected to the crankcase 20, a closed cavity, namely a transmission cavity 200, is formed between the recessed portion and the end wall of the crankcase 20 facing the motor housing 10, so that the driven plate 41 sleeved on the end of the crankshaft assembly 40 can be accommodated in the transmission cavity 200. On this basis, a recessed cavity 411 capable of accommodating the driving plate 31 is provided on the side wall of the driven plate 41, so that an annular structure is formed between the flange 11 and the driven plate 41, and between the driven plate 41 and the driving plate 31. Torque is transmitted by using a magnetic coupling 60 arranged circumferentially between the recessed cavity 411 of the driving plate 31 and the recessed cavity 411 of the driven plate 41. Compared with the method of connecting the rotor shaft 30 and the crankshaft assembly 40 with a coupling, the radial space can be fully utilized and the axial dimension can be compressed, thereby improving the compactness of the overall structure.

In this embodiment, the magnetic coupling member 60 can be understood to form an interaction force between the driving disk 31 and the driven disk 41 to transmit torque through magnetic attraction or magnetic repulsion, thereby achieving the synchronous rotation of the driving disk 31 and the driven disk 41, and then achieving the synchronous rotation of the rotor shaft 30 and the crankshaft assembly 40.

Specifically, the magnetic coupling 60 can be a magnetically attractive or repelling magnet respectively embedded in the outer peripheral wall of the driving disk 31 and the peripheral wall of the cavity 411, and at the same time, an annular air gap is formed between the magnets on the driving disk 31 and the driven disk 41. That is to say, the use of the magnetic coupling 60 can complete the torque transmission without the driving disk 31 and the driven disk 41 contacting each other. The torque transmission has a certain flexibility and radial degree of freedom, which can not only reduce the radial runout tolerance requirements of both, especially the crankshaft assembly 40, thereby reducing the parts processing and assembly accuracy requirements, which is beneficial to cost saving, but also can use the upper limit of the coupling force of the magnetic coupling 60 to avoid the problem of rotor shaft 30 overload, thereby avoiding the motor from burning due to excessive load, and also avoid the phenomenon that the gas pressure continues to rise due to excessive torque transmitted to the crankshaft assembly 40 (when the gas pressure rises to a certain extent, the coupling force is not enough to drive the crankshaft assembly 40 to continue rotating and restricts the compression cylinder from further compressing the gas), thereby ensuring the safety and stability of the whole machine operation when the safety valve fails.

It should be understood that, based on the above, the driven plate 41 sleeved on the end of the crankshaft assembly 40 is larger than the driving plate 31, and the structure of the driven plate 41 having a cavity 411 on its side wall can concentrate its weight on the edge area outside the cavity 411, thereby generating a higher moment of inertia during the rotation of the driven plate 41, and thus acting as a flywheel, thereby improving the rotational stability of the crankshaft assembly 40.

In this embodiment, the fan 50 is directly connected to the crankshaft assembly 40, and can cooperate with the entire machine casing to blow air to the crankcase 20 and the compression cylinder to achieve air cooling. There is no need to set up an additional power source for the fan 50, which is also beneficial to improving the compactness of the entire machine structure.

Compared with the prior art, the drive connection structure provided in this embodiment has a driving disk 31 extending into the concave cavity 411 of the side wall of the driven disk 41 and placing the driven disk 41 in the recessed portion of the flange 11, so as to make full use of the radial space and compress the axial connection size, thereby improving the compactness of the overall structure; the flexible transmission mode of transmitting torque between the driving disk 31 and the driven disk 41 by the magnetic coupling 60 can avoid the radial constraint force generated by the direct connection between the motor shaft and the crankshaft assembly 40, thereby reducing the coaxiality requirements for the crankshaft assembly 40 and the motor shaft, which not only helps to reduce the difficulty of processing and assembly, but also can avoid the impact on the motor shaft during the rotation of the crankshaft assembly 40, thereby improving the overall operation stability and service life.

As a specific embodiment of the above-mentioned magnetic coupling member 60, please refer to Figure 2. The magnetic coupling member 60 includes a plurality of first magnets 61 and a plurality of second magnets 62; wherein, the plurality of first magnets 61 are embedded in the outer peripheral wall of the driving disk 31 along the circumferential intervals of the driving disk 31; the plurality of second magnets 62 are embedded in the peripheral wall of the cavity 411 along the circumferential intervals of the driven disk 41, and each second magnet 62 corresponds to each first magnet 61 one by one and has opposite magnetic poles.

Both the first magnet 61 and the second magnet 62 can be made of radially magnetized magnetic steel. Each first magnet 61 and each second magnet 62 are combined in pairs and the magnetic poles on the opposite sides are opposite. Therefore, a magnetic attraction force can be formed between each pair of corresponding first magnets 61 and second magnets 62. The magnetic attraction forces between multiple pairs of first magnets 61 and second magnets 62 are superimposed to make the driving disk 31 drive the driven disk 41 to rotate synchronously. The structure is compact and the power transmission is smooth, which can improve the operating stability of the whole machine and reduce the impact of the crankshaft assembly 40 on the rotor shaft 30.

In some embodiments, please refer to FIG. 2 , the driven disc 41 is embedded with a plurality of inertia blocks 412 at intervals along its circumference, and each inertia block 412 is located in the peripheral area of the concave cavity 411. The inertia blocks 412 may be metal blocks with a relatively high density, such as lead blocks and copper blocks; by arranging the inertia blocks 412 in the edge area of the driven disc 41 located at the periphery of the concave embedding, the rotational inertia of the driven disc 41 during rotation can be increased, thereby improving the rotational stability of the crankshaft assembly 40; it should be understood that since the reaction force of the compression cylinder on the crankshaft assembly 40 changes during the reciprocating motion of the piston inside the compression cylinder, this will cause the torque of the crankshaft assembly 40 to change continuously, thereby impacting the rotor shaft 30 and affecting its life. Therefore, by arranging the inertia blocks 412, the rotational inertia of the driven disc 41 is increased, thereby increasing the overall rotational inertia of the crankshaft assembly 40, thereby making the crankshaft assembly 40 rotate more smoothly, thereby reducing the reverse impact of the crankshaft assembly 40 on the rotor shaft 30 and improving the life of the rotor shaft 30.

In some possible implementations, please refer to Figures 1 and 2, an end cover 21 is provided at the end of the crankcase 20 away from the flange 11, and the end of the crankshaft assembly 40 away from the flange 11 is rotatably connected to the end cover 21; wherein, the middle area of the side wall of the end cover 21 away from the flange 11 is recessed to form a cavity 211, and a speed-increasing transmission member 70 is provided in the cavity 211, and the power input end of the speed-increasing transmission member 70 is connected to the crankshaft assembly 40, and the power output end of the speed-increasing transmission member 70 is connected to the fan 50.

It should be understood that since the fan 50 rotates driven by the crankshaft assembly 40 to achieve the air cooling effect, and the crankshaft assembly 40 is used to drive the piston to reciprocate and compress the gas, this determines that the rotation speed of the crankshaft assembly 40 is relatively low, and the air cooling structure completely relies on the rotation of the fan 50 to supply air, and the air supply of the fan 50 is roughly proportional to its rotation speed. Therefore, in this embodiment, the torque of the crankshaft assembly 40 is transmitted to the fan 50 by setting a speed-increasing transmission member 70, so that the fan 50 can obtain a speed higher than that of the crankshaft assembly 40, thereby improving the air cooling effect; and since the speed-increasing transmission member 70 is integrated in the cavity 211 opened on the end cover 21, the axial installation space occupied by the fan 50 can be reduced, thereby ensuring the compactness of the overall structure.

In some embodiments, the speed-increasing transmission member 70 adopts a structure as shown in FIG. 2 , wherein the speed-increasing transmission member 70 includes a center shaft 71, a rotating frame 72, and an inner gear ring 73; wherein, one end of the center shaft 71 is rotatably connected to the crankshaft assembly 40, and the other end is used to connect to the fan 50, and a center gear 711 is sleeved on the center shaft 71; the rotating frame 72 is sleeved on the end of the crankshaft assembly 40, and a plurality of planetary gears 721 are distributed on the rotating frame 72 at intervals along the circumference of the center shaft 71, and each planetary gear 721 is meshed and connected with the center gear 711; the inner gear ring 73 is embedded in the cavity 211 and aligned with the center gear 711, and each planetary gear 721 is meshed and connected with the inner gear ring 73.

The crankshaft assembly 40 drives the rotating frame 72 to rotate, causing each planetary gear 721 to roll the inner ring gear 73 and drive the center gear 711 to rotate, so that the center gear 711 drives the center shaft 71 to rotate, and then the fan 50 connected to the center shaft 71 rotates. Since the inner ring gear 73 is sleeved on the outer periphery of the center gear 711, and the planetary gears 721 are provided therebetween, the number of teeth of the inner ring gear 73 is greater than the number of teeth of the center gear 711, and the number of teeth of the planetary gears 721 is certain, so the rotation speed of the center gear 711 will be higher than the rotation speed of the rotating frame 72. In other words, the fan 50 can rotate at a speed higher than that of the crankshaft assembly 40. At this time, the connection part between the center shaft 71 and the crankshaft assembly 40 has a speed difference and forms relative rotation, thereby achieving the speed-increasing effect of the fan 50, increasing the air supply of the fan 50, and thereby improving the air-cooling and heat dissipation effect of the whole machine.

Specifically, in this embodiment, a recessed stop 212 is provided on the side wall of the end cover 21 away from the flange 11 . The recessed stop 212 is arranged around the cavity 211 and connected to a cover 213 . The cover 213 is sleeved on the central shaft 71 and rotatably connected to the central shaft 71 .

By providing a recessed stop 212 suitable for being embedded with the cover 213, not only can the axial dimension be compressed and the compactness of the structure be improved, but also the radial position of the cover 213 can be positioned, thereby ensuring the coaxiality of the center of the cover 213 and the end of the crankshaft assembly 40. On this basis, the portion where the center shaft 71 passes through the cover 213 forms a rotational fit with the cover 213, which can add a constraint position to the center shaft 71 on the basis of its connection with the crankshaft assembly 40, thereby improving the connection stability and rotational smoothness of the center shaft 71, and avoiding radial runout of the end of the center shaft 71 away from the crankshaft assembly 40 due to suspension, thereby improving the rotational stability of the fan 50.

It should be noted that, referring to FIG. 2 , a through hole 2131 is provided at the center of the cover 213, a first bearing 2132 is embedded in the through hole 2131, and the first bearing 2132 is sleeved on the center axis 71; wherein, a limit platform 2133 is provided on the hole wall at one end of the through hole 2131 close to the fan 50, and a ring platform 712 is provided on the center axis 71, and the ring platform 712 and the limit platform 2133 are respectively abutted against two ends of the first bearing 2132 along the axial direction of the center axis 71.

By setting the first bearing 2132, the center shaft 71 and the through hole 2131 opened in the center of the cover 213 can form a rotational fit, which can reduce the rotational resistance of the center shaft 71 and improve the rotational stability. At the same time, the limit platform 2133 set on the inner wall of the through hole 2131 and the ring platform 712 on the center shaft 71 are abutted against the two sides of the first bearing 2132, which can form an axial limit on the center shaft 71 and prevent the center shaft 71 from moving away from the crankshaft assembly 40, thereby improving the rotational stability of the fan 50.

Optionally, in this embodiment, the connection method between the center shaft 71 and the crankshaft assembly 40 is: one end of the center shaft 71 has a small diameter section 713, and at least one second bearing 714 is sleeved on the small diameter section 713; the end of the crankshaft assembly 40 facing the fan 50 is provided with a center hole 42, and at least one second bearing 714 is embedded in the center hole 42.

One end of the center shaft 71 can be fitted with a second bearing 714 by setting a small diameter section 713. Since the second bearing 714 needs to be embedded in the center hole 42 opened in the end wall of the crankshaft assembly 40, a small-sized bearing should be selected for the second bearing 714. Here, two small-sized second bearings 714 can be preferably used to be fitted in parallel in the small diameter section 713 and embedded in the center hole 42 to achieve the rotational coordination between the center shaft 71 and the crankshaft assembly 40. On this basis, the shoulder set at the position of the small diameter section 713 away from the crankshaft assembly 40 can be used to abut against the second bearing 714 to achieve axial positioning of the center shaft 71, thereby cooperating with the axial positioning of the center shaft 71 formed by the limit platform 2133 and the ring platform 712 on both sides of the first bearing 2132 to achieve bidirectional positioning of the center shaft 71 along its axial direction, thereby improving the connection stability of the center shaft 71, avoiding axial movement and radial runout of the center shaft 71, and thus improving the rotational stability of the fan 50.

For example, referring to FIG. 1 and FIG. 2 , the flange 11 is provided with a first convex stop 111 and a second convex stop 112 on both sides thereof, the first convex stop 111 is engaged with the motor housing 10 , and the second convex stop 112 is engaged with the crankcase 20 .

A first convex stop 111 on one side of the flange 11 is embedded in the end of the motor housing 10 to form radial positioning, and at the same time, a second convex stop 112 on the other side of the flange 11 is engaged with the crankcase 20, thereby ensuring the axial connection position accuracy between the crankcase 20 and the motor housing 10, thereby improving the coaxiality of the rotation axis of the rotor shaft 30 and the crankshaft assembly 40, which not only ensures the compactness of the overall structure, but also facilitates assembly, disassembly and maintenance.

Based on the same inventive concept, in combination with FIG. 1 and FIG. 2 , an embodiment of the present application also provides an air-cooled piston air compressor, including the above-mentioned drive connection structure.

Compared with the prior art, the air-cooled piston air compressor provided in this embodiment adopts the above-mentioned drive connection structure, which not only enables the driving disk 31 to enter the concave cavity 411 on the driven disk 41 and place both of them in the recessed part of the flange 11, thereby compressing the axial connection size and improving the compactness of the overall structure, but also can utilize the magnetic coupling 60 to transmit torque between the driving disk 31 and the driven disk 41 to avoid the direct connection between the motor shaft and the crankshaft assembly 40 to generate radial constraint force, thereby reducing the coaxiality requirements for the crankshaft assembly 40 and the motor shaft, helping to reduce the difficulty of processing and assembly, and improving the overall operating stability and service life.

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

Claims (10)

1. A drive connection structure, characterized in that it comprises: A motor housing, one end of which is provided with a flange, and a side wall of the flange facing away from the motor housing has a recessed portion; A crankcase, one end of which is connected to the flange and forms a transmission cavity with the recessed portion; A rotor shaft is rotatably connected to the motor housing along the axial direction of the motor housing, one end of the rotor shaft extends into the transmission cavity and is sleeved with a drive disc; A crankshaft assembly is rotatably connected to the crankcase and its rotation axis coincides with the central axis of the rotor shaft. One end of the crankshaft assembly extends into the transmission cavity and is sleeved with a driven disc. The side wall of the driven disc facing away from the crankcase has a concave cavity suitable for accommodating the driving disc. A fan, located outside an end of the crankcase away from the flange, and connected to the crankshaft assembly; The magnetic coupling member is arranged between the outer peripheral wall of the driving disk and the peripheral wall of the cavity, and is used to establish a coupling magnetic field between the driving disk and the driven disk to transmit torque. 2. The drive connection structure according to claim 1, wherein the magnetic coupling member comprises: A plurality of first magnets are embedded in the outer peripheral wall of the driving disk at intervals along the circumference of the driving disk; A plurality of second magnets are embedded in the cavity circumferential wall of the concave cavity at intervals along the circumferential direction of the driven disk, and each of the second magnets corresponds to each of the first magnets one by one and has opposite magnetic poles. 3. The drive connection structure according to claim 1 is characterized in that the driven disc has a plurality of inertia blocks embedded therein at intervals along its circumference, and each of the inertia blocks is located in a peripheral area of the cavity. 4. The driving connection structure as described in claim 1 is characterized in that an end cover is provided at one end of the crankcase away from the flange, and the end of the crankshaft assembly away from the flange is rotatably connected to the end cover; wherein the middle area of the side wall of the end cover facing away from the flange is recessed to form a cavity, and a speed-increasing transmission member is provided in the cavity, the power input end of the speed-increasing transmission member is connected to the crankshaft assembly, and the power output end of the speed-increasing transmission member is connected to the fan. 5. The driving connection structure according to claim 4, characterized in that the speed increasing transmission member comprises: A central shaft, one end of which is rotatably connected to the crankshaft assembly and the other end of which is used to connect to the fan, and a central gear is sleeved on the central shaft; A rotating frame, sleeved on the end of the crankshaft assembly, a plurality of planetary gears are distributed on the rotating frame at intervals along the circumference of the central axis, and each of the planetary gears is meshed and connected with the central gear; The inner gear ring is embedded in the cavity and aligned with the central gear, and each of the planetary gears is meshed and connected with the inner gear ring. 6. The driving connection structure as described in claim 5 is characterized in that a recessed stop is provided on the side wall of the end cover facing away from the flange, the recessed stop is arranged around the cavity and connected to the sealing cover, and the sealing cover is sleeved on the central axis and rotatably connected to the central axis. 7. The driving connection structure as described in claim 6 is characterized in that a through hole is provided at the center of the cover, a first bearing is embedded in the through hole, and the first bearing is sleeved on the center axis; wherein a limit platform is provided on the hole wall at one end of the through hole close to the fan, and a ring platform is provided on the center axis, and the ring platform and the limit platform are respectively abutted against two ends of the first bearing along the axial direction of the center axis. 8. The driving connection structure as described in claim 5 is characterized in that one end of the central shaft has a small diameter section, and at least one second bearing is sleeved on the small diameter section; the end of the crankshaft assembly facing the fan is provided with a center hole, and at least one second bearing is embedded in the center hole. 9. The driving connection structure according to any one of claims 1 to 8 is characterized in that a first convex stop and a second convex stop are respectively provided on both sides of the flange, the first convex stop is engaged with the motor housing, and the second convex stop is engaged with the crankcase. 10. An air-cooled piston air compressor, characterized in that it comprises a drive connection structure as described in any one of claims 1 to 9.