阅读说明：本技术 变速器及设有所述变速器的压缩机设备 (Transmission and compressor installation provided with said transmission ) 是由 S·W·范普雷特 I·丹尼尔斯 于 2016-10-10 设计创作，主要内容包括：本发明提供了一种变速器和设有所述变速器的压缩机设备。所述变速器在带有曲轴(6)的内燃机(4)与带有从动轴(9a)的压缩机元件(2)之间,其中,该变速器(3)包括壳体(14)和至少一个从动齿轮(17)和带有驱动齿轮(16)的驱动轴(15),其特征在于,变速器(3)的驱动轴(15)通过刚性联轴器连接到内燃机(4)的曲轴(6),并且,驱动轴(15)与从动轴(9a)之间的距离(A)大于驱动齿轮(16)的节距圆(20)的半径(C)与从动齿轮(17)的节距圆(20)的半径(B)之和。(The invention provides a transmission and a compressor apparatus provided with the same. Between an internal combustion engine (4) with a crankshaft (6) and a compressor element (2) with a driven shaft (9a), wherein the transmission (3) comprises a housing (14) and at least one driven gear (17) and a drive shaft (15) with a drive gear (16), characterized in that the drive shaft (15) of the transmission (3) is connected to the crankshaft (6) of the internal combustion engine (4) by a rigid coupling, and in that the distance (a) between the drive shaft (15) and the driven shaft (9a) is greater than the sum of the radius (C) of the pitch circle (20) of the drive gear (16) and the radius (B) of the pitch circle (20) of the driven gear (17).)

1. A transmission between an internal combustion engine (4) with a crankshaft (6) and a compressor element (2) with a driven shaft (9a), wherein the transmission (3) comprises a housing (14) and at least one driven gear (17) and a drive shaft (15) with a drive gear (16), characterized in that the drive shaft (15) of the transmission (3) is connected to the crankshaft (6) of the internal combustion engine (4) by a rigid coupling, and in that the distance (a) between the drive shaft (15) and the driven shaft (9a) is greater than the sum of the radius (C) of the pitch circle (20) of the drive gear (16) and the radius (B) of the pitch circle (20) of the driven gear (17).

2. The transmission according to claim 1, characterized in that a shaft seal (18) is attached around the drive shaft (15) in the housing (14) of the transmission (3), which shaft seal will prevent lubricant used for lubricating the transmission (3) from leaking into the combustion engine (4).

3. A transmission according to claim 2, characterised in that the shaft seal (18) is a lip seal.

4. A transmission as claimed in any one of the preceding claims, characterized in that the driving gear (16) and the driven gear (17) have straight teeth.

5. A transmission as claimed in any one of the preceding claims 1 to 3, characterized in that the driving gear (16) and the driven gear (17) have helical teeth with a limited helix, wherein the gear teeth (22) are at an angle of maximum 15 degrees to the driving shaft (15) or the driven shaft (9b), respectively.

6. Transmission according to any of the preceding claims, characterized in that the distance (a) is equal to the sum of the radii (B, C) of the pitch circles (20) plus an additional value (D) which is greater than or approximately equal to half the maximum total offset (E) of the distance between the driving gear (16) and the driven gear (17).

7. Transmission according to claim 6, characterized in that the additional value (D) is equal to half the maximum total offset (E) of the distance between the driving gear (16) and the driven gear (17).

8. The transmission according to any one of the preceding claims, characterized in that the rigid coupling is attached in a space between a housing (14) of the transmission (3) and a housing (5) of the internal combustion engine (4).

9. The transmission as claimed in any of the preceding claims, characterized in that the rigid coupling is realized directly between the crankshaft (6) and the drive shaft (15), or between a shaft end of the crankshaft (6) provided for this purpose and the drive shaft (15), or between a flywheel (19) at the end of the crankshaft (6) and the drive shaft (15).

10. Compressor installation with a compressor element (2) and an internal combustion engine (4), characterized in that the compressor installation (1) is provided with a transmission (3) according to any one of the preceding claims.

11. -compressor installation according to claim 10, characterised in that the internal combustion engine (4) is a diesel engine.

12. -compressor installation according to claim 10 or 11, characterised in that the compressor element (2) is a screw compressor element.

Technical Field

The present invention relates to a transmission between an internal combustion engine and a compressor element, and a compressor installation provided with said transmission.

Background

The transmission, also called "gearbox", is provided with gears or the like which effect the coupling between the driving shaft and the driven shaft so that the compressor element is driven by the combustion engine, thereby achieving a suitable transmission ratio so that the speed of the driving shaft is converted into a different speed of the driven shaft.

More specifically, unlike industrial compressor installations driven by electric motors, the present invention is intended for mobile or portable compressor installations driven by internal combustion engines.

It is known that internal combustion engines produce torsional vibrations in their output shaft as a result of fluctuating or varying torques produced by the combustion process, particularly due to the variable action of the pistons on the crankshaft.

It is known that the compressor element also generates torsional vibrations, which are a result of the compression process, in particular as a result of the opening and closing of the outlet of the compressor element.

The resultant of these torsional vibrations will act on the transmission as a variable torque, possibly producing objectionable noise and possibly damage if these torque variations are not controlled.

These torques can also vary, so that a negative torque can be generated, which means that the compressor element will drive the combustion engine. If such negative torque occurs, the teeth of the driven gear will separate from the teeth of the drive gear and the teeth will contact each other on their other flanks. If this happens repeatedly, the gear teeth are subjected to variable loads, which is detrimental to the life of the gear. At the same time, the gear teeth will continue to mesh and collide with each other, which can cause objectionable noise.

In order to control these torsional vibrations of the combustion engine and the compressor element, elastic couplings are used which are attached between the combustion engine and the drive shaft. Thus, the torsional vibration of the engine does not affect the transmission to a large extent.

In the industrial compressor installation driven by an electric motor described above, the elastic coupling is not required, since the electric motor will not generate any torsional vibrations and the transmission is able to absorb the torsional vibrations of the compressor element.

The elastic coupling is also not present in other devices driven by an internal combustion engine, since the driven member generates very limited, if any, torsional vibrations.

In other words, it is the combination of the torsional vibrations of the combustion engine and the torsional vibrations of the compressor element that will ensure that an elastic coupling between the combustion engine and the drive shaft is required.

The elastic coupling is used not only to damp torsional vibrations of the internal combustion engine, but also to absorb inaccuracies in the rotational movement of the crankshaft and the flywheel.

For example, bearings in internal combustion engines are much less rigid and serve a greater role than electric motors, causing the crankshaft and flywheel to make some eccentric motion, i.e., rotational motion that is not coincident with the axis, and thus "radial run-out" occurs.

If the drive shaft is directly coupled to the crankshaft and flywheel of the internal combustion engine, this will result in the drive gear also moving eccentrically so that during its rotation the drive gear will be closer and then further away from the driven gear, so that these gears may get stuck or so that the rotational movement of the crankshaft is disturbed by possible premature wear of engine components.

Misalignment during construction of the compressor rig can also cause misalignment.

The elastic coupling is able to absorb these deflections.

Such elastic couplings have the disadvantage that they are relatively large and expensive. Moreover, they make the device more complex.

However, it is important for mobile compressor installations that they be as compact, durable and inexpensive as possible.

When the transmission is implemented by means of a belt drive, the use of an elastic coupling is superfluous, since the belt used is more or less flexible in itself and is able to absorb torsional vibrations and deflections in the rotary motion.

However, such a belt is extremely susceptible to wear, so that the belt must be replaced periodically, which is detrimental to the durability and cost of the compressor installation.

Disclosure of Invention

The object of the present invention is to provide a solution to at least one of the above mentioned and other drawbacks by providing a transmission between the internal combustion engine and the compressor element that enables the omission of an elastic coupling.

The invention relates to a transmission between an internal combustion engine having an output shaft and a compressor element having a driven shaft, wherein the transmission comprises a housing and at least one driven gearwheel and a drive shaft having a drive gearwheel, wherein the drive shaft of the transmission is connected to the output shaft of the internal combustion engine by a rigid coupling, and wherein the distance between the drive shaft and the driven shaft is greater than the sum of the radius of the pitch circle of the drive gearwheel and the radius of the pitch circle of the driven gearwheel.

A rigid coupling means that the drive shaft is mounted directly on the output shaft of the engine, which means directly on the flywheel and crankshaft of the engine. This is in contrast to elastic couplings or flexible couplings, with which alignment errors can be absorbed and/or vibrations can be suppressed.

The "output shaft" of the internal combustion engine must be interpreted broadly here, and it is in fact the part of the engine that is capable of driving the gearbox, for example, it can be provided with a crankshaft for connection to the shaft end of the transmission, or a flywheel mounted on the end of the crankshaft.

The pitch circle of the driving gear and the pitch circle of the driven gear are circles passing through the centers of the heights of the gear teeth of the gears.

The advantage is that by using a rigid coupling, the transmission is more compact, cheap and simple compared to a transmission with a flexible coupling.

Another advantage is that by choosing the distance between the driving shaft and the driven shaft to be larger, the play or space between the meshing teeth of the gear (also called backlash) is larger. Therefore, negative torsional vibration can be absorbed and negative torque can be prevented, so that unpleasant noise and damage can be prevented.

Another advantage is that positional shifts of the gears during rotation (caused, for example, by eccentric movements of the crankshaft and flywheel and assembly tolerances) can occur freely because of the greater distance between the drive shaft and the driven shaft. The free movement of the crankshaft is not affected and damage to engine components is prevented.

By choosing the distance between the driving shaft and the driven shaft to be larger, the use of a belt transmission will not be required when the resilient coupling is omitted. Thus, the adverse effect of the belt transmission can be avoided.

Preferably, the above-mentioned distance between the driving shaft and the driven shaft is equal to the sum of the radii of the pitch circles plus an additional value, wherein this additional value is greater than or approximately equal to half the maximum total offset of the distance between the driving gear and the driven gear, said offset being caused by the eccentric movement of the crankshaft and any alignment errors and assembly tolerances.

This has the advantage that jamming of the gear can be prevented and the play or space between the meshing teeth of the gear (also referred to as backlash) is large enough to prevent torsional vibrations and negative torque side effects.

Furthermore, by choosing the above-mentioned values approximately equal to half the maximum total offset, it is possible to limit the forces and stresses on the tooth ends of the gears, so that they can be manufactured from standard materials: in other words, no special, particularly hard or strong material is required.

The invention also relates to a compressor device with a compressor element and an internal combustion engine, wherein the compressor device is provided with a transmission according to the invention.

Drawings

In order to better illustrate the characteristics of the invention, several preferred embodiments of the transmission and compressor device according to the invention are described below, by way of example and without any limitation, with reference to the accompanying drawings, in which:

figure 1 schematically shows a compressor installation according to the invention;

FIG. 2 shows a cross-section designated F2 of FIG. 1 in more detail;

fig. 3 shows the view according to arrow F3 of fig. 2.

Detailed Description

The compressor installation 1 shown in fig. 1 mainly comprises three parts:

-a compressor element 2;

-a transmission 3;

an internal combustion engine 4.

According to the invention, the drive means is an internal combustion engine 4, in this case, but not necessarily, a diesel engine.

The internal combustion engine 4 comprises an engine housing 5, wherein a crankshaft 6 and a plain bearing 21 are attached. The output shaft of the internal combustion engine 4 extends through an engine housing 5 into the transmission 3.

In this case, but not necessarily, the output shaft is the end of the crankshaft 6 on which the flywheel 19 is mounted. The output shaft can also be the end of the crankshaft 6 itself, or a shaft end of the crankshaft 6 provided specifically for this purpose.

In the example shown, the compressor element 2 is a screw compressor element, but, of course, the invention is not limited thereto.

The compressor element 2 comprises a compressor housing 7 in which two meshing helical rotors 8 are attached. The screw rotor 8 is provided with shafts 9a, 9 b. The ends of these shafts 9a, 9b are provided with bearings 10, with the screw rotor 8 being rotatably mounted in the compressor housing 7 by means of the bearings 10.

One end 11 of one shaft 9a extends through the compressor housing 7 into the transmission 3. This shaft 9a will serve as a driven shaft 9 a.

In addition, the compressor housing 7 is provided with: an inlet 12 for supplying a gas to be compressed, in this case air; and an outlet 13 for removing compressed gas, in this case compressed air. The outlet 13 can be connected to a pressure pipe, not shown, which leads to a user network.

According to the invention, the transmission 3 is a gearbox and is shown in more detail in fig. 2.

The transmission 3 comprises a housing 14, in which housing 14 a drive shaft 15 with a drive gear 16 is attached.

Attached to the above-mentioned end 11 of the driven shaft 9a of the compressor element 2 is a driven gear 17, with which driven gear 17 the driving gear 16 can mesh.

It is clear that it is not excluded that further gears can be arranged between the driving gear 16 and the driven gear 17.

It is also not excluded that the second or third compressor element 2 is driven by the same gearbox. At this point, each compressor element 2 has its own driven shaft with a driven gear.

In order to ensure good operation of the transmission 3, a lubricant can be applied which will ensure lubrication between the gears 16, 17.

In the example shown, a shaft seal 18 is attached around the drive shaft 15 in the housing 14 of the transmission 3.

The shaft seal 18 will prevent lubricant from being able to leak into the combustion engine 4.

The shaft seal 18 is, for example, of the "lip seal" type, but can be any type of shaft seal 18 commonly used to seal rotating shafts.

According to the invention, the drive shaft 15 is coupled to the crankshaft 6 of the internal combustion engine 4 via a flywheel 19 with a rigid coupling.

However, it is also possible for a rigid coupling to be implemented directly between the crankshaft 6 and the drive shaft 15, or for this rigid coupling to be implemented between a shaft end of the crankshaft 6 provided for this purpose and the drive shaft 15.

Since the rigid coupling coupled to the flywheel 19 is much more compact than the elastic coupling, a smaller and simpler transmission 3 and housing 14 will be easily achieved.

Preferably, the above-mentioned rigid coupling is attached in the space between the housing 14 of the transmission 3 and the housing 5 of the internal combustion engine 4.

According to the invention, the distance a between the drive shaft 15 and the driven shaft 9a is greater than the sum of the radius C of the pitch circle 20 of the drive gear 16 and the radius B of the pitch circle 20 of the driven gear 17. This is schematically illustrated in fig. 3.

This means that the pitch circles 20 of the gears 16, 17 are no longer in contact with each other.

Preferably, the above-mentioned distance a is equal to the sum of the radii B and C of the pitch circles plus an additional value D, wherein this additional value D is equal to half the maximum total offset E of the distance between the driving gear 16 and the driven gear 17, which offset is caused by the eccentric movement of the crankshaft and any alignment errors and assembly tolerances.

It is of course not excluded that the additional value D is greater than or approximately equal to half the maximum total deviation E.

The above-mentioned offset E is mainly a result of the application of a rigid coupling, so that the eccentric motion of the crankshaft 6 of the combustion engine 4 will be transmitted to the drive shaft 5 and the drive gear 16.

The eccentric movement of the driven gear 17, even if much smaller, will bring about the above-mentioned offset E.

Finally, assembly tolerances and alignment errors will affect the offset E.

The sum of all the different influences will result in the largest total offset E.

The above additional value D is equal to E/2.

This means that the eccentric movement of the gears 16, 17 can be absorbed.

Therefore, a play F or backlash occurs between the teeth 22 of the gears, which is greater than when the pitch circles of the gears 16, 17 are in contact with each other.

Therefore, negative torque caused by large torsional vibration is prevented or reduced.

In the example shown, the gears 16, 17 have straight teeth. This has the advantage that the gears 16, 17 will not exert any axial force on the drive shaft 15 and the driven shaft 9 a.

This is particularly important for the drive shaft 15: by using a rigid coupling, the axial force is transmitted to the crankshaft 6 of the combustion engine 4.

Since the crankshaft 6 is mounted on plain bearings 21 in the engine housing 5, this axial force must be prevented or at least limited as much as possible.

It is not excluded that the gears 16, 17 have helical teeth with a limited helix instead of straight teeth, wherein the gear teeth 22 are at an angle of maximum 15 degrees to the drive shaft 15 or the driven shaft (9b), respectively. A conventional helix angle in a conventional gearbox is 20 to 35 degrees.

The axial forces coupled with the gears 16, 17 having helical teeth with limited helical pitch will remain limited so that the combustion engine 4 and the ordinary bearing 21 can absorb them.

The operation of the compressor installation 1 is very simple, as follows.

When the internal combustion engine 4 starts to operate, it will rotate the crankshaft 6. The motion of the crankshaft 6 is transmitted to the drive shaft 15 of the transmission 3 through a rigid coupling connected to a flywheel 19.

This rotary motion of the drive shaft 15 is transmitted to the driven shaft 9a of the compressor element 2 via the drive gear 16 and the driven gear 17 at a suitable transmission ratio.

Thus, the concerned helical rotor 8 will rotate and the other helical rotor 8 will rotate with the concerned helical rotor due to the rotation of the lobes of each other.

In this way, the internal combustion engine 4 is able to drive the compressor element 2.

The compressor element will be able to suck gas via the inlet 12 and compress it by the rotating helical rotor 8. The compressed gas will be able to leave the compressor element 2 via the outlet 13.

The torsional vibrations occurring during operation of the internal combustion engine 4 and the compressor element 2 can cause a negative torque. This negative torque can be reduced or even prevented due to the play F between the teeth 22 of the gears 16, 17.

The additional distance D between the driving shaft 15 and the driven shaft 9a will absorb the offset at the position of the gears 16, 17 relative to each other during their rotation, so that the gears 16, 17 will not get stuck. The "free" rotation of the crankshaft is not affected and damage to engine components can be prevented.

As a result of the higher torsional vibrations relative to a conventional transmission with a flexible coupling, and as a result of the additional distance D between the drive shaft 15 and the driven shaft 9a, the gear teeth will be more heavily loaded. They are designed for this case.

In this way, good operation of the transmission 3 with a rigid coupling via the flywheel 19 can be ensured.

The invention is not in any way restricted to the embodiments described as examples and shown in the drawings, but the transmission and compressor device according to the invention can be implemented in many forms and dimensions without departing from the scope of the invention.