JP2017198117A - Compressed air utilization device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To properly supply a drive force to an engine by compressed air, in a piston reciprocation-type air compressor.SOLUTION: A compressed air utilization device comprises: an air compressor 10 having a first electromagnetic valve 17 for opening and closing a clearance between a first port 15 and a cylinder 13, and a second electromagnetic valve 18 for opening and closing a clearance between a second port 16 and the cylinder 13; a motion decision part 71 for deciding whether or not to perform a compressed-air accumulation motion or a drive force supply motion; a flow passage setting part 72 for setting a flow passage for supplying compressed air to the second port 16 when the drive force supply motion is performed; and an electromagnetic valve control part 73 for controlling the first electromagnetic valve 17 to a valve-opened state and the second electromagnetic valve 18 to a valve-closed state in a piston ascending stroke when the drive force supply motion is performed, and controlling the first electromagnetic valve 17 to the valve-closed state and the second electromagnetic valve 18 to the valve-opened state in a piston descending stroke.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a compressed air utilization device that accumulates compressed air by the driving force of an engine and uses the accumulated compressed air.

  2. Description of the Related Art Conventionally, large vehicles such as trucks and buses are equipped with a compressed air utilization device for accumulating compressed air and supplying the compressed air to an air brake device, a vehicle height adjusting device, or the like.

  This type of compressed air utilization device includes an air compressor (air pump) that is driven by the power of the engine, and the air compressed by the air compressor is filled in the air tank and supplied from the air tank to an air brake device and the like.

  Further, as a technology for using compressed air in a vehicle, compressed air is stored in an air tank at the time of braking by an air pump connected to a driving device of the vehicle. There is known a technique in which the driving force of an air motor is used as the driving force of a vehicle (see, for example, Patent Document 1).

JP 7-102991 A

  For example, Patent Document 1 discloses that compressed air is supplied to an air compressor and rotated to transmit a driving force to a propeller shaft. However, the compressed air is supplied to the air compressor and how it is rotated. Is not disclosed. For example, in an air compressor of a type that reciprocates a piston, it cannot be rotated so as to output a driving force only by supplying compressed air.

  Further, in the technique of Patent Document 1, the stored compressed air is used only for outputting a driving force by an air compressor, and there is no problem even if the compressed air disappears. In the case of supplying also to this device, there is a problem if the compressed air is lost, and management of the compressed air becomes very important.

  The present invention has been made in view of the above problems, and an object of the present invention is to provide a technique capable of appropriately supplying driving force to the engine by compressed air in an air compressor of a type in which a piston is reciprocated. .

  In order to achieve the above object, a compressed air utilization device according to an aspect of the present invention includes an input shaft capable of transmitting a driving force to and from a crankshaft of an engine, a cylinder formed to extend in a predetermined direction, A piston that is accommodated in a cylinder so as to be reciprocally movable in a predetermined direction, can convert the rotation of the shaft into a reciprocating movement, and is capable of communicating between the piston and the outside of the cylinder. A port, an air tank for storing compressed air, a second port capable of communicating with the inside of the cylinder, a first solenoid valve for opening and closing between the first port and the cylinder, and opening and closing between the second port and the cylinder A second electromagnetic valve, and an air pump motor having a compressed air accumulation operation for causing the air pump motor to accumulate compressed air in an air tank based on a predetermined condition, or An operation determining means for determining whether to perform a driving force supply operation for supplying a driving force to the engine crankshaft using the compressed air of the attank, and a second port when executing the compressed air accumulation operation When a compressed air flow path for storing compressed air in the air tank is set and a driving force supply operation is executed, a compressed air flow path for supplying compressed air from the air tank to the second port is provided. In the case where the compressed air flow path setting means to be set and the compressed air accumulation operation are executed, the first solenoid valve is closed and the second solenoid valve is opened in at least a part of the stroke in which the piston rises. The first solenoid valve is opened and the second solenoid valve is closed during at least a part of the stroke of lowering the piston. On the other hand, when the driving force supply operation is executed, control is performed so that the first solenoid valve is closed and the second solenoid valve is opened during at least a part of the stroke of the piston descending. And at least a part of the stroke in which the piston rises, the electromagnetic valve control means for controlling the first electromagnetic valve to be opened and the second electromagnetic valve to be closed.

  In the compressed air utilization apparatus, the operation determining means may determine to execute a driving force supply operation when a vehicle equipped with an engine starts or accelerates.

  Further, in the compressed air utilization device, the compressed air accumulated in the air tank can be used in parts other than the air pump motor of the vehicle equipped with the engine, and a pressure sensor for detecting the pressure of the compressed air in the air tank is further provided. And the operation determining means determines to execute the compressed air accumulation operation without executing the driving force supply operation when the pressure of the compressed air detected by the pressure sensor is lower than a predetermined pressure. May be.

  The compressed air utilization device further includes a rotation angle sensor that detects rotation angle information capable of specifying the rotation angle of the input shaft, and the electromagnetic valve control means is based on the rotation angle information detected by the rotation angle sensor. The stroke of the piston may be specified.

  In the compressed air utilization device, the rotation angle of the crankshaft and the rotation angle of the input shaft are connected in a state maintaining a predetermined relationship, and the rotation angle sensor detects the rotation angle of the crankshaft. It may be a sensor.

  ADVANTAGE OF THE INVENTION According to this invention, in an air compressor of the type which reciprocates a piston, a driving force can be appropriately supplied to an engine with compressed air.

It is a typical block diagram which shows the compressed air utilization apparatus which concerns on one Embodiment of this invention. It is a flowchart of the compressed air management process by the compressed air utilization apparatus which concerns on one Embodiment of this invention.

  Hereinafter, based on an accompanying drawing, the compressed air use device concerning one embodiment of the present invention is explained. The same parts are denoted by the same reference numerals, and their names and functions are also the same. Therefore, detailed description thereof will not be repeated.

  FIG. 1 is a schematic configuration diagram illustrating a compressed air utilization device according to an embodiment of the present invention.

  The compressed air supply device 1 includes an engine 2, an air compressor 10 as an example of an air pump motor, an air dryer 20, an air tank 30, a plurality of air pipes 50 to 55 connecting them, a switching valve 56, an engine A rotation speed sensor 61, a pressure sensor 62, and an ECU 70 are provided.

  The air compressor 10 is driven by the power transmitted from the engine 2 to supply compressed air to the air tank 30 and is driven by the compressed air supplied from the air tank 30 to supply driving force to the engine 2. The driving force supply operation (compressed air utilization operation) can be selectively executed. The air compressor 10 is connected to a crankshaft 3 of the engine 2 via a gear 4, an idle gear 5 and an input gear 6, and is connected to the rotary shaft 11 via a connecting rod 12. , The first port 15 capable of communicating between the inside of the cylinder 13 and the outside (the piping 50 communicating with the outside), the inside of the cylinder 13 and the air tank 30 (the piping 51 on the air tank 30 side). A second port 16 capable of communicating with the first solenoid valve 17 capable of opening and closing between the first port 15 and the inside of the cylinder 13, and a second port capable of opening and closing between the second port 16 and the inside of the cylinder 13. And an electromagnetic valve 18.

  The first electromagnetic valve 17 is an electromagnetic solenoid valve, and closes the valve body 17A, the shaft 17B to which the valve body 17A is connected to one end, and the valve body 17A between the cylinder 13 and the first port 15. A spring 17C that biases in the valve closing direction (upward), a spring retainer 17D that is fixed to the shaft 17B and restricts the position of the spring 17C, a plunger 17E that is fixed to the shaft 17B, and a coil that surrounds the periphery of the plunger 17E 17F and a case 17G for accommodating the coil 17F.

  When the supply of current to the coil 17F is started, the plunger 17E is attracted downward by the magnetic field generated by the coil 17F, and the shaft 17B moves downward against the urging force of the spring 17C. Open the valve. On the other hand, when the supply of current to the coil 17F is stopped, the plunger 17E is not drawn downward, and accordingly, the shaft 17B moves upward by the urging force of the spring 17C and closes the valve body 17A. .

  The second electromagnetic valve 18 is an electromagnetic solenoid valve, and closes the valve body 18A, the shaft 18B to which the valve body 18A is connected to one end, and the valve body 18A between the cylinder 13 and the second port 16. A spring 18C energizing in the valve closing direction (upward), a spring retainer 18D fixed to the shaft 18B and restricting the position of the spring 18C, a plunger 18E fixed to the shaft 18B, and a coil surrounding the plunger 18E 18F and a case 18G for accommodating the coil 18F.

  When the supply of current to the coil 18F is started, the plunger 18E is drawn downward by the magnetic field generated by the coil 18F, and the shaft 18B moves downward against the urging force of the spring 18C, and the valve body 18A. Open the valve. On the other hand, when the supply of current to the coil 18F is stopped, the plunger 18E is not drawn downward, and accordingly, the shaft 18B is moved upward by the urging force of the spring 18C, and the valve body 18A is closed. .

  The air dryer 20 is connected to the air compressor 10 via a pipe 51, a switching valve 56, and a pipe 52, and removes moisture contained in the compressed air supplied from the air compressor 10. A check valve 21 is provided in a piping system connecting the air compressor 10 and the air dryer 20. The air dryer 20 is connected to the air tank 30 via a pipe 53.

  The air tank 30 is filled with compressed air from which moisture has been removed by the air dryer 20. The compressed air in the air tank 30 is supplied to the second port 16 side of the air compressor 10 via a pipe 54 connected to the air tank 30. In addition, the compressed air in the air tank 30 is supplied to an air brake device, a vehicle height adjusting device, and the like (not shown) via a pipe 55.

  The switching valve 56 is connected to the pipe 51, the pipe 52, and the pipe 54, and communicates the pipe 51 and the pipe 52 in accordance with a control signal from the ECU 70 to accumulate compressed air from the second port 16 to the air tank 30. (Compressed air accumulating flow path) or a flow path (compressed air utilization flow path) that connects the pipe 54 and the pipe 51 to supply the compressed air from the air tank 30 to the second port 16.

  The engine rotation speed sensor 61 detects the rotation angle and rotation speed of the crankshaft 3 of the engine 2 and outputs the detection result to the ECU 70. In the present embodiment, since the crankshaft 3 and the rotating shaft 11 are connected via the gears 4, 5, 6, the rotating angle of the rotating shaft 11 is specified based on the rotating angle of the crankshaft 3. be able to. From the rotation angle of the rotating shaft 11, the position and moving direction of the piston 14 connected to the rotating shaft 11 can be specified. The pressure sensor 62 measures the pressure of the compressed air accumulated in the air tank 30 and outputs the measurement result to the ECU 70.

  The ECU 70 is a device that controls operations of the air compressor 10, the switching valve 56, and the like, and includes a known CPU, ROM, RAM, input port, output port, and the like. In addition, the ECU 70 includes an operation determination unit 71 as an example of an operation determination unit, a flow channel setting unit 72 as an example of a compressed air flow channel setting unit, and an electromagnetic valve control unit 73 as an example of an electromagnetic valve control unit. As part of functional elements. Each of these functional elements will be described as being included in the ECU 70 which is an integral hardware, but any one of them can be provided in separate hardware.

  The operation determination unit 71 causes the air compressor 10 to execute a compressed air accumulation operation for accumulating the compressed air in the air tank 30 based on a predetermined condition, or causes the crankshaft 3 of the engine 2 to use the compressed air in the air tank 30. On the other hand, it is determined whether to execute a driving force supply operation for supplying a driving force. The operation determining unit 71 is configured to execute a driving force supply operation when a condition indicating that the vehicle is starting or accelerating is satisfied, and to execute a compressed air accumulation operation otherwise. . For example, the time when the vehicle is starting or accelerating may be a condition that an accelerator opening from an accelerator opening sensor (not shown) is a predetermined opening or more.

  In the present embodiment, when the pressure of the compressed air in the air tank 30 is lower than a predetermined value (for example, 70% of the maximum pressure), the operation determining unit 71 uses the compressed air in a portion other than the air compressor 10. In order not to interfere with the use, it is determined to execute the compressed air accumulation operation without executing the driving force supply operation.

  When the operation determining unit 71 determines that the air compressor 10 performs the compressed air accumulation operation, the flow path setting unit 72 causes the pipe 51 and the pipe 52 to communicate with each other by the switching valve 56 and the second port. When a flow path for storing compressed air from 16 to the air tank 30 (compressed air storage flow path) is set and the operation determining unit 71 determines to cause the air compressor 10 to perform the driving force supply operation, the switching is performed. By connecting the pipe 51 and the pipe 54 with the valve 56, a flow path (compressed air utilization flow path) for supplying compressed air from the air tank 30 to the second port 16 is set.

  The solenoid valve control unit 73 controls the state of the first solenoid valve 17 and the second solenoid valve 18 by controlling the power (current) supplied to the first solenoid valve 17 and the second solenoid valve 18. In the present embodiment, when the operation determining unit 71 determines that the air compressor 10 performs the compressed air accumulation operation, the solenoid valve control unit 73 performs at least part of the stroke in which the piston 14 rises. The first electromagnetic valve 17 is controlled to be in a closed state and the second electromagnetic valve 18 is controlled to be in an open state, so that the first electromagnetic valve 17 is opened in at least a part of the stroke in which the piston 14 descends. At the same time, the second electromagnetic valve 18 is controlled to be closed.

  In addition, when the operation determining unit 71 determines that the air compressor 10 performs the driving force supply operation, the electromagnetic valve control unit 73 performs the first electromagnetic valve in at least a part of the stroke in which the piston 14 descends. 17 is closed and the second electromagnetic valve 18 is controlled to be opened, and at least part of the stroke in which the piston 14 moves up, the first electromagnetic valve 17 is opened and the second electromagnetic valve 17 is opened. The electromagnetic valve 18 is controlled to be closed. When controlled in this way, in the air compressor 10, in the stroke in which the piston 14 descends, a force is applied to the piston 14 in the direction of descending by the compressed air, and the force is applied to the rotating shaft 11, the gears 6, 5, 5. 4 is transmitted to the crankshaft 3 via 4.

  Next, the compressed air management process by the compressed air utilization apparatus which concerns on one Embodiment of this invention is demonstrated.

  FIG. 2 is a flowchart of compressed air management processing by the compressed air utilization device according to the embodiment of the present invention.

  The compressed air management process is started immediately after the engine 2 is started, for example.

  First, the flow path setting unit 72 sets the flow path (compressed air storage flow path) for storing compressed air from the second port 16 to the air tank 30 by connecting the pipe 51 and the pipe 52 with the switching valve 56. (Step S11).

  Next, the solenoid valve control unit 73 starts valve control (compressed air storage valve control) for causing the air compressor 10 to execute the compressed air storage operation (step S12). That is, the electromagnetic valve control unit 73 controls the first electromagnetic valve 17 to be in a closed state and the second electromagnetic valve 18 to be in an open state in at least a part of a stroke in which the piston 14 is lifted. Control is performed so that the first electromagnetic valve 17 is opened and the second electromagnetic valve 18 is closed during at least a part of the stroke in which 14 is lowered.

  Next, the operation determination unit 71 determines whether or not the pressure of the compressed air in the air tank 30 (air tank pressure) is lower than a predetermined value (for example, 70% of the maximum pressure) (step S13), and the air tank pressure is a predetermined value. If it is lower (step S13: YES), the compressed air accumulating operation is performed without executing the driving force supply operation so as not to hinder the use of the compressed air in parts other than the air compressor 10. It is determined to be executed, and the process proceeds to step S13.

  On the other hand, when the air tank pressure is not lower than the predetermined value, that is, when the air tank pressure is equal to or higher than the predetermined value (step S13: NO), even if the compressed air in the air tank 30 is supplied to the air compressor 10, Since it indicates that there is no hindrance in the use of compressed air, the operation determining unit 71 is subjected to a predetermined condition (supply condition: for example, a condition indicating start of the vehicle or acceleration of the vehicle) for executing the driving force supply operation. It is determined whether or not they match (step S14).

  As a result, when the supply conditions are not met (step S14: NO), the operation determination unit 71 determines to execute the compressed air accumulation operation as it is, and advances the process to step S13.

  On the other hand, when the supply conditions are met (step S14: YES), the operation determination unit 71 determines to execute the driving force supply operation, and the flow path setting unit 72 receives the determination to switch the operation. The pipe 51 and the pipe 54 are communicated with each other by the valve 56, and a flow path (compressed air utilization flow path) for storing the compressed air from the air tank 30 to the second port 16 is set (step S15).

  Next, the electromagnetic valve control unit 73 starts valve control (compressed air utilization valve control) for causing the air compressor 10 to perform a driving force supply operation (step S16). That is, the electromagnetic valve control unit 73 controls the first electromagnetic valve 17 to be in a closed state and the second electromagnetic valve 18 to be in an open state in at least a part of a stroke in which the piston 14 is lowered, Control is performed so that the first electromagnetic valve 17 is opened and the second electromagnetic valve 18 is closed during at least a part of the stroke in which the piston 14 rises. As a result, the driving force output when the air compressor 10 is driven by the compressed air is transmitted to the crankshaft 3 via the rotary shaft 11 and the gears 6, 5, and 4, and is used when starting the vehicle or accelerating the vehicle. The Rukoto.

  Next, the operation determination unit 71 determines whether or not the pressure of the compressed air in the air tank 30 (air tank pressure) is lower than a predetermined value (for example, 70% of the maximum pressure) (step S17), and the air tank pressure is a predetermined value. If it is lower (step S17: YES), it is determined to execute the compressed air accumulation operation so as not to hinder the use of the compressed air in parts other than the air compressor 10, and the compressed air accumulation is performed. In order to execute the operation, the process proceeds to step S11.

  On the other hand, if the air tank pressure is equal to or higher than the predetermined value (step S17: NO), even if the compressed air in the air tank 30 is supplied to the air compressor 10, there is no problem in using the compressed air in other parts. Therefore, the operation determination unit 71 determines whether or not a predetermined condition (supply condition: for example, a condition indicating vehicle start or vehicle acceleration) for executing the driving force supply operation is satisfied ( Step S18).

  As a result, when the supply condition is not met (step S18: NO), the operation determining unit 71 determines to end the driving force supply operation and execute the compressed air accumulation operation, and the compressed air accumulation operation The process proceeds to step S11 to execute.

  On the other hand, when the supply conditions are met (step S18: YES), the operation determination unit 71 determines to execute the driving force supply operation as it is, and advances the process to step S17.

  As described above, according to the compressed air utilization apparatus 1 according to the present embodiment, when the operation determining unit 71 determines that the driving force supply operation is to be executed, the flow path setting unit 72 includes the air tank 30. The compressed air flow path for supplying the compressed air to the second port 16 is set, and the electromagnetic valve control unit 73 closes the first electromagnetic valve 17 in at least a part of the stroke in which the piston 14 descends. And the second electromagnetic valve 18 is controlled to be opened, and the first electromagnetic valve 17 is opened and the second electromagnetic valve 18 is closed during at least a part of the stroke in which the piston 14 rises. Since the control is performed so that the valve is in the valve state, the driving force by the compressed air can be appropriately supplied to the crankshaft 3 of the engine 2 by the air compressor 10. For this reason, the start or acceleration performance of the vehicle is improved.

  Moreover, according to the compressed air utilization apparatus 1 which concerns on this embodiment, the operation | movement determination part 71 does not perform a driving force supply operation | movement, when the pressure of the compressed air detected by the pressure sensor 62 is lower than predetermined pressure. In addition, since the compressed air accumulation operation is determined to be executed, it is possible to prevent the use of the compressed air in parts other than the air compressor 10 and to appropriately manage the compressed air. it can.

  In addition, this invention is not limited to the above-mentioned embodiment, In the range which does not deviate from the meaning of this invention, it can change suitably and can implement.

  For example, in the above embodiment, the engine is taken as an example of the power source. However, the present invention is not limited to this, and the power source may be an electric motor or a hydraulic motor.

  In the above-described embodiment, the predetermined value in step S13 for determining the start of the driving force supply operation and the predetermined value in step S17 for determining the end of the driving force supply operation are set to the same value. The predetermined value for determining the end of the driving force supply operation may be made smaller than the predetermined value for determining the start of the driving force supply operation.

DESCRIPTION OF SYMBOLS 1 Compressed air utilization apparatus 2 Engine 3 Crankshaft 11 Rotating shaft 12 Connecting rod 13 Cylinder 14 Piston 15 1st port 16 2nd port 17 1st solenoid valve 18 2nd solenoid valve 30 Air tank 56 Switching valve 61 Engine speed sensor 62 Pressure sensor 70 ECU
71 Operation determining unit 72 Flow path setting unit 73 Solenoid valve control unit

Claims (5)

An input shaft capable of transmitting a driving force to and from a crankshaft of an engine, a cylinder formed extending in a predetermined direction, and accommodated in the cylinder so as to be capable of reciprocating in the predetermined direction. A piston that can be converted into a reciprocating movement and that can convert the reciprocating movement into a rotation of the shaft; a first port capable of communicating between the outside and the inside of the cylinder; an air tank that accumulates compressed air; and the inside of the cylinder An air pump comprising: a second port capable of communicating with the first port; a first solenoid valve that opens and closes between the first port and the cylinder; and a second solenoid valve that opens and closes between the second port and the cylinder. A motor,
Based on a predetermined condition, the air pump motor is caused to execute a compressed air accumulation operation for accumulating compressed air in the air tank, or a driving force is supplied to the crankshaft of the engine using the compressed air in the air tank. Operation determining means for determining whether to perform the driving force supply operation to be performed;
When the compressed air accumulating operation is executed, a compressed air flow path for accumulating compressed air from the second port to the air tank is set, and when the driving force supplying operation is executed, the air tank Compressed air flow path setting means for setting a compressed air flow path for supplying compressed air from the second port;
When the compressed air accumulation operation is performed, control is performed so that the first solenoid valve is closed and the second solenoid valve is opened during at least a part of the stroke of the piston ascending, When controlling the first solenoid valve to be opened and the second solenoid valve to be closed during at least a part of the stroke of lowering the piston, while performing the driving force supply operation And at least a part of the stroke in which the piston moves down, the first solenoid valve is controlled to be closed and the second solenoid valve is opened to be in a valve open state. And a solenoid valve control means for controlling the first solenoid valve to open and the second solenoid valve to close. The compressed air utilization device according to claim 1, wherein the operation determining means determines to execute a driving force supply operation when a vehicle on which the engine is mounted starts or accelerates. The compressed air accumulated in the air tank can be used in parts other than the air pump motor of a vehicle equipped with the engine,
A pressure sensor for detecting the pressure of the compressed air in the air tank;
When the pressure of the compressed air detected by the pressure sensor is lower than a predetermined pressure, the operation determining means does not execute the driving force supply operation but executes the compressed air accumulation operation. The compressed air utilization apparatus of Claim 1 or Claim 2 to determine. A rotation angle sensor for detecting rotation angle information capable of specifying the rotation angle of the input shaft;
The compressed air utilization device according to any one of claims 1 to 3, wherein the electromagnetic valve control means specifies a stroke of the piston based on rotation angle information detected by the rotation angle sensor. The rotation angle of the crankshaft and the rotation angle of the input shaft are connected in a state maintaining a predetermined relationship,
The compressed air utilization apparatus according to claim 4, wherein the rotation angle sensor is a sensor that detects a rotation angle of the crankshaft.

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