JP2510297Y2 - Starter for engine-driven compressor with clutch - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION "Industrial field of use" The present invention relates to a starter for an engine-driven compressor with a clutch, and more particularly to a starter suitable for use in cold weather.

"Prior Art" Conventional engine-driven compressors were started with the engine and a load such as a compressor or dynamo coupled to the engine. Especially in cold weather, not only in the direct connection type in which the engine and compressor are directly connected, but also in the belt drive type in which the engine and compressor are connected by a belt, the viscosity of not only the engine oil but also the cooling oil of the compressor increases. Moreover, the water mixed in the cooling oil and various pipes also freezes, so that a heavy load is applied at the time of starting, and it is not easy to start the engine.
Conventionally, as a means to eliminate this, the receiver tank etc. is preheated from the outside by a heater to restore the viscosity of the cooling oil to an appropriate state, and at the same time, the freezing of water is thawed to reduce the load amount at startup. I was trying.

"Problems to be solved by the device" However, in the conventional method of reducing the load amount at startup, an engine-driven compressor used outdoors cannot usually take out power from a commercial power source. At present, the heater is energized by using the engine starting battery of the engine driven compressor. Particularly in cold weather, the capacity of the engine starting battery is also reduced. In order to preheat the cooling oil of the compressor by energizing the heater before starting with the engine starting battery in such a state, It is not easy to start the engine next time because the capacity is further reduced. For example, if the starter motor cannot be started for the first time, the capacity of the engine starting battery will be further reduced and the starter motor will be started a second time. There was a situation where the motor could not be driven.

Therefore, it is an object of the present invention to provide a starting device for an engine-driven compressor with a clutch, which separates the compressor from the engine at the time of starting the engine, reduces the load, and is particularly suitable for starting during cold weather. Further, an object of the present invention is to provide a starting device for an engine-driven compressor with a clutch capable of performing a high speed operation in response to a rise in oil pressure after the engine is started to a low speed operation by the air pressure of the compressor and performing a warm-up operation for a certain time. It is provided.

[Means for Solving the Problems] In order to achieve the above-mentioned object, the present invention links a compressor to a rotating shaft of an engine, and drives the engine to increase the pressure in the compressor. In a receiver tank and operating each control air cylinder, in an engine-driven compressor, an engaging / disengaging clutch is interposed between the engine and the compressor, and a clutch lever connected to this clutch is operated. The first hydraulic cylinder and the second hydraulic cylinder for switching the governor lever for controlling the rotation speed of the engine are connected to the engine oil system of the engine, and the first hydraulic cylinder and the second hydraulic cylinder are connected when the engine is started. Increase the hydraulic pressure to the hydraulic cylinder,
Gradually actuating the clutch lever in the engaging direction and moving the governor lever from the low speed side to the high speed side,
On the other hand, when the first hydraulic cylinder reaches a predetermined pressure and the clutch is engaged, the compressor operates,
The air pressure in the receiver tank connected to this compressor is increased, and the air cylinder supplied with air from this receiver tank is operated in opposition to the linear movement of the piston rod of the second hydraulic cylinder, and the governor lever moves to the low speed side. However, the engine is warmed up.

[Operation] In the above means, according to the above means, the clutch is started independently from the disengaged state between the engine and the compressor as the engine oil pressure is decreased before the engine is started, and the engine oil pressure is increased after the engine is started. First
Hydraulic pressure is applied to the second hydraulic cylinder and the second hydraulic cylinder to gradually connect the clutch, and the governor lever is also gradually tilted to the high speed side, and supplied from the receiver tank as the pressure of the compressor increases after the clutch is connected. The air cylinder is operated in opposition to the rectilinear movement of the piston rod of the second hydraulic cylinder to tilt the governor lever to the warm-up operation position.

[Embodiment] An embodiment of a starter for an engine-driven compressor with a clutch according to the present invention will be described below with reference to the drawings. In FIG. 1, 1 is an engine and 2 is a compressor body. A clutch 3 is interposed between the rotary shafts of the engine 1 and the compressor body 2. The clutch 3 is elastically biased by a spring 4 in a connecting direction, and the clutch lever 5 has a first air cylinder 6 attached thereto.
Are connected. A piston rod of a first hydraulic cylinder 7 is provided on the clutch lever 5 so as to come into contact therewith. The first
The hydraulic cylinder 7 is connected to the engine oil system of the engine 1 through a parallel circuit of the throttle valve 8 and the check valve 9. The engine oil system of the engine 1 includes a throttle valve 8 and a check valve 9
And a second hydraulic cylinder 10 via a parallel circuit. The piston rod of the second hydraulic cylinder 10 is provided so as to come into contact with the governor lever 11 of the engine 1. Further, the automatic release valve 12 is connected to the engine oil system of the engine 1.

On the other hand, the compressor body 2 sucks the outside air from the intake port whose opening and closing is controlled by the suction control valve 13 and compresses it, and then the check valve
Air is supplied to the receiver tank 15 via 14. Compressed air in the receiver tank 15 is
It can be supplied to various devices via the 16.
The cooling oil is sent from the compressor body 2 into the receiver tank 15 together with the compressed air, and after being separated from the compressed air in the receiver tank 15, the thermo bypass valve 18, the oil cooler 19, the oil filter 20, and the oil stop valve 21 are connected. Through the receiver tank 15 and the compressor body 2
It is supplied to the intake side of the compressor body 2, which is the low pressure side, by utilizing the pressure difference between and. Compressed air containing oil in the receiver tank 15 separates oil with a separator provided in the receiver tank 15, and the separated oil is introduced into an oil recovery circuit equipped with a throttle valve 17. It has become. A warm-up / operation switching valve 22 is connected to the discharge side of the receiver tank 15. The warm-up / operation switching valve 22 is connected to the absorption control valve 13 and the intake side of the compressor body 2 via the throttle valve 23 and the first electromagnetic valve 24. Further, the warm-up / operation switching valve 22 is connected to a first electromagnetic valve 24 via a check valve 25 and a throttle valve 26, and a second air cylinder 27 is connected via the check valve 25. To do. In the receiver tank 15, the pressure in the receiver tank 15 is set to the first set value as shown in FIG.
Together through the first relief valve 28 to open operation to reach S ₁ connecting the second air cylinder 27, open at the second set value S ₂ of the first higher value than the set values S ₁ The regulating valve 13 is connected via the operating second relief valve 29. A third air cylinder 33 is connected to the receiver tank 15 via a second electromagnetic valve 30, a check valve 31 and a throttle valve 32 in parallel. The first air cylinder 6 is connected to the second electromagnetic valve 30 via a parallel circuit of a check valve 34 and a throttle valve 35. The second air cylinder 27 and the third air cylinder 33 are connected in series. That is, the cylinder portion of the third air cylinder 33 is connected to the piston rod of the second air cylinder 27 whose cylinder portion is immovable, and the governor lever 11 is rotatably connected to the piston rod of the third air cylinder 33. The governor lever 11 is adapted to perform a two-step operation, a so-called double action, by the air cylinders 27 and 33. Further, a pressure switch 36 that operates at a _third set value S ₃ higher than the second set value S ₂ is attached to the receiver tank 15, and the pressure switch 36 causes the first electromagnetic valve to operate. Valve 24 and second solenoid valve
Ready to work 30.

In the engine-driven compressor having the above-described structure, the hydraulic pressure of the engine oil system of the engine 1 is not generated before starting, so that the elastic biasing force of the return spring in the first hydraulic cylinder 7 causes the spring 4 and the first The clutch 3 is disengaged against the elastic biasing force of the return spring in the air cylinder 6. On the other hand, the inside of the receiver tank 15 is at atmospheric pressure because the automatic release valve 12 is opened because the hydraulic pressure of the engine oil system is not generated. Therefore, the governor lever 11 cooperates with the return springs of the second hydraulic cylinder 10 and the return springs of the second air cylinder 27 and the third air cylinder 33 to cause the governor lever 11 to rotate at low speed during no-load operation and at the time of load operation. Holds in a middle position between high speed rotation.

Next, when the engine 1 is started, the oil pressure of the engine oil system of the engine 1 rises. At this time, the oil pressure is gradually increased by the throttle valve 8 to the first hydraulic cylinder 7 and the second hydraulic cylinder 10. Join in. For this reason, the piston rod of the first hydraulic cylinder 7 gradually moves in the right direction (ON side) in FIG.
The clutch 3 moves in the engagement direction by the action of the inner spring 4. At this time, since the first air cylinder 6 is in a normal state, it is held by the return spring. The second hydraulic cylinder 10 is also gradually released from the contact with the governor lever 11, and
The air cylinder 27 and the third air cylinder 33 move toward the high-speed rotation side by the elastic biasing force of the return spring. Further, the oil pressure of the engine oil system switches the automatic release valve 12 to the closed state. The warm-up / operation switching valve 22 is
In addition to when the engine 1 or the like has reached a predetermined temperature before being started, such as when the engine 1 is restarted immediately after being stopped, the engine 1 is switched to the normal warm-up position (open) and started. Therefore, after the engine 1 is started, when the clutch 3 is connected, the compressor body 2 starts compression as shown by the characteristic curve T ₁ in FIG. 2A, and when the pressure in the receiver tank 15 rises, The pressure in the receiver tank 15 is
And the second air cylinder 27 via the check valve 25,
As a result, the governor lever 11 is switched to the warm-up operation position.
The warm-up operation position is the low speed position of the first stage between the high speed position and the low speed position. The pressure in the receiver tank 15 is applied to the suction control valve 13 via the warm-up / operation switching valve 22, and the suction control valve 13 closes the intake port of the compressor body 2. As a result, the compressor body 2 does not operate and the engine 1 is warmed up.

Next, when the predetermined warm-up operation is completed and the warm-up / operation switching valve 22 is switched to the operation position (closed), the warm-up / operation switching valve 22 is switched to the normal operation position (closed). When,
The secondary side of the warm-up / operation switching valve 22 communicates with the intake side of the compressor main body 2, that is, the intake side of the compressor main body 2 via the first electromagnetic valve 24. The suction control valve 13 becomes a negative pressure by the operation of 24, the suction control valve 13 opens the intake port of the compressor body 2 by the elastic biasing force of the return spring, and the second air cylinder 27 moves by the elastic biasing force of the return spring. The governor lever 11 via the third air cylinder 33.
Position, that is, the piston rods of these air cylinders act against the rectilinear movement of the rods of the second hydraulic cylinder 10 to switch the governor lever 11 to the high speed operation position. The engine 1 and the compressor body 2 are rotated at high speed, that is, full load operation is performed, and further compression operation is performed as shown by the characteristic curve T ₂ in FIG. Due to such a compression operation, the pressure in the receiver tank 15 rises, and when the pressure value first reaches the first set value S ₁ , the first relief valve 28 opens and the pressure in the receiver tank 15 rises. Depending on the second
The air cylinder 27 is operated to control the moving position of the governor lever 11 toward the low speed rotation position. That is, the rotation speeds of the engine 1 and the compressor body 2 are controlled toward the low speed side according to the rate of increase in the pressure in the receiver tank 15. The response speed when the governor lever 11 moves toward the low speed side with respect to the increase in the pressure in the receiver tank 15 is such that the amount of air flow bypassing from the first relief valve 28 to the intake side of the compressor body 2 is controlled by the throttle valve 26. It can be adjusted by changing the aperture amount.

Next, when the pressure in the receiver tank 15 is further increased by the compression operation of the compressor body 2 as shown by T ₃ in FIG. 2 (a) and reaches the second set value S ₂ , the second set value S ₂ is set. The piston rod of the air cylinder 27 of the
(To the left in the drawing), the governor lever 11 is moved to the LO side via the third air cylinder 33, and at the same time, the second relief valve 29 is opened. By the opening operation of the second relief valve 29, the suction control valve 13 controls the opening ratio in the direction in which it closes the intake port of the compressor body 2 according to the rising rate of the pressure in the receiver tank 15. As shown by T ₄ in FIG. 2 (a), when the third preset value S ₃ is reached by the compression operation of the compressor body 2, the regulating valve 13 completely closes the intake port of the compressor body 2. After that, no-load operation described later is performed.
Therefore, while starting the operation and reaching the third set value S ₃ , after the full load, first, the opening speed of the first relief valve 28 changes the rotation speeds of the engine 1 and the compressor body 2 to change the intake capacity. Then, the opening ratio of the intake port of the compressor body 2 is changed by the opening operation of the second relief valve 29 to control the intake capacity.

During the no-load operation, the pressure in the receiver tank 15 reaches the third set value S ₃ and the pressure switch 36 operates, which causes the pressure switch 36 to simultaneously close the first electromagnetic valve 24. , The second electromagnetic valve 30 is switched. The first electromagnetic valve 24 receives the pressure in the receiver tank 15 due to the blockage, and the suction valve 13 holds the closed state of the intake port of the compressor body 2. On the other hand, the second electromagnetic valve 30 causes the receiver tank 15
The internal pressure is applied to the third air cylinder 33 via the throttle valve 32, whereby the governor lever 11 is switched to the position of further low speed rotation, and the engine 1 is rotated at low speed. At the same time, the second electromagnetic valve 30 is attached to the first air cylinder 6 by the check valve 34.
The pressure in the receiver tank 15 is applied via the, and the clutch lever 5 is operated by the first air cylinder 6 to disconnect the clutch 3. Therefore, at the time of no-load operation, the clutch 3 disconnects the engine 1 and the compressor body 2 from each other, and only the engine 1, that is, the low-load state is operated at low speed. At this time, since the compressor body 2 is separated from the engine 1, the compression operation is stopped. Therefore, the discharge port of the compressor body 2 becomes low pressure, and the oil stop valve 21 is switched to the closed state.
Therefore, the cooling oil does not flow into the compressor body 2. Further, the check valve 14 also prevents the compressed air in the receiver tank 15 from flowing back to the compressor body 2.

Then open the service cock 16 and set the receiver tank 15
When the compressed air inside is supplied to an external device or the like, the pressure inside the receiver tank 15 decreases according to the supply amount and becomes lower than the third set value S ₃ , whereby the pressure switch 36 is turned off, and The first electromagnetic valve 24 and the second electromagnetic valve 30 are also turned off to perform the returning operation. As a result, the first solenoid valve 24
Prepares to be controllable by the operation of the first relief valve 28 and the second relief valve 29 by releasing the closed state of the suction control valve 13 and the low speed state of the second air cylinder 27. On the other hand, the second electromagnetic valve 30 discharges the compressed air in the first air cylinder 6 and the third air cylinder 33 through the throttle valve 35 and the check valve 31, respectively. 3 is gradually connected, and the position of the governor lever 11 is prepared to be controllable by the operation of the second air cylinder 27. That is, during operation of the compressor body 2, no pressure is applied to the pistons of the first air cylinder 6 and the third air cylinder 33, and only the elastic biasing force of the return spring is applied. Further, during the operation of the compressor body 2, the piston expansion / contraction amount of the second air cylinder 27 according to the operation of the first relief valve 28 controls the tilting of the governor lever 11. Compressed air is supplied from the inside of the receiver tank 15 to an external device or the like via the service cock 16, so that the pressure inside the receiver tank 15 is between the second set value S ₂ and the third set value S _3. Time is Fig. 2 (b)
As indicated by A in the characteristic curve of the receiver tank 15
The suction control valve 13 operates via the second relief valve 29 according to the change of the internal pressure to change the opening ratio of the intake port of the compressor body 2. That is, the amount of intake air to the compressor body 2 is changed according to the pressure change in the receiver tank 15 to control the intake capacity. During such control, the second air cylinder 27 is held at the maximum position within the above operating range.

Further, when the compressed air in the receiver tank 15 is consumed and the pressure in the receiver tank 15 drops below the second set value S ₂ , the second relief valve 29 is closed and the suction control valve 13 is fully opened. As indicated by B in the characteristic curve portion of FIG. 2B, the second air cylinder 27 operates according to the pressure change in the receiver tank 15 to control the position of the governor lever 11. Such control controls the position of the governor lever 11 to the high speed side as the consumption of the compressed air in the receiver tank 15 increases.

Furthermore, when the amount of compressed air in the receiver tank 15 is large and the pressure in the receiver tank 15 drops to the first set value S ₁ , the first relief valve 28 is closed together with the second relief valve 29. Then, a full load exercise is performed.
In full load operation, not only the secondary side of the second relief valve 29, but also the secondary side of the first relief valve 28 communicates with the intake side of the compressor body 2 via the first electromagnetic valve 24 and is negative. Pressure and the third air cylinder 33 communicates with the outside through the second electromagnetic valve 30 to reach the atmospheric pressure. Therefore, the second air cylinder 27 and the third air cylinder 33 are connected.
The governor lever 11 is positioned to rotate at high speed by the elastic biasing force of each of the return springs, and the engine 1 and the compressor body 2 are operated at high speed, while the suction valve 13 also fully opens the intake port of the compressor body 2. Keep it up. It goes without saying that the first hydraulic cylinder 7 and the second hydraulic cylinder 10 are disengaged from the clutch lever 5 and the governor lever 11 under the pressure of engine oil.

After that, the above operation is repeated according to the pressure in the receiver tank 15. Here, in FIGS. 2B and 2C, the characteristic curve of the engine-driven compressor with a clutch of this embodiment is shown by a solid line, and the characteristic curve of the conventional engine-driven compressor is shown by a broken line. First, if the discharge air volume to be obtained from the receiver tank via the service cock is Q ₁ , the fuel consumption of the engine-driven compressor with a clutch of the present invention will be L ₁ , while the conventional type will consume more fuel. Has a large amount of L ₂ . Further, during no-load operation, in the present invention, since the engine 1 and the compressor body 2 are disengaged by the clutch 3 as described above, the engine 1 can be operated at an extremely low load and a low speed. Fig. 2 (c)
As indicated by F, the fuel consumption can be significantly reduced and the noise can be reduced.

[Advantages of the Invention] As described above, according to the starter for the engine-driven compressor with a clutch according to the present invention, the compressor is disengaged and started, so that the engine can be started in a no-load state, and therefore the engine can be started extremely. It is easy, and since it connects with the compressor after the start of the engine is established, not only engine oil, especially in cold weather,
Even if the viscosity of the cooling oil staying in the compressor is high and the resistance at the time of startup is large, the engine and the compressor can be easily started, and it is suitable for a screw compressor operating at high speed. Further, the increase in the engine speed that accompanies the start of the engine can be controlled to the low speed side by the operation of the compressor to perform the warm-up operation for a predetermined time, so that the fuel consumption amount can be reduced.

[Brief description of drawings]

FIG. 1 is a block diagram of an engine-driven compressor with a clutch equipped with a starting device according to the present invention, and FIG. 2 is a diagram showing the operation control operation at full load and no load after starting
It is a characteristic curve figure which compared the conventional thing and the thing of this invention. 1 ... Engine, 2 ... Compressor body 3 ... Clutch 6 ... First air cylinder 7 ... First hydraulic cylinder 10 ... Second hydraulic cylinder 11 ... Governor lever, 13 ... Adjustment valve 15 ...... Receiver tank 22 ...... Warm-up / operation switching valve 24 ...... First electromagnetic valve 27 ...... Second air cylinder 28 ...... First relief valve 29 ...... Second relief valve 30 ...... Second Solenoid valve 33 …… 3rd air cylinder 36 …… Pressure switch

Claims (1)

(57) [Scope of utility model registration request] 1. An engine drive type in which a compressor is interlocked with a rotating shaft of an engine, the pressure in the compressor is increased by driving the engine, the pressurized air is stored in a receiver tank, and each control air cylinder is operated. In the compressor, a clutch that engages and disengages is interposed between the engine and the compressor, and a first hydraulic cylinder that operates a clutch lever connected to the clutch and a governor lever that controls a rotation speed of the engine are switched. And a second hydraulic cylinder that is connected to the engine oil system of the engine, and when the engine is started, the hydraulic pressure to the first hydraulic cylinder and the second hydraulic cylinder is increased, and the clutch lever is gradually engaged. The governor lever from the low speed side to the high speed side, When the first hydraulic cylinder reaches a predetermined pressure and the clutch is engaged, the compressor operates, the air pressure in the receiver tank connected to the compressor is increased, and the air cylinder supplied with air from the receiver tank is increased. A starting device for an engine-driven compressor with a clutch, characterized in that the piston rod of the second hydraulic cylinder is operated in opposition to a rectilinear movement of the piston rod to move the governor lever to a low speed side to warm up the engine.