JP2005240803A - Air compressor - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide an air compressor arranged so as to stop operating when the set value is exceeded by the internal pressure of a tank to store compressed air supplied to various pneumatic apparatus and resume operating when the intra-tank pressure becomes equal to or below the set value. <P>SOLUTION: The air compressor is equipped with a crank shaft 20 installed inside a crank chamber 11 movably forward and reversely, a clutch housing 30 put in shaft coupling with the crank shaft 20, a ring leaf spring 50 to energize the crank shaft 20 in the advancing direction, a clutch 70 to couple the crank shaft 20 removably with a drive gear 60, a pump piston 83 installed in a pumping chamber perpendicularly intersecting the crank chamber 11, a connecting rod 92 whose one end is coupled with the crank shaft 20 and other end is in shaft coupling with the pump piston 91, and an air cylinder 80 installed behind the crank chamber 11, moving the crank shaft 20 reversely when a signal pressure fed via a governor 6b is large so as to put the clutch 70 in the disengaged condition. <P>COPYRIGHT: (C)2005,JPO&NCIPI

Description

  The present invention relates to an air compressor that supplies compressed air so that the pressure in an air tank that stores compressed air supplied to various pneumatic devices always maintains a set pressure, and more specifically, the pressure in the air tank. When the air pressure exceeds a set value, the compressed air supply operation is stopped, and when the pressure falls below the set value, the compressed air supply operation is restarted.

  In general, large vehicles such as buses, trucks, and trailers are equipped with pneumatic equipment such as air brakes that use compressed air pressure to brake or air switches that automatically open and close doors. The compressed air supplied to such pneumatic equipment is supplied and stored in an air tank by an air compressor that operates with the power of the engine. For this purpose, the compressed air must be stored in the air tank so as to always maintain an appropriate pressure.

  FIG. 1 is a diagram showing an example of a conventional air compressor that performs such an operation. The air compressor is configured to drive the engine through a drive gear 3 in which the power of the engine meshes with a timing gear (not shown). When the crankshaft 2 is transmitted to the crankshaft 2 in the crankcase 1 provided in the cylinder and the piston in the pump chamber 4 is interlocked, compressed air is supplied into the air tank 5 through the discharge port 6 '. When the pressure in the air tank becomes higher than the set pressure, when a part of the pressure is transmitted to the unloader 6 through the governor 7 as a signal pressure, the unloader is operated. In order to interrupt the supply of compressed air to the air tank, the air compressor will run idle and be stored in the air tank By the compressed air is used, if the pressure becomes lower, the unloader is reversed operation, compressed air is obtained so as to be again supplied to the air tank.

  However, in such an air compressor, even when compressed air is not supplied to the air tank 5 due to the operation of the unloader 6, the air compressor continues to idle, so that the power consumption of the engine continues and the air compressor The loss of fuel increases due to the idling of the compressor, and this has the disadvantage of greatly reversing the fuel efficiency of the vehicle. Also, as the reciprocating motion of the crankshaft 2 and piston continues, the internal temperature of the cylinder rises due to frictional heat, and the consumption of engine oil supplied into the crankcase increases, of course. The high temperature discharge air containing a large amount of pollutants proportional to the pressure causes contamination of the atmosphere and peripheral equipment, increases noise generation and wear rate, and greatly shortens the life of the air compressor. there were.

  Therefore, in order to eliminate such problems, the applicant of the present application is that when the pressure in the air tank becomes higher than the set pressure and the signal pressure is transmitted to the unloader, only the drive gear rotates idly. The crankshaft and the piston stop operating, the compressed air supply operation is stopped, and when the pressure becomes low, the crankshaft and the piston operate again to supply the compressed air. The previous application (Korean Patent Application No. 2003-101314) was filed.

  FIG. 2a is a cross-sectional view showing a state in which the crankshaft is retracted in the air compressor of the invention of the earlier application, and FIG. 2b is a cross-sectional view showing a state in which the crankshaft is advanced in the air compressor. In the air compressor of the invention, as shown in FIG. 2 a, the crankshaft 120 mounted in the crankcase 110 is moved backward by the repulsive force of the ring plate spring 150, and is interposed between the clutch housing 130 and the drive gear 160. When the engine 100 is operated in a state in which the steel ring plate 171 and the friction ring plate 172 and the like are in close contact with each other, that is, in a state where the clutch 170 connects the drive gear and the clutch housing. The power is meshed with an engine timing gear (not shown). It is transmitted to the crankshaft through the clutch housing through the gear and the clutch, and in order to rotate the crankshaft, the connecting piston 192 causes the pump piston 191 in the pump chamber 190 to reciprocate and discharge the compressed air through the discharge port 195. If the pressure of the compressed air supplied and stored in the air tank becomes higher than the set pressure, a part of the compressed air is converted into the signal pressure. When the signal pressure flowing into the air cylinder 180 through the governor 611 through the inlet 182 of the cover 181 becomes larger than the repulsive force of the ring plate spring 150 moving the crankshaft 120 backward, the piston 183 is moved. As shown in FIG. Is pushed forward to press the clutch housing 130, the ring plate spring is compressed, and the close contact state between the steel ring plate 171 and the friction ring plate 172 and the like which are in close contact with each other is loosened and separated from each other. Accordingly, the drive gear 160 and the clutch housing 130 are disconnected from each other by the clutch 170, so that the rotational force is transmitted to the crankshaft 120 even if the drive gear continues to rotate by the power of the engine 100. Therefore, only the drive gear rotates idly.

  When this happens, the air compressor stops operating, the supply of compressed air to the air tank 600 is stopped, the pressure increases unnecessarily, the power loss of the engine 100 is prevented, and the fuel and Of course, the consumption of engine oil is greatly reduced, which greatly contributes to improving the fuel efficiency of the vehicle, reduces the wear rate, suppresses the shortening of the service life, reduces the internal frictional heat, and lowers the temperature of the discharge air. High temperature air is not discharged, and the effects of reducing the air and surrounding pollution can be obtained.

  However, the air compressor (Korean Patent Application No. 2003-101314) according to the invention of the prior application, even when only the drive gear 160 rotates idly when the crankshaft 120 is advanced, The shaft load generated when the crankshaft advances and the repulsive force of the ring plate spring 150 compressed by the advanced clutch housing 130 are applied to the ring plate spring retainer 140, and the drive gear and the ring plate spring In order to maintain a strong contact state between the grounding surface and the presser, even if bushes are interposed between them, friction continues to be generated on these grounding surfaces, so that they easily wear out. The life of the ring plate spring retainer was shortened, and as a result, even if the crankshaft was idly rotated, the error shown in FIG. Compared to the compressor, but so large no consumption losses and fuel and engine oil power is increased, there is a problem, such as is also an obstacle to the fuel economy improvement.

  Further, the thrust bearing 200 is attached between the inner wall 101 of the engine 100 and the front surface of the drive gear 160 to attenuate the axial load generated when the crankshaft 120 moves forward. In order to secure this space, the tubular ring plate spring retainer 140 must be formed relatively long, and there are many individual parts assembled and rotated on the outer periphery of the crankshaft. The processing and assembling of the ring plate spring retainer is very difficult and complicated, and there is a problem that vibration and noise are greatly generated even by extremely minute errors.

  The present invention has been made in view of the above problems, and provides an air compressor that minimizes the consumption of fuel and engine oil as well as preventing wear and shortening of the life of the drive gear and ring plate spring retainer. The purpose is to do. Another object of the present invention is to provide an air compressor in which deformation and cracking are less likely to occur, as well as processing and assembling of the ring plate spring presser are very simple and easy. To do.

  In order to achieve the above object, the air compressor according to the present invention stops the operation of the crankshaft and the piston when the pressure in the air tank becomes higher than the set pressure and the signal pressure is transmitted, and the compressed air is supplied. When the drive gear rotates idly in the state of interruption, friction with the ring plate spring retainer is not generated, and almost no shaft load is generated during forward movement of the crankshaft. The air compressor is configured to hold a ring plate spring between a drive housing and a clutch housing in which a clutch that transmits and shuts off a drive force of a drive gear that meshes with an engine timing gear is transmitted to or disconnected from the crankshaft. Rotating force of the drive gear is transmitted to the crankshaft through the clutch housing via the ring plate spring retainer and the clutch. Therefore, when the drive gear is idling, friction with the ring plate spring retainer is prevented from occurring. Therefore, contrary to the invention of the prior application, if the crankshaft moves forward, the air compressor operates. When the compressed air is supplied and the crankshaft is retracted, the operation of the air compressor is stopped and the supply of the compressed air is interrupted.

  According to the air compressor of the present invention, the crankshaft is moved forward by the repulsive force of the ring plate spring during the compressed air supply operation, so that the axial load applied to the ring plate spring retainer and the drive gear is large. Of course, when the compressed air supply operation is stopped, the crankshaft is moved backward to compress the ring plate spring, so that the repulsive force does not press the ring plate spring retainer forward, the repulsive force is There is a feature that it is not added to the drive gear, which causes the drive gear to idle without being rubbed with other parts in the vicinity, and the overall wear rate compared to the earlier invention of the applicant of the present application. As well as greatly reducing the power loss of the engine, the consumption of fuel and engine oil is greatly increased. Little, thus further contributing to the suppression of fuel efficiency and life shortening. In addition, the length of the ring plate spring presser is reduced compared to the air compressor of the previous application, and the machining and assembling operations are very simple and easy, as well as the distance from the front of the crankcase to the front of the drive gear. There is also an advantage that it is greatly reduced and the thrust bearing is removed, and the operation of mounting on the engine becomes very simple and easy.

  Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the accompanying drawings. FIG. 3 is an exploded perspective view of an air compressor according to an embodiment of the present invention. FIGS. 4a to 4d and FIGS. 5a to 5d are respectively views showing a state where a crankshaft of the air compressor is moved forward and backward. It is sectional drawing. A crankcase 10 of an air compressor according to an embodiment of the present invention is provided in an engine 100, and a crankshaft 20 is rotatable in a crank chamber 11 formed so as to penetrate horizontally through a lower portion in the crankcase. Attached to. The distal end portion of the crankshaft 20 is exposed through a bush 12 that is coupled to the distal end side of the crank chamber 11 so as not to be detached by a snap ring, and is positioned inside the engine 100. A cylindrical clutch housing 30 having a shaft hole 31 through which the horizontal portion passes is formed at the center of the rear horizontal portion 21 whose outer peripheral surface is horizontal in the front end portion.

  The clutch housing 30 is shaft-coupled so that its rear surface is supported by the front surface of the bush 12, splines 32 are formed on the inner peripheral surface, and the front-rear width of the shaft hole 31 is the horizontal portion 21. It becomes smaller than the front-rear width. This is to enable the crankshaft 20 to move forward / backward within the range of the interval t due to the difference in the longitudinal width between the shaft hole 31 and the horizontal portion 21. A tubular ring plate spring retainer having an inner peripheral surface that is an inclined surface that coincides with the inclined portion in an intermediate inclined portion 22 whose outer peripheral surface is inclined toward the distal end side in the tip portion of the crankshaft 20. The ring plate spring retainer 40 is coupled to the intermediate inclined portion so as not to be disengaged from the fastening member 40a fastened to the spiral portion 23 of the distal end where a spiral is formed on the outer peripheral surface in the distal end portion. It is pivotally attached.

  As the fastening member 40a, a nut is preferable, and since the inner peripheral surface of the ring plate spring retainer 40 is an inclined surface that matches the inclined portion 22, when the fastening member is fastened so that they are firmly adhered to each other, The ring plate spring retainer rotates with the crankshaft. The ring plate spring retainer 40 is configured such that the inner diameter of the tip portion 41 on the inner peripheral surface is larger than the inner diameter of the rear portion so that the fastening member 40a is accommodated in the tip portion, A flange 42 having a spline 43 that meshes with a spline 32 formed on the inner peripheral surface of the clutch housing 30 is formed on the outer peripheral edge. When such a ring plate spring retainer 40 is pivotally attached to the crankshaft 20, a space a having a predetermined interval is formed between the rear surface of the flange portion 42 and the inner front surface of the clutch housing 30, and in this space, A plurality of ring plate springs 50 are attached.

  The repulsive force of the ring plate spring 50 attached in this way has the action of pushing the clutch housing 30 rearward to bring it into close contact with the bush 12 and pushing the ring plate spring retainer 40 forward to move the crankshaft 20 forward. A driving gear 60 is provided on the outer peripheral surface of the ring plate spring retainer 40 on the distal end side with the distal end portion as an axis so as to freely rotate separately from the ring plate spring retainer. The drive gear 60 has a gear portion 61 formed on the outer peripheral edge with gear teeth meshed with a timing gear (not shown) on the engine 100 side, and has a small diameter and extends to the rear side. The shaft tube portion 62 is formed with a spline 63. A bush 60a is interposed between the front and rear end sides and the inner peripheral surface of the shaft tube portion 62 and the outer peripheral surface on the tip end side of the ring plate spring retainer 40 so that they do not come into direct surface contact with each other. A washer 44 is attached to the outer peripheral surface on the tip end side of the leaf spring retainer, and a snap ring 45 is attached so that the drive gear 60 is not detached. In addition, the front central portion 64 of the drive gear 60 is formed to be recessed at a predetermined depth, and the tip of the crankshaft 20 is positioned within the central portion, so that the crankshaft 10 is protruded from the front surface of the crankcase 10. The exposed distance to the tip of the is reduced to the maximum.

  On the other hand, between the inner peripheral surface of the clutch housing 30 and the outer peripheral surface of the shaft tube portion 62 of the drive gear 60, an accommodation space b is formed on the front side of the flange portion 42 of the ring plate spring retainer 40 due to the difference in diameter. Is formed, and the clutch 70 is attached in the accommodation space. In the clutch 70, the inner diameter of the shaft hole is larger than the outer diameter of the shaft tube portion 62, and a plurality of splines coupled to the splines 32 formed on the inner peripheral surface of the clutch housing 30 are formed on the outer peripheral surface. A steel ring plate 71 and a plurality of frictions each having a diameter smaller than that of the steel ring plate and having splines coupled to splines 63 formed on the outer peripheral surface of the shaft tube portion on the inner peripheral surface of the shaft hole. And a ring plate 72.

  The steel ring plate 71 and the friction ring plate 72 are attached so as to alternately overlap each other, and the shaft hole of the steel ring plate is separated from the shaft tube portion 62, whereas The spline formed on the outer peripheral surface is coupled to the spline 32 of the clutch housing 30, and the spline formed in the shaft hole of the friction ring plate is coupled to the spline 63 of the shaft tube portion, while the outer peripheral surface is Separated from the inner peripheral surface of the clutch housing. As a result, the steel ring plate 71 rotates together with the clutch housing 30, and the friction ring plate 72 rotates together with the drive gear 60. Further, the steel ring plate and the friction ring plate are attached so as not to be removed forward by a snap ring 73 installed on the front end side of the inner peripheral surface of the clutch housing, and the rear thereof is a flange of the ring plate spring retainer 40. Supported by part 42.

  The steel ring plate 71 and the friction ring plate 72 of the clutch 70 attached in this way are moved forward when the ring plate spring retainer 40 and the crankshaft 20 are moved forward by the action of the repulsive force of the ring plate spring 50. In order to be pressed between the flange portion 42 and the snap ring 73 and firmly adhere to each other without a gap, the drive gear 60 and the ring plate spring retainer and the clutch housing are connected together. When connected in this way, the rotational force of the drive gear 60 is transmitted to the clutch housing 30 by the clutch 70 and also to the ring plate spring retainer 40 through the spline 43 of the flange portion 42 coupled to the spline 32. The crankshaft 20 is rotated. Conversely, as will be described later, when the ring plate spring retainer 40 moves backward together with the crankshaft 20, the ring plate spring 50 is compressed, and the steel ring plate 71 and the friction plates 72 and the like that are in close contact with each other are separated from each other. Therefore, the action of the clutch 70 that transmits the rotational force of the drive gear 60 to the crankshaft is released, and only the drive gear rotates idly, thereby stopping the operation of the air compressor.

  On the other hand, an air cylinder 80 is provided on the rear end side of the crank chamber 11 to move the crankshaft 20 moving forward by the repulsive force of the ring plate spring 50 backward. The air cylinder 80 is attached so as to seal the opened rear end of the crank chamber 11. A shaft groove to which the crankshaft 20 is axially coupled is formed in the center of the front surface, and a storage portion is formed on the rear surface. The formed cylinder 81, a cover 82 attached to the rear surface so as to seal the opened accommodating portion of the cylinder, a piston 83 attached to the accommodating portion, and an end portion at the center of the cylinder and the piston A screw shaft 84 fastened to the center of the rear end portion of the crankshaft through the formed through hole, a bearing holder 85 that is pivotally attached to the rear surface of the piston at a predetermined interval by the screw shaft, and the piston A bearing 86 interposed between the cylinder and the support plate, and an injection port 87 formed in the cylinder so that a signal pressure as compressed air is injected between the rear surface of the cylinder and the front surface of the piston, Mounted so as to be interposed between the surface and the front surface of the piston after the serial cylinders, by emitted bullet piston backwards. A coil spring 88 for applying a preload to the bearing, and a screw fastening to the piston so that the end portion is inserted into a guide groove formed on the rear surface of the cylinder, guides rotation prevention and forward / backward movement of the piston. The guide pin 89 is provided.

  The engine oil that flows into the crank chamber 11 is supplied to the cylinder chamber 80a, and the engine oil that flows during the operation of the piston 83 is discharged to suppress the pressure resistance. The flowing flow path 81a is formed so as to penetrate the front and rear surfaces. It is preferable that the outer peripheral surface of the screw shaft 84 is not in contact with the inner peripheral surface of a through hole formed at the center of each of the cylinder 81 and the piston 83. For this purpose, a gap due to a difference in diameter between them is preferable. Or a shaft tube portion 85a formed by extending the peripheral edge at the tip of the shaft hole of the screw shaft 84 formed at the center of the bearing holder 85 forward to the outer peripheral surface of the screw shaft. You may make it interpose between the internal peripheral surfaces of a through-hole. Of course, even in such a case, the outer peripheral surface of the shaft tube portion 85 a is the inner peripheral surface of each shaft hole of the cylinder 81 and the piston 83, and the inner peripheral surface of the shaft tube portion is the outer periphery of the screw shaft 84. It is preferred that a gap be maintained between them so that they do not contact the surface.

  Such an air cylinder 80 is a ring in which signal pressure, which is compressed air sent through the governor 6 b and injected between the rear surface of the cylinder 81 and the front surface of the piston 83 through the injection port 87 advances the crankshaft 20. If the repulsive force of the plate spring 50 is greater, the crankshaft coupled by the bearing holder 85 and the screw shaft 84 is moved back together to retreat the piston, and the ring plate spring retainer 40 is also moved back simultaneously. The ring plate spring is compressed. At this time, the degree to which the piston 83 is retracted is proportional to the interval t due to the difference in the front-rear width between the shaft hole 31 and the horizontal portion 21 at the rear end.

  In this case, the ring plate spring retainer 40 mounted on the tip end side of the crankshaft 20 also moves backward, so that the steel ring plate 71 and the friction ring plate 72 of the clutch 70 that are in close contact with each other without any gap are provided. And the drive gear 60 and the clutch housing 30 are disconnected by the clutch, so that even if the drive gear rotates, the rotational force is transmitted to the clutch housing. Instead, the ring plate spring retainer and the crankshaft stop rotating, and only the drive gear rotates idly.

  A pump chamber 90 is extended upward in the crankcase 11 so as to be orthogonal to the crank chamber 11, and a pump piston 91 is attached to the pump chamber. One end of the pump piston 91 is axially coupled to the other end of the connecting rod 92 that is axially coupled to the horizontal portion 24 of the crankshaft 20, and supplies the compressed air to the air tank 6a while reciprocating when the crankshaft rotates. Will do. The other end of the connecting rod 92 is inserted into a coupling groove 93 that is recessed in the center of the pump piston 91 so as to be opened to the crank chamber 11 side. As shown in FIG. 4d, a shaft hole 94 is formed so as to be larger than the front-rear width f of the connecting rod and horizontally traverse the intermediate portion thereof. Therefore, if the shaft pin 96 is coupled so as to penetrate the shaft hole formed at the other end of the connecting rod 92 and both ends thereof are fixed to the shaft hole 94, the connecting rod is coupled to the shaft pin. In this state, the front and rear widths f and the inner width r of the coupling groove 93 are moved forward and backward horizontally within a range due to the difference in size.

  This is because the pump piston 91 is mounted so as to reciprocate vertically in the pump chamber 90, while the crankshaft 20 is provided to move forward and backward in the crank chamber 11. This is because, when the crankshaft moves forward and backward, the connecting piston 92 moves forward and backward together, so that the pump piston can reciprocate in the pump chamber. The open upper end of the pump chamber 90 is covered with a head cover 97 having a discharge port 95 through which compressed air generated by the pump piston 91 is discharged and sent to the air tank 6a.

  In the air compressor according to the embodiment of the present invention configured as described above, the ring plate spring retainer 40 and the crankshaft 20 are moved forward by the repulsive force of the ring plate spring 50, and between the clutch housing 30 and the drive gear 60. The engine 100 is in a state where the intervening steel ring plate 71 and the friction ring plate 72 are in close contact with each other, that is, in a state where the clutch 70 connects the drive gear and the clutch housing 30. When operating, the power is transmitted to the crankshaft through the clutch housing and the ring plate spring press through the drive gear and the clutch engaged with the timing gear of the engine, and the crankshaft is rotated.

  In this case, the bearing holder 85 attached to the screw shaft 84 at the rear end of the crankshaft 20 rotates together, but the piston 83 rotates because it is separated from the screw shaft and the bearing holder. However, the connecting rod 92 causes the pump piston 91 in the pump chamber 90 to reciprocate. The compressed air generated in this process is discharged through the discharge port 95 and sent to the air tank 6a for storage. When such an operation is continued and the pressure of the compressed air supplied into the air tank 6a becomes higher than the set pressure, the signal pressure, which is compressed air, passes through the governor 6b through the inlet 87 and the cylinder 81 in the air cylinder 80. When the signal pressure flowing in this way becomes larger than the repulsive force of the ring plate spring 50 that advances the crankshaft 20, the piston is moved backward. Press to move backwards.

  In this way, when the crankshaft 20 is retracted, the ring plate spring retainer 40 is also retracted, so that the ring plate spring 50 is compressed, so that the ring plate spring is brought into close contact with the repulsive force. Since the steel ring plate 71 and the friction ring plate 72 are released from contact with each other and separated from each other, the drive gear 60, the clutch housing 30, and the ring plate spring retainer are eventually disconnected by the clutch 70. When the clutch 70 is disconnected, the driving gear 60 is not transmitted to the clutch housing 30 even if the driving gear 60 continues to rotate by the power of the engine 100, so that only the driving gear rotates idly. The crankshaft 20 does not rotate.

  As a result, the air compressor does not operate, and the supply of compressed air to the air tank 6a is interrupted, so that the pressure rises unnecessarily, and the power loss of the engine 100 is also prevented. Thereafter, when the compressed air stored in the air tank 6a is used and its pressure becomes lower than the set value, the signal pressure flowing into the air cylinder 80 through the governor 6b is cut off, and the pressure in the air cylinder is reduced. Thus, when the repulsive force of the ring plate spring 50 becomes larger than the signal pressure, the repulsive force acts and presses the ring plate spring retainer 40 forward, so that the crankshaft 20 is moved forward. .

  In this case, the steel ring plate 71 and the friction ring plate 72 of the clutch 70 are brought into close contact with each other by the advanced ring plate spring retainer 40, so that the drive gear 60 and the clutch housing 30 are connected by the clutch. As a result, the power of the engine 100 is transmitted to the crankshaft 20 through the clutch housing and the ring plate spring retainer, so that the air compressor operates to supply compressed air to the air tank 6b.

  In such a process, the interval at which the crankshaft 20 and the connecting rod 92 are moved forward and backward is such that only the contact between the steel ring plate 71 and the friction ring plate 72 of the clutch 70 is released. Therefore, the distance between the pump pistons 91 is not large, and even if the connecting rod is eccentric from the center line of the pump piston 91, the degree of eccentricity is not large. To exercise.

  On the other hand, in the above-described embodiment, the connecting rod 92 is provided so as to move forward and backward with the crankshaft 20, and the pump piston 91 is reciprocated as an example. The connecting rod is not limited to forward and backward movement, and only the crankshaft may move forward and backward. For this purpose, the length of the horizontal portion 24 where one end of the connecting rod 92 is axially coupled with the crankshaft 20 is made longer than the front-rear width f of the connecting rod so that the horizontal portion slides. The upper end of the connecting rod may be pivotally attached to the pump piston 91 so that it does not move forward and backward but only rotates.

  The crankshaft 20 and the connecting rod 92 can be coupled with various modified examples other than the above-described embodiment, but the rotation of the crankshaft 20 attached so that the operation moves forward and backward is possible. It goes without saying that any force can be transmitted to the pump piston 91 that reciprocates and belongs to the scope of the present invention. When a large capacity is required for rapid supply of compressed air, it is preferable to provide a plurality of pump chambers 90. However, in a vehicle with a small amount of compressed air consumption, the pump chamber 90 is used for cost reduction. 90 is preferably one, and in proportion to this, a single pump piston 91 and connecting rod 92 may be provided in the one pump chamber.

  Further, in the embodiment of the present invention, as described above, the figure in the case where the pump chamber 90 is made to be one cylinder is not shown, but this is simplified by the above-described embodiment in which the pump chamber has two cylinders. It is applicable and is omitted, and in this case, it does not depart from the scope of the present invention. As described above, although described and illustrated in detail with reference to the above-described embodiment, the present invention is not limited to this and does not depart from the basic technical idea of the present invention. Many other modifications will be possible to those skilled in the art within the scope. Needless to say, the present invention should be construed in accordance with the appended claims.

It is a block diagram which shows an example of a general air compressor roughly. It is sectional drawing which shows the operation state of the air compressor of the conventional prior application. It is sectional drawing which shows the operation state of the air compressor of the conventional prior application. It is a disassembled perspective view of the air compressor of the present invention. It is sectional drawing which shows the state which the crankshaft advanced in the air compressor of this invention. It is sectional drawing which expands and shows the clutch part in FIG. 4a. It is sectional drawing which expands and shows the air-cylinder part in FIG. 4a. It is sectional drawing which expands and shows the pump piston part in FIG. 4a. It is sectional drawing which shows the state which the crankshaft retracted in the air compressor of this invention. It is sectional drawing which expands and shows the clutch part in FIG. 5a. It is sectional drawing which expands and shows the air-cylinder part in FIG. 5a. It is sectional drawing which expands and shows the pump piston part in FIG. 5a.

Explanation of symbols

DESCRIPTION OF SYMBOLS 10 Crankcase 11 Crank chamber 20 Crankshaft 21 Horizontal part 22 Inclined part 23 Spiral part 30 Clutch housing 31 Shaft hole 32 Spline 40 Ring board spring press 41 Tip part 42 Flange part 43 Spline 50 Ring board spring 60 Drive gear 61 Gear part
62 Shaft pipe portion 63 Spline 70 Clutch 71 Steel ring plate 72 Friction ring plate 73 Snap ring 80 Air cylinder 81 Cylinder 82 Cover 83 Piston 84 Screw shaft 85 Bearing holder 86 Bearing 87 Inlet
88 Coil spring 89 Guide pin 80a Cylinder chamber 81a Flow passage 90 Pump chamber 91 Pump piston 92 Connecting rod

Claims (9)

A crankshaft is attached so as to move forward and backward in a crankcase of a crankcase provided in the engine, and a tip portion is exposed to the front through the crankcase;
A shaft hole that is axially coupled to a rear horizontal portion whose outer peripheral surface is horizontal in the exposed front end portion of the crankshaft, a spline is formed on the inner peripheral surface, and is axially coupled to the horizontal portion. The front and rear width of the clutch housing is smaller than the front and rear width of the horizontal portion,
The outer peripheral surface of the crankshaft that is exposed is axially coupled to an intermediate inclined portion inclined toward the front end side, and the inner peripheral surface is an inclined surface that matches the inclined portion, and the rear end of the outer peripheral surface On the part side, a tubular ring plate spring presser extending around a flange portion formed with a spline that meshes with the spline of the clutch housing on the outer periphery,
Fastened to the spiral part of the tip of the crankshaft where the spiral is formed on the outer peripheral surface in the exposed tip part of the crankshaft. A fastening member to allow
The clutch housing is mounted between the inner front surface of the clutch housing and the rear surface of the flange portion of the ring plate spring retainer, and the repulsive force presses the clutch housing rearward so as to be in close contact with the front surface of the crank chamber. The ring plate spring press is a ring plate spring that presses forward so that the crankshaft moves forward together,
A gear portion formed with gear teeth that mesh with an engine-side timing gear extends to the rear side of the outer peripheral edge, and an outer peripheral surface includes a shaft tube portion formed with a spline. A drive gear that is shaft-coupled to the front end side of the presser and rotates separately from the ring plate spring presser with this front end as an axis,
A snap ring attached to the distal end side of the inner peripheral surface of the clutch housing in a housing space between the outer peripheral surface side of the shaft pipe portion of the drive gear and the inner peripheral surface of the clutch housing, and a flange portion of the ring plate spring presser The shaft hole has an inner diameter that is larger than the outer diameter of the shaft tube portion of the drive gear, and a plurality of splines that engage with the splines of the clutch housing are formed on the outer peripheral surface. The steel ring plate and the steel ring plate are alternately overlapped one by one, the diameter is smaller than the steel ring plate, and the spline and teeth formed on the outer peripheral surface of the shaft tube portion are formed on the inner peripheral surface of the shaft hole. A clutch comprising a plurality of friction ring plates formed with splines to be joined;
The crankcase is mounted so as to reciprocate in a pump chamber extending perpendicular to the crank chamber of the crankcase, and operates to supply compressed air to the air tank, with an inner width at the center that is larger than the front and rear width of the connecting rod. A pump piston formed so that a large coupling groove is opened in the crank chamber;
One end is axially coupled to the crankshaft so that when the crankshaft moves forward / backward, the other end moves forward / backward when the crankshaft moves forward / backward. When the crankshaft rotates when the crankshaft rotates, the pump shaft is inserted into a coupling groove of the pump piston so as to slide horizontally within a range to be slid and is horizontally coupled to the piston pin. A connecting rod for reciprocating the piston;
An air compressor, which is provided behind the crank chamber and is operated when a pressure of compressed air stored in the air tank exceeds a set value and moves the crankshaft backward. .   2. The ring plate spring retainer is configured such that an inner diameter of a tip portion of an inner peripheral surface thereof is larger than an inner diameter of a rear portion so that a fastening member is accommodated in the tip portion. The air compressor described in 1.   2. The air compressor according to claim 1, wherein a bush is interposed between the front and rear end sides and the inner peripheral surface of the shaft pipe portion of the drive gear and the outer peripheral surface of the front end portion side of the ring plate spring retainer. .   The air cylinder is attached so as to seal the rear end when the crank chamber is opened, and a shaft groove is formed in the center of the front surface to which the crankshaft is axially coupled, and a housing portion is formed on the rear surface. A cylinder, a cover attached to a rear surface so as to seal an open accommodating portion of the cylinder, a piston attached to the accommodating portion, and an end portion formed at the center of the cylinder and the piston. A screw shaft fastened to the center of the rear end portion of the crankshaft through a through hole; a bearing holder that is pivotally attached to the rear surface of the piston at a predetermined interval by the screw shaft; and the piston and the bearing holder; And a bearing formed between the rear surface of the cylinder and the front surface of the piston so as to inject a signal pressure as compressed air into the cylinder. Air compressor according to claim 1,.   5. The screw shaft according to claim 4, wherein a diameter of the screw shaft is made smaller than a diameter of a through hole of a screw shaft formed at each center of the cylinder and the piston so as not to come into surface contact with each other. The air compressor described.   The air compressor according to claim 4, wherein a coil spring is provided between the rear surface of the cylinder and the front surface of the piston to repel the piston rearward, and preload is applied to the bearing.   5. The air compressor according to claim 4, wherein a coil spring that repels the piston backward is attached between a rear surface of the cylinder and a front surface of the piston.   A guide groove is formed on the rear surface of the cylinder, and a screw is fastened so that an end of the piston is fitted into the guide groove, and a guide pin for preventing rotation of the piston and guiding forward / backward movement is provided. The air compressor according to claim 4 or 7.   5. The air cylinder according to claim 4, wherein a flow passage is formed in the cylinder of the air cylinder to connect the crank chamber and a cylinder chamber to which a piston is attached to suppress the flow of engine oil and pressure resistance. Air compressor.

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