EP0528714B1 - Pneumatischer Druckverstärker - Google Patents

Pneumatischer Druckverstärker Download PDF

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Publication number
EP0528714B1
EP0528714B1 EP19920402220 EP92402220A EP0528714B1 EP 0528714 B1 EP0528714 B1 EP 0528714B1 EP 19920402220 EP19920402220 EP 19920402220 EP 92402220 A EP92402220 A EP 92402220A EP 0528714 B1 EP0528714 B1 EP 0528714B1
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EP
European Patent Office
Prior art keywords
piston
chamber
plunger
cylinder bore
pressure
Prior art date
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Expired - Lifetime
Application number
EP19920402220
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English (en)
French (fr)
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EP0528714A1 (de
Inventor
Keitaro C/O Kabushiki Kaisha Kosmek Yonezawa
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Kosmek KK
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Kosmek KK
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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L25/00—Drive, or adjustment during the operation, or distribution or expansion valves by non-mechanical means
    • F01L25/02—Drive, or adjustment during the operation, or distribution or expansion valves by non-mechanical means by fluid means
    • F01L25/04—Drive, or adjustment during the operation, or distribution or expansion valves by non-mechanical means by fluid means by working-fluid of machine or engine, e.g. free-piston machine
    • F01L25/06—Arrangements with main and auxiliary valves, at least one of them being fluid-driven
    • F01L25/066—Arrangements with main and auxiliary valves, at least one of them being fluid-driven piston or piston-rod being used as auxiliary valve
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01B—MACHINES OR ENGINES, IN GENERAL OR OF POSITIVE-DISPLACEMENT TYPE, e.g. STEAM ENGINES
    • F01B11/00—Reciprocating-piston machines or engines without rotary main shaft, e.g. of free-piston type
    • F01B11/02—Equalising or cushioning devices
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
    • F04B—POSITIVE-DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS
    • F04B49/00—Control, e.g. of pump delivery, or pump pressure of, or safety measures for, machines, pumps, or pumping installations, not otherwise provided for, or of interest apart from, groups F04B1/00 - F04B47/00
    • F04B49/16—Control, e.g. of pump delivery, or pump pressure of, or safety measures for, machines, pumps, or pumping installations, not otherwise provided for, or of interest apart from, groups F04B1/00 - F04B47/00 by adjusting the capacity of dead spaces of working chambers
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
    • F04B—POSITIVE-DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS
    • F04B9/00—Piston machines or pumps characterised by the driving or driven means to or from their working members
    • F04B9/08—Piston machines or pumps characterised by the driving or driven means to or from their working members the means being fluid
    • F04B9/12—Piston machines or pumps characterised by the driving or driven means to or from their working members the means being fluid the fluid being elastic, e.g. steam or air
    • F04B9/123—Piston machines or pumps characterised by the driving or driven means to or from their working members the means being fluid the fluid being elastic, e.g. steam or air having only one pumping chamber
    • F04B9/127—Piston machines or pumps characterised by the driving or driven means to or from their working members the means being fluid the fluid being elastic, e.g. steam or air having only one pumping chamber rectilinear movement of the pumping member in the working direction being obtained by a single-acting elastic-fluid motor, e.g. actuated in the other direction by gravity or a spring

Definitions

  • the present invention relates to a gas booster according to the preamble of claim 1.
  • a hydraulic clamp is commonly adopted as the fluid-pressure clamp for fixing a die to a fixed base such as an injection molding machine.
  • the hydraulic clamp is indeed superior in capability of yielding a strong clamping force with a high-pressure oil of approx. 250 kgf/cm, which allows the clamping device to be compacted.
  • a high-pressure oil of approx. 250 kgf/cm
  • it also allows the oil to leak, although very small in amount, from the high-pressure oil sealing packing, causing the atmosphere to be contaminated therewith.
  • the hydraulic clamp has a limit in accomplishing the demand of ultra-cleaning, which is growing pronouncadly in recent years.
  • the present inventor has previously devised a clamping system as described below with a view to satisfying both the demand of cleaning mentioned above and the compacting of the fluid-pressure clamp.
  • the clamping system is a technique that a compressed air of approx. 5 kgf/cm m supplied from an air compressor is boosted to approx. 40 kgf/cm by a gas booster and the resulting high-pressure air is used as a working fluid for the fluid-pressure clamp.
  • the above-mentioned gas booster is so arranged that a gas pump is driven by a pneumatic piston engine, which is disclosed in U.S. Patent No. 4,042,311 or No. 4,812,109 previously proposed by the present inventor.
  • an engine chamber is provided above the pneumatic piston, to or from which engine chamber compressed air is supplied and discharged by a supply/discharge switching means, while a plunger smaller in diameter than the pneumatic piston is provided so as to downwardly protrude from the pneumatic piston, and a plunger chamber is provided below the plunger, with a first check valve for gas intake and a second check valve for gas discharge both connected to a lower portion of the plunger chamber.
  • the gas booster operates in such a manner that the downward fluid pressure acting on the pneumatic piston from the engine chamber surpasses the upward discharge reaction force acting on the plunger from the plunger chamber to thereby downwardly drive the pneumatic piston; therefore, at the time of high load, when a specified time period has elapsed since the startup of the gas pump so that the discharge pressure has increased to a sufficient extent, the piston and the plunger are driven to descend at low speed.
  • the resulting descending inertia force of the piston at the time of high load is so small that when compressed air is discharged from the engine chamber by the supply/discharge switching means at a time point when the piston has descended almost to the bottom dead point, the piston will be immediately turned over to an ascending return stroke.
  • a prior art known by the present inventor is such that the depth dimension of the plunger chamber is set so es to be slightly deeper than the descending stroke of the plunger at the time of low load to thereby prevent the plunger from colliding against the bottom wall of the plunger chamber at a final period of the descending stroke of the first piston.
  • the gas pump when the gas pump is at high load, the bottom dead point of the piston is elevated higher than it is at the time of low load, causing the clearance between the bottom wall of the plunger chamber and the bottom end of the plunger to be increased. This in turn causes the compressibility of the plunger chamber to be reduced, with the result that the amount of discharged gas is reduced to an extent of the decrement in the ccmpressibility.
  • the gas booster as a consequence, is long in the pressure boosting time.
  • An object of the present invention is therefore to reduce the boosting time.
  • the gas booster according to the present invention operates as follows.
  • the pressure of the outlet of the check valve gradually increases.
  • the descending speed of the first piston decreases accordingly, so that the inertia force of each of the first piston and the plunger becomes smaller when they descend, causing the overrun of the bottom end of the plunger to gradually decrease.
  • the height level of the second piston is elevated by the pressure acting from the cushion chamber to the second piston to thereby eliminate or reduce the clearance between the bottom end of the plunger and the second piston. This contributes to maintaining the compressibility of the plunger chamber at a great value.
  • the gas booster of the present invention is constructed and operates as described above, the amount of gas discharge can be increased over the whole range from low load to high load by increasing the compressibility of the plunger chamber at the time of high load, thus allowing the pressure boosting time to be reduced.
  • the gas booster produces only low level vibrations and noise.
  • Figs. 1 to 3 show a first embodiment of the present invention.
  • a gas booster designated by numeral 1
  • a pneumatic piston engine 2 to generate reciprocating linear movement by making use of compressed air
  • a plunger type gas pump 3 to be driven by the engine 2 to boost the gas.
  • the engine 2 has an engine body 4 for converting the pressure energy of compressed air into power, to or from which engine body 4 compressed air is supplied or discharged by a supply/discharge switching means 5. These engine body 4 and supply/discharge switching means 5 are fastened to the gas pump 3 with a plurality of tie rods 6.
  • the engine body 4 is constructed as follows.
  • a first piston 8 is inserted into a first cylinder bore 7 via a packing 10 so as to be hermetically and vertically slidable. Between a top wall 7a, i.e. a first end wall of the first cylinder bore 7, and the first piston 8 there is provided an engine chamber 9. When compressed air is supplied to the engine chamber 9, the first piston 8 is driven toward the bottom dead point. In contrast to this, when compressed air is discharged from the engine chamber 9, the first piston 8 is allowed to return toward the top dead point.
  • the supply/discharge switching means 5, having a supply/discharge valve 13, serves to make the engine chamber 9 selectively connect to a supply port 14 or a discharge port 15 via the supply/discharge valve 13.
  • the supply port 14 is connected to an air compressor 17 via a pressure reducing valve 16.
  • the discharge pressure of the compressor 17 can be set in the range from 5.0 to 9.9 kgf/cm.
  • the discharge port 15 is open to the outside.
  • the supply/discharge valve 13 is so arranged as to be switchable between supply position X and discharge position Y (see Fig. 2) for compressed air via a pilot valve 18.
  • the plunger type gas pump 3 is constructed as follows.
  • a plunger 21 is inserted into the plunger bore 20 via a packing 22 so as to be hermetically and vertically movable, the top thereof being coupled to the first piston 8.
  • the outlet 24b of a first check valve 24 for gas intake and the inlet 25a of a second check valve 25 for gas discharge are connected. Further, the compressor 17 is connected to the inlet 24a of the first check valve 24.
  • FIG. 1 A concrete arrangement of the supply/discharge switching means 5 is now described with reference to Fig. 1 and Fig. 2.
  • the left half of Fig. 2 and the whole Fig. 1 each show an initial state of the descending drive stroke of the first piston 8 while the right half of Fig. 2 shows an initial state of the ascending return stroke of the same first piston 8.
  • the supply/discharge valve 13 is so constructed that a cylindrical supply/discharge valve member 30 is inserted into a supply/discharge valve casing 29 fixed to the upper portion of the top wall 7a of the first cylinder bore 7.
  • the supply port 14 is communicated with the discharge port 15 via a filter 37, a supply actuation chamber 33, inside of a supply-side valve seat 29a, a working chamber 32, inside of a discharge-side valve seat 29b, a discharge chamber 34, a discharge hole 38, and an outlet chamber 39, in this order.
  • the outlet chamber 39 is internally provided with a muffler 40.
  • the supply actuation chamber 33 is communicated with a discharge actuation chamber 35 via a cylinder bore 30d of the valve member 30.
  • the discharge actuation chamber 35 is partitioned from the discharge chamber 34 by an O-ring 42.
  • a supply actuation pressure-receiving surface 30a provided at a lower portion of the valve member 30 leaves apart from the supply-side valve seat 29a, so that the supply actuation chamber 33 and the working chamber 32 are communicated with each other, while a discharge-side pressure-receiving surface 30b provided at a mid-height portion of the supply/discharge valve member 30 is seated on the discharge-side valve seat 29b to seal the space between the working chamber 32 and the discharge chamber 34.
  • the pilot valve 18, which is to switch the supply/discharge valve member 30 between supply position X and discharge position Y, comprises a piston type pilot valve casing 71, a spool 46 fixed to the first piston 8, an O-ring type pressure-introduction valve seat 48, a pressure-relief valve member 53, and a pressure-relief valve seat 52.
  • a cylinder chamber 70a for a pilot cylinder 70 into which cylinder chamber 70a the pilot valve casing 71 is inserted via an O-ring 72 so as to be hermetically and vertically movable.
  • a pressure-receiving actuation chamber 70b formed in confronting relation with the bottom face of the pilot valve casing 71 is communicated with the discharge actuation chamber 35.
  • the pilot valve casing 71 is adapted to be driven upward against the urging force of a return spring 73 by virtue of the internal pressure of the pressure-receiving actuation chamber 70b.
  • a support cylinder 31 downwardly protruding from the pilot valve casing 71 is inserted into the cylinder bore 30d of the supply/discharge valve member 30, and the valve seat 48 is mounted from downside to a lower portion 49 of the support cylinder 31.
  • the pressure-relief valve seat 52 provided within the upper portion of the pilot valve casing 71 the pressure-relief valve member 53 is downwardly urged by a valve-closing spring 54 so as to be closed.
  • a pressure-relief port 51 disposed above the pressure-relief valve member 53 is communicated with the discharge port 15.
  • the pilot valve casing 71 is elevated against urging force of the two springs 73 and 54, as depicted by solid line in the right half of Fig. 2, causing the valve seat 48 to rapidly leave apart from the spool 46.
  • This in turn causes compressed air to be rapidly introduced into the discharge actuation chamber 35, the compressed air serving to strongly push down the supply/discharge valve member 30 switchedly to the discharge position Y in the right half figure.
  • the engine chamber 9 is communicated with the discharge port 15 via a supply/discharge hole 36, the working chamber 32, the discharge chamber 34, and the discharge hole 38, thus allowing the first piston 8 to follow the ascending return stroke.
  • the gas pump 3 is constructed as follows.
  • the second cylinder bore 57 having the same diameter as the bore 20.
  • the second piston 58 confronting the bottom end 21a of the plunger 21 is inserted into the second cylinder bore 57 via the O-ring 59 so as to be hermetically and vertically movable.
  • the cushion chamber 61 Between the second piston 58 and a plug 60 there is provided the cushion chamber 61.
  • the plug 60 forms a second end wall of the second cylinder bore 57.
  • the cushion chamber 61 and the outlet 25b of the second check valve 25 are communicated with each other via a communicating passage 62.
  • the second piston 58 is urged upward by a return spring 63 installed in the cushion chamber 61.
  • a flange 66 provided at a lower portion of the second piston 58 is brought from downside into contact with a stopper 64 on the circumferential wall of the second cylinder bore 57 to thereby prevent the second piston 58 from moving upward in excess of a set extent.
  • a notched groove of the flange 66 forms a throttle 68 of the communicating passage 62.
  • Figs. 3 (a), (b), and (c) show their operation at the time of low load; Fig. 3 (a) depicts a state where the plunger 21 is at the top dead point, Fig. 3 (b) depicts a state where the plunger 21 is in the course of descent, Fig. 3 (c) depicts a state where the plunger 21 has descended to the bottom dead point. Further, Fig. 3 (d) shows a state where the plunger 21 has descended to the bottom dead point at the time of high load.
  • the descending movement of the plunger 21 is cushioned such that its speed can be gradually reduced, which contributes to suppressing the impact force due to collision between the plunger 21 and the second piston 58.
  • the flowout speed of compressed air, which is pushed out of the communicating passage 62 can be reduced by the flow resistance that the throttle 68 provided in the communicating passage 62 gives, so that the pressure rise ratio of the cushion chamber 61 increases to allow the descending movement of the plunger 21 to be sufficiently cushioned.
  • the vibrations and noise of the gas booster can be reduced.
  • the plunger 21 repeats the above-described ascending and descending strokes so that the pressure of the outlet 25b of the second check valve 25 gradually increases.
  • the descending speed of the first piston 8 slows down, causing the inertia force of the first piston 8 and the plunger 21 at the time of descent to be reduced, with the result of gradually decreasing overrun of the plunger bottom end 21a.
  • the descending stroke D of the plunger 21 diminishes as compared with the case of low load.
  • the pressure of the cushion chamber 61 also increases with the increasing pressure of the outlet 25b of the second check valve 25, while the height position of the second piston 58 at the final period of the discharge stroke gradually goes up, so that the clearance between the bottom end 21a of the plunger 21 and the second piston 58 is eliminated or reduced. Therefore, the compressibility of the plunger chamber 23 can be maintained at a great value, with the result of a large amount of gas discharge even at the time of high load.
  • the return spring 63 which urges the second piston 58 upward, the second piston 58 can positively be urged against the plunger bottom end 21a by the return spring 63 even when the gas pressure of the cushion chamber 61 is low at the time of low load, thus allowing the compressibility to be increased.
  • This enables the gas booster 1 to be increased in compressibility over the entire region of operation and in average discharge amount.
  • a brake means 75 for decelerating the ascending speed in the first piston 8 when the first piston 8 has ascended nearly to the top dead point.
  • a third cylinder bore 76 is provided on the top wall 7a of the first cylinder bore 7 above the engine chamber 9.
  • the third cylinder bore 76 is so formed as to be smaller in diameter than the plunger bore 20.
  • a third piston 77 is hermetically fitted into the third cylinder bore 76 via a packing 78 so as to be vertically disengageable.
  • the third piston 77 disposed between the plunger 21 and the spool 46, is fitted so as to be movable along with the first piston 8.
  • a brake chamber 79 is formed above the third piston 77 within the third cylinder bore 76.
  • the brake chamber 79 and the supply port 14 are connected with each other via a communicating passage 81.
  • An opening/closing means 82 for opening and closing the communicating passage 81 is composed of a groove 83 formed at the lower part of the spool 46 and a through hole 84 of the top wall 7a of the first cylinder bore 7.
  • the brake chamber 79 and the opening/closing means 82 operate in the following manner.
  • the third piston 77 also ascends from the position as depicted by solid line in the figure to the position as depicted by dash-and-dot line.
  • the compressed air within the engine chamber 9 is discharged via the supply/discharge hole 36, the working chamber 32, the discharge chamber 34, and the discharge hole 38, as shown by two-dot chain lined arrow.
  • the brake chamber 79 is communicated with the engine chamber 9 while the upper external circumferential surface of the spool 46 serves to close the through hole 84.
  • the gas booster 1 operates depending on the balance between the descending drive force, which acts from the engine chamber 9 onto the first piston 8, and the discharge reaction force, which acts from the plunger chamber 23 onto the plunger 21, so that the pressure of the engine chamber 9 will increase as the pressure of the outlet 25b increases.
  • the pressure of the engine chamber 9 is lower at the time of low load than at the time of high load.
  • the next discharge amount can be increased by heightening the intake pressure of the plunger chamber 23 at the time of low load, so that the average discharge amount is increased to thereby allow the boosting time for reaching a set pressure (approx. 40 kgf/cm in this embodiment) to be reduced. Needless to say, also with high load, the next discharge amount increases as the intake pressure of the plunger chamber 23 increases.
  • the gas booster 1 instead of being arranged in its longitudinal position, may also be positioned in a lateral or slanting position or in a vertically inverted position.
  • the supply/discharge switching means 5 may also be of the type described in the above-mentioned U.S. Patents No. 4,042,311 or No. 4,812,109 or the like.
  • the plunger bore 20 and the second cylinder bore 57 are preferably made into the same diameter from a viewpoint of their manufacture, but may be of different diameters.
  • Working fluid of the gas pump 3 may be nitrogen gas or helium gas in place of compressed air. Further, the gas increased in pressure by the gas pump 3 may be of the kind other than the one supplied to the engine 2.
  • the respective packings 10, 59, and 78 of the cylinder bores 7, 57, and 76 may be X-rings or U-packings in place of O-rings.
  • Fig. 4, Figs. 5 and 6, and Fig. 7 illustrate second to fourth embodiments, respectively, where like components and members having the same construction as in the first embodiment are designated by like numerals in principle.
  • the brake means 75 is modified as follows.
  • the space between the through hole 84 of the cylinder top wall 7a and the spool 46 is sealed by a packing 86.
  • the opening/closing means 82 is composed of a check valve member 87 and a valve-opening rod 88 protruding downwardly from the valve member 87.
  • a check valve seat 89 formed from an O-ring is received by a support cylinder 90 from below.
  • the brake means 75 is modified as shown in Figs. 5 and 6.
  • the space between the spool 46 and the through hole 84 of the cylinder top wall 7a is sealed by a packing 92.
  • the brake chamber 79 is communicated with the engine chamber 9 via a throttling clearance 93 formed from a fitting clearance between the third cylinder bore 76 and the third piston 77.
  • the brake chamber 79 and the throttling clearance 93 operate as follows.
  • the compressed air within the engine chamber 9 is discharged to outside via the supply/discharge hole 36, the working chamber 32, the discharge chamber 34, and discharge hole 38 in this order, as indicated by two-dot chain lined arrow.
  • the brake chamber 79 is open to the engine chamber 9.
  • the third piston 77 is fitted into the third cylinder bore 76 so that the internal pressure of the brake chamber 79 is increased by virtue of the throttling effect of the throttling clearance 93.
  • the internal pressure being applied to the top surface of the third piston 77 as a back pressure, the ascending speed of the first piston 8 is reduced so that the compressed air at the outlet of the first check valve (not shown) is gradually introduced into the plunger chamber 23, to thereby increase the intake pressure of the plunger chamber 23.
  • the push-up force acting from the plunger chamber 23 onto the plunger 21 overcomes the push-down force applied from the brake chamber 79, thus causing the first piston 8 to move up to the top dead point.
  • the plunger chamber 23 takes in a sufficient amount of gas to increase the pressure of the plunger chamber 23, so that the next discharge amount is increased.
  • the gas booster has a greater average discharge amount, capable of reducing the boosting time to reach a set pressure (approx. 40 kgf/cm in this embodiment).
  • the brake means 75 in Fig. 5 and Fig. 6 is further modified as follows.
  • the space between the third cylinder bore 76 and the third piston 77 is sealed from each other by a packing 95 while the brake chamber 79 and the engine chamber 9 are communicated with each other via an exhaust passage 96, in which exhaust passage 96 there is provided a throttle valve 97 formed from a needle valve.
  • exhaust passage 96 may alternatively be communicated with the supply/discharge hole 36 or the like instead of being communicated with the engine chamber 9.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Compressors, Vaccum Pumps And Other Relevant Systems (AREA)
  • Reciprocating Pumps (AREA)

Claims (7)

  1. Pneumatischer Druckverstärker, welcher umfaßt:
    - einen Fluiddruck-Kolbenmotor (2), der an einer ersten Endseite vorgesehen ist,
    - eine Plunger-Gaspumpe (3), die an einer zweiten Endseite vorgesehen ist,
    - eine erste Zylinderbohrung (7) mit einer ersten Endwand (7a),
    - eine Plungerbohrung (20), die einen kleineren Durchmesser als die erste Zylinderbohrung (7) hat,
    - einen ersten Kolben (8), der in die erste Zylinderbohrung (7) eingesetzt ist,
    - einen Plunger (21), der in die Plungerbohrung (20) eingesetzt und mit dem ersten Kolben (8) gekoppelt ist,
    - eine Motorkammer (9), die zwischen der ersten Endwand (7a) und dem ersten Kolben (8) ausgebildet ist, zu oder von der Motorkammer ein unter Druck stehendes Fluid durch eine Zufuhr/Ablaß-Schalteinrichtung (5) zugeführt oder abgelassen wird,
    - eine Plungerkammer (23),
    - ein erstes Rückschlagventil (24) zum Gaseinlaß und ein zweites Rückschlagventil (25) zum Gasausstoß mit einem einem Auslaß (25b), wobei die Rückschlagventile innerlich mit dem zweiten Endabschnitt der Plungerkammer (23) verbunden sind,
    dadurch gekennzeichnet, daß
    - eine zweite Zylinderbohrung (57) mit einer zweiten Endwand (60) vorgesehen ist,
    - die erste Zylinderbohrung, die Plungerbohrung und die zweite Zylinderbohrung in dieser Reihenfolge von der ersten Endseite zur zweiten Endseite hin ausgebildet sind,
    - die Plungerbohrung (20) und die zweite Zylinderbohrung (57) jeweils so ausgebildet sind, daß sie im wesentlichen den gleichen Durchmesser haben, und der Plunger (21) so angepaßt ist, daß er fähig ist, sich in die zweite Zylinderbohrung (57) vorzuschieben,
    - ein zweiter Kolben (58) in die zweite Zylinderbohrung (57) eingesetzt ist,
    - die Plungerkammer (23) zwischen dem Plunger (21) und dem zweiten Kolben (58) ausgebildet ist,
    - eine Dämpferkammer (61) zwischen der zweiten Endwand (60) und dem zweiten Kolben (58) ausgebildet ist,
    - ein Verbindungsdurchgang (62) zum Verbinden der Dämpferkammer (61) mit dem Auslaß (25b) des zweiten Rückschlagventils (25) vorgesehen ist, und
    - ein Anschlag (64) vorgesehen ist, um zu verhindern, daß der zweite Kolben (58) sich über ein festgesetztes Maß hinaus zur ersten Endseite hin bewegt.
  2. Pneumatischer Druckverstärker nach Anspruch 1, bei dem in der Dämpferkammer (61) weiterhin eine Rückführfeder (63) vorgesehen ist, um den zweiten Kolben (58) zur ersten Endseite hin zu drücken.
  3. Pneumatischer Druckverstärker nach Anspruch 1 oder 2, bei dem in dem Verbindungsdurchgang (62) weiterhin eine Drossel (68) vorgesehen ist.
  4. Pneumatischer Druckverstärker nach einem der Ansprüche 1 bis 3, bei dem
    weiterhin eine dritte Zylinderbohrung (76) in der ersten Endwand (7a) der ersten Zylinderbohrung (7) der Motorkammer (9) gegenüberstehend vorgesehen ist; ein dritter Kolben (77), der in die dritte Zylinderbohrung (76) eingesetzt ist, mit dem ersten Endabschnitt des ersten Kolbens (8) gekoppelt ist; eine Bremskammer (79) zwischen der ersten Endwand (7a) und dem dritten Kolben (77) ausgebildet ist; und bei dem weiterhin eine Einrichtung vorgesehen ist, um den Innendruck der Bremskammer (79) in einem letzten Abschnitt der Bewegung des ersten Kolbens (8) zur ersten Endseite hin zu erhöhen.
  5. Pneumatischer Druckverstärker nach Anspruch 4, bei dem der dritte Kolben (77) in einem letzten Abschnitt der Bewegung des ersten Kolbens (8) zur ersten Endseite hin luftdicht in die dritte Zylinderbohrung (76) eingepaßt ist; ein Verbindungsdurchgang (81) zum Verbinden der Zufuhröffnung (14) der Zufuhr/Ablaß-Schalteinrichtung (5) mit der Bremskammer (79) vorgesehen ist; und bei dem eine Öffnungs-/Schließeinrichtung (82) durch den ersten Kolben (8) verriegelt wird und mit diesem gekoppelt ist, um den Verbindungsdurchgang (81) in einem frühen bis mittleren Abschnitt der Bewegung des ersten Kolbens (8) zur ersten Endseite hin zu schließen und den Verbindungsdurchgang (81) in einem letzten Abschnitt derselben Bewegung zu öffnen.
  6. Pneumatischer Druckverstärker nach Anspruch 4, bei dem der dritte Kolben (77) in einem letzten Abschnitt der Bewegung des ersten Kolbens (8) zur ersten Endseite hin durch Öffnen eines Drosselzwischenraums (93) in die dritte Zylinderbohrung (76) eingepaßt ist und die Bremskammer (79) mit der Motorkammer (9) über den Drosselzwischenraum (93) in Verbindung steht.
  7. Pneumatischer Druckverstärker nach Anspruch 4, bei dem der dritte Kolben (77) in einem letzten Abschnitt der Bewegung des ersten Kolbens (8) zur ersten Endseite hin luftdicht in die dritte Zylinderbohrung (76) eingepaßt ist; weiterhin in der ersten Endwand (7a) ein Auslaßdurchgang (96) so vorgesehen ist, daß er mit der Bremskammer (79) in Verbindung steht; und bei dem ein Drosselventil (97) in dem Auslaßdurchgang (96) vorgesehen ist.
EP19920402220 1991-08-09 1992-08-03 Pneumatischer Druckverstärker Expired - Lifetime EP0528714B1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP224857/91 1991-08-09
JP3224857A JP2946005B2 (ja) 1991-08-09 1991-08-09 ガス増圧器

Publications (2)

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EP0528714A1 EP0528714A1 (de) 1993-02-24
EP0528714B1 true EP0528714B1 (de) 1996-02-28

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EP (1) EP0528714B1 (de)
JP (1) JP2946005B2 (de)
DE (1) DE69208563T2 (de)

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP5885439B2 (ja) * 2011-09-16 2016-03-15 アネスト岩田株式会社 空気圧縮機の廃熱利用装置
JP5969318B2 (ja) * 2012-08-28 2016-08-17 パスカルエンジニアリング株式会社 加圧エア駆動式ピストン往復動型油圧ポンプ
EP4012177B1 (de) * 2019-08-09 2024-05-15 Kosmek Ltd. Motor und hydraulische pumpenvorrichtung mit dem motor

Family Cites Families (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2711697A (en) * 1951-01-12 1955-06-28 Lloyd T Gibbs Variable capacity pump
US3835753A (en) * 1972-09-19 1974-09-17 A Bunyard Air cylinder
US3938425A (en) * 1974-04-15 1976-02-17 Houdaille Industries, Inc. Pump stroke adjustment device
JPS63130904A (ja) * 1986-11-17 1988-06-03 Kosumetsuku:Kk 流体圧ピストン発動機

Also Published As

Publication number Publication date
DE69208563T2 (de) 1996-08-29
JPH0544632A (ja) 1993-02-23
JP2946005B2 (ja) 1999-09-06
EP0528714A1 (de) 1993-02-24
DE69208563D1 (de) 1996-04-04

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