Abstract:
The invention relates to a piston engine comprising one or more air/gas-compressing cylinder-piston units, a crank mechanism connected to the piston in the said cylinder or cylinders for movement of the piston in the cylinder, which crank mechanism is drivingly connected to a rotor in an electric motor. The invention also relates to a coupling and a simple connection for a counterweight.

Description:
TECHNICAL FIELD 
     The invention relates to a piston engine comprising one or more air/gas-compressing cylinder-piston units, a crank mechanism connected to the piston in the said cylinder or cylinders for movement of the piston in the cylinder, which crank mechanism is drivingly connected with a rotor in an electric motor. 
     BACKGROUND OF THE INVENTION 
     The currently known units for compression of gas and particularly air are relatively heavy. Piston engines with a crank mechanism require mass balancing in the piston&#39;s direction of motion and means for balancing the uneven running, i.e. a flywheel. 
     A flywheel is a wheel often with a large diameter and a heavy weight at the wheel rim. Such a wheel needs a long time to change speed when influenced by a moment of force. It is used to smooth the running in piston engines, not only in petrol and diesel engines, but also in compressors. Compressors are machines for transport of gas (for example air) from a lower to a higher pressure level. 
     Piston compressors are built with one or more cylinders, which may be single or double-acting. Compressors are employed for many purposes, e.g. delivering compressed air for tool operation, brake systems, servomotors for automatic control, starting internal combustion engines, etc. Other areas of application are production of pressure or vacuum for chemical processes, supercharging of combustion engines, gas turbine plant, pneumatic transport, refrigerators, heat pump plant and so on. 
     In order to keep the cylinder temperature down at a reasonable level in compressors, use is often made of water cooling or air cooling, with the use of ribs to increase efficiency. 
     A normal compressor operation is the use of an electromotor with belt transmission to the piston compressor&#39;s crankshaft. 
     It is also possible to mount the electromotor in direct alignment with the crankshaft. The electromotor&#39;s rotor may be directly connected to the crankshaft, designed together as one unit, or a suitable shaft coupling may be employed that is flexible, thus enabling it to take up inaccuracies in the shaft line. 
     Many of the currently known compressors with flywheels are exceptionally heavy on account of the flywheel. 
     It is an object of the invention to provide an air/gas compressor with a relatively low weight and small size. 
     Another object of the invention is to provide a compressor that is favourable with regard to building and maintenance. 
     SUMMARY OF THE INVENTION 
     According to the invention, therefore, a piston engine is proposed as indicated in claim  1 . 
     By using a torsionally-rigid coupling that is flexible in the radial and axial directions and relative to the angle between the rotor in the electric motor and the crank mechanism, it becomes possible to utilise the rotor as a flywheel element, with associated weight saving due to a substantially reduced or eliminated need for additional flywheels. The high torsional rigidity also makes it possible to make use of the rotational moment of the rotor in the electromotor, thus enabling the size of an additionally mounted flywheel to be reduced, or possibly dispensing with a separate flywheel. 
     The radial, axial and angular flexibility of the coupling makes it possible to balance small misalignments and angular differences in the shaft line between compressor and drive motor. This facilitates the mounting process, for example the flanging of the electric motor on to the actual compressor. The axial flexibility also makes it possible to absorb temperature differences. 
     According to the invention the torsionally-rigid coupling which is flexible in the angular, axial and radial directions can advantageously be designed as indicated in claims  2 - 5 . 
     As indicated, the shape of the sleeve wall will provide the desired radial flexibility to enable inaccuracies in the shaft line to be taken up. 
     The design of the coupling as a sleeve with a clamping ring at one end and with a clampable shaft journal at the other end permits a rapid and simpler assembly/disassembly in the drive train or drive string. The shaft journal is preferably also conically tapering from the coupling&#39;s main body towards the crank mechanism and is mounted in a complementarily shaped opening in the crank mechanism&#39;s ingoing shaft journal. This helps to centre the coupling relative to the crank mechanism. Furthermore, the coupling&#39;s shaft journal towards the crank mechanism is preferably hollow with a centre opening for mounting a screw connection that locks the coupling to the crank mechanism&#39;s ingoing shaft, while at the same time the screw connection helps to pull the conical shaft journal into the complementarily shaped opening which also contributes to centering. To facilitate disassembly, the centre opening may additionally be supplied with internal threads that have a larger diameter/dimension then the bolt holding the coupling. During disassembly the retaining bolt is loosened and a new larger bolt is screwed in that abuts against the material in the crank mechanism, thereby pushing the conical connection out of engagement. 
     Thus the coupling as an axially connected element will also form part of the drive string, which includes the electric motor&#39;s rotor and the crank mechanism, as indicated in claim  6 , together with the fan wheel (if any) indicated in claim  8 . 
     A particularly maintenance-friendly version includes the counterweight indicated in claim  7 . 
     The synchronising means in claim  9  serves to facilitate the assembly of the counterweight preferably designed with the shaft journal for the fan wheel, which counterweight is easy to disassemble as a result of the clamping coupling on the crank pin in the crank mechanism. In a simple and preferred embodiment the synchronising means may be hollow in the two counterweights, the holes being arranged with an adjustment pin or alignment bolt when mounting the outer counterweight. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
       The invention will now be explained in greater detail with reference to the drawings, in which: 
         FIG. 1  illustrates a possible embodiment of a compressor according to the invention, 
         FIG. 2  illustrates a simplified longitudinal section through a compressor according to the invention, 
         FIG. 3  is a simplified perspective view of the principal elements in a second embodiment of a compressor according to the invention, 
         FIG. 4  is a side view of a special coupling according to the invention, 
         FIG. 5  is a longitudinal section through the coupling illustrated in  FIG. 4 , 
         FIG. 6  is a perspective view of the coupling in  FIGS. 4 and 5 , slightly enlarged, 
         FIG. 7  is a perspective view of the pistons and associated counterweights in the embodiment in  FIG. 3 , 
         FIG. 8  illustrates the same component group as in  FIG. 7 , but viewed from the other side, and 
         FIG. 9  illustrates the component group in  FIGS. 7 and 8  supplemented with a radial fan on a shaft journal projecting from the outer counterweight, while 
         FIG. 10  illustrates the component group in  FIG. 9  viewed from another side. 
     
    
    
     DETAILED DESCRIPTION OF THE INVENTION 
     In the figures counterweights/flywheels  10  and  11  are alternately called counterweight and counterweight/flywheel since these elements can help with both balancing as a counterweight and as a flywheel if necessary. In the following the designation is not important for the function. 
       FIG. 1  illustrates a compressor according to the invention as it will appear when mounted, since  FIG. 1  only illustrates a housing  1 , wherein the actual compressor unit is mounted, and an electromotor  2  flanged on to the compressor unit. 
     A compressor according to the invention may be designed in general as illustrated in the simplified longitudinal section in  FIG. 2 . 
     The compressor illustrated in  FIG. 2  is single-cylinder, with a cylinder  4  and a piston  5  forwardly and backwardly movable therein. At the top the cylinder  4  is provided with a head  6  where the necessary valves (not shown) are mounted. In a crankcase  7 , by means of bearings  8 ,  9 , a crank mechanism is mounted containing two flywheels/counterweights  10  and  1 . Between the counterweights  10 ,  11  is mounted a crank pin  12  which operates in conjunction with a piston rod  13  mounted in the piston  5 . 
     An electromotor  2  (not shown in  FIG. 2 ) flanged on to the housing  1  has a rotor  14 . The rotor  14  is mounted in the bearings  15 ,  16  and the rotor  14 , or more specifically its shaft  17 , is drivingly connected to the crank mechanism  10 ,  11 ,  12  by means of a torsionally-rigid coupling  18 . As already mentioned, this coupling  18  is torsionally-rigid, but otherwise is flexible, thus enabling it to take up inaccuracies in all directions (radial, axial and angular) of the electromotor relative to the crankshaft/crankcase. This permits the electromotor to be mounted in a per se accurate fashion, but without the need for special alignment for compensating for any inaccuracies. 
     The torsional rigidity in the coupling  18  will make it possible to make use of the rotational moment of the rotor  14  in the electromotor  2 , thereby permitting a reduction in the size of the flywheel part, which is represented here by the counterweight/flywheel  10 . 
       FIG. 3  illustrates a modified embodiment of the compressor with two angled cylinders/pistons. Otherwise the same components can be found here as in  FIG. 2 , viz. The electromotor&#39;s rotor  14  with the bearings  15 ,  16 , the torsionally-rigid coupling  18 , the flywheel/counterweight  10 , the bearings  8  and  9  and the external flywheel/counterweight  11 . However, there is a difference between the two embodiments since  FIG. 2  shows a crank pin between the counterweights while  FIG. 3  shows a crank disk between the counterweights. Like the crank pin, this crank disk provides an eccentric movement for the crank rod(s) but has a larger diameter and is designed together with one of the counterweights as one unit. 
     Instead of only one piston  5  in a cylinder  4 , as in  FIG. 2 , the compressor in  FIG. 3  is composed of two angled pistons  19  and  20  with crank rods  21 ,  22 . 
       FIG. 3  further illustrates a radial fan wheel  23  mounted on a shaft journal  24 . In a ready-mounted state the radial fan wheel  23  will be located immediately inside the opening  3  in the housing  1  (see  FIG. 1 ) and serves to draw air into the housing or chamber  1 . 
     A particularly advantageous embodiment of the coupling  18  is illustrated in  FIGS. 4 ,  5  and  6 . 
     The coupling  18  is substantially designed as a sleeve body where the sleeve wall  25  is provided with pairs of sleeve wall slots  26 ,  27 ,  28 ,  29 ,  30 ,  31 ,  32 ,  33 ,  35  located behind one another, distributed in relation to one another over the periphery and in the sleeve&#39;s longitudinal direction. 
     At one end, more specifically the end facing the electromotor&#39;s rotor  14  and its shaft  17 , the sleeve part of the coupling  18  is in the form of a clamping ring  36 . With this clamping ring the sleeve, i.e. the coupling  18 , can be connected to the rotor shaft  17  inserted in the sleeve. This is done in the known manner by the clamping ring being tightened up by means of a screw not illustrated here, which passes through the bore  37 . At the other end of the coupling  18  there is provided a shaft journal  38 . 
     It can be seen from  FIG. 4  that the shaft journal  38  has a conically tapering end  38   a . This may extend over the whole or parts of the shaft journal  38 . It is further evident from  FIG. 5  that the coupling&#39;s shaft journal  38  is hollow with a central opening  38   b  for mounting a centred screw connection connecting the coupling with the crank mechanism. The opening in the crank mechanism is complementarily shaped relative to the shaft journal  38  with the conical portion  38   a  and in addition the opening is provided with threads for a screw connection through the central opening  38   b  in the coupling. Furthermore, it is shown that the opening  38   b  has internal threads as mentioned above. 
     A coupling or coupling sleeve  18  constructed as in  FIGS. 4 ,  5  and  6  will have a very high degree of torsional rigidity, but otherwise will be flexible on account of the slots in the sleeve wall, thus enabling the coupling  18  to take up inaccuracies in all directions, both angular difference and radial misplacement/misalignment and axial change particularly due to temperature. 
       FIGS. 7 ,  8 ,  9  and  10  illustrate further details with regard to the crankshaft, the pistons and the cooling fan (if any). 
     In  FIGS. 7 and 8  the coupling  18  and the radial fan wheel  23  are omitted. In  FIGS. 7 and 8  can be seen the flywheel/counterweight  10 , the external counterweight  11  clamped to the crank disk  39 , the shaft journal  24  connected to the counterweight  11  and the bearings  8  and  9 . The pistons  19 ,  20  and their respective crank rods  21 ,  22  are also illustrated. 
     The counterweight/flywheel  10  is provided with a hollow shaft journal for working with the bearing  8  and for receiving the sleeve journal  38  on the coupling  18 . This hollow shaft journal is complementarily shaped relative to the shaft journal  38   a  on the coupling and is provided with a threaded centre opening for a screw connection between the coupling and the flywheel/counterweight. 
     The flywheel/counterweight  11  is shown in the form of an element that can be clamped to the crank pin/crank disk  39 , see particularly  FIG. 8 . For this purpose the counterweight  11  is provided with a bore  40  for receiving the crank pin/crank disk  39 , and outwardly from this bore  40  the counterweight  11  is split as illustrated by  41 . The counterweight  11  is clamped by means of the screw bolt  42 . The counterweight  11  is designed together with a shaft journal  24  as one unit, intended for working in conjunction with the bearing  9  and for receiving the fan wheel  23  (if any). 
     As already mentioned,  FIGS. 9 and 10  illustrate the same details as in  FIGS. 7 and 8 , but in addition they also show the coupling  18  and a radial fan wheel  23  mounted. 
     As already mentioned, the counterweight  11  is in the form of a releasable body relative to the crank disk  39 . To facilitate the assembly and the accurate positioning of the counterweight  11  relative to the pistons and the counterweight  10 , the two counterweights  10  and  11  are provided with aligned registration holes  43 ,  44  (see  FIG. 10 ). By means of an alignment pin/synchronising bolt which is inserted in the two holes, the counterweight  11  can be brought into the correct angular position on the crank disk  39 .