JPH021491Y2 - - Google Patents

Description

[Detailed Description of the Invention] [Industrial Application Field] The present invention relates to an engine starting device comprising a vane type air motor used for starting diesel engines, small gas turbines, etc.

[Prior Art] Conventionally, as a starting means for an internal combustion engine, there has been a Bendex-type starting device using a vane-type air motor, and a Bendex-type starting device that allows the pinion to pop out together with the drive shaft (U.S. Patent No.
4126113) is known. Such a starting device is required, for example, when the internal combustion engine is difficult to start at low temperatures, when the cylinder volume of the engine is greater than the range that can be operated manually, and when the engine has an automatic control mechanism. However, for example, if the Bendex-type starting device using the vane-type air motor itself has a problem with starting performance, the engine cannot be started smoothly and quickly. In addition, after the engine starts, the starting device needs to immediately disengage from the engine, that is, the pinion and ring gear need to disengage. However, such conventional starting devices, especially the starting device described in U.S. Pat. No. 4,126,113, are configured to use compressed air for the air motor for the meshing movement of the pinion and the ring gear. When retreating,
The air used for operation does not return to the atmosphere quickly, and the separation from the pinion and ring gear is delayed due to residual pressure.
The pinion is slightly damaged. Therefore, if such damage is repeated, the air motor will be destroyed.

[Means for solving problems]

Therefore, the present invention is a starting device for an internal combustion engine using an air motor, which operates the starting device with the compressed air itself while paying attention to the sudden motion characteristics caused by air drive. The purpose of the present invention is to provide a highly reliable engine starting device that avoids impact damage that occurs at the moment of meshing, and quickly disengages from meshing after starting the engine to prevent damage to the pinion.

Hereinafter, the structure of the present invention will be described in detail based on embodiments shown in the accompanying drawings. Figure 1 is an overall schematic diagram, Figure 2 is a partially omitted sectional view of the air motor,
FIG. 3 shows an enlarged sectional view of the main valve and pilot valve.

[Summary of configuration]

In FIG. 1, 1 is an air tank that stores air compressed by a compressor (not shown);
2 is a relubricator, which lubricates the blades 19 of the air motor 4, which will be described later. 3 is a main valve, 5 is a mechanical valve, 6 is a pilot valve, 7 is a piston, 8 is a cylinder, 9 is a pinion, and 10 is a start command solenoid valve.

The outline of the operation of this starting device is as follows: When the starting command solenoid valve 10 is opened by a switch, compressed air from the air tank 1 passes through the solenoid valve 10, passes through the pilot valve 6, and is then connected to the air motor 4 and the piston/cylinders 7, 8. supplied to Since the supply of compressed air to the air motor 4 is restricted here, the air motor 4 is rotated at a low speed. Furthermore, when compressed air is supplied to the pistons and cylinders 7 and 8, the piston 7 is moved forward, and the pinion 9 is therefore moved forward and meshes with a ring gear (not shown) of the internal combustion engine (the state of meshing will be described later). do).
Further, the compressed air diverted from the solenoid valve 10 reaches the mechanical valve 5, so as the piston 7 moves back and forth, the mechanical valve 5 is opened, and the diverted compressed air is transferred to the main valve of the air motor 4. Open 3. When the main valve 3 is opened,
A large amount of compressed air is supplied to the air motor 4 from the air tank 1.
, the air motor 4 is rotated at high speed, and the pinion 9 is rotated while being decelerated. As a result, the ring gear of the internal combustion engine is rotated and the engine is started. Note that the separation of the pinion 9 from the ring gear after starting the engine and the stopping of the starter will be described later.

[Main valve and air motor configuration]

Now, in this embodiment, the main valve 3 and the air motor 4 have the following configuration.

In FIG. 2, the air motor 4 is a vane-type motor, and houses a rotor 12 eccentric to the cylinder in a cylinder 11. Ball bearing 1 on 15 and 16
7 and roller bearings 18 to be rotatably supported. A plurality of lightweight blades 19 are provided on the rotor 12 so as to be slidable radially around the center of the rotor 12, and the outer ends of these blades 19 are always inscribed in the cylinder 11. The cylinder 11 has an air inflow passage groove 2 on the inlet side.
A plurality of groove-shaped outflow passages 21 are provided on the 0 and outlet sides, and the inlet side communicates with the relubricator 2 side explained in FIG. 1, and the outlet side communicates with a silencer (not shown). These mechanisms are well known (Japanese Unexamined Patent Publication No. 57-91375).

Next, regarding the speed reduction mechanism connected to the air motor 4, a pinion 23 is carved into the extending end of the rotor shaft 14, and the pinion 23 is connected to the internal gear 2.
2, the rotation of the rotor 12 is controlled by the internal gear 22.
The drive shaft 30, which will be described later, is rotated while being decelerated. A cylindrical body 24 with a smaller diameter (the same diameter can be designed) is integrally extended to the internal gear 22 and serves as a transmission shaft, and these internal gear 22 and the cylindrical body 24 are connected to a ball bearing 25 and a roller bearing. It is supported by 26. The ball bearing 25 is supported by the side housing 16, the roller bearing 26 is supported by the cylinder 8, and the base of the cylinder 8 is fitted into the casing 27. A threaded spline 29 is provided on the inner periphery of the cylinder body 24.
The threaded spline 29 meshes with a threaded spline cut on the drive shaft 30. The shape of the threaded spline 29 is such that the drive shaft 30 moves forward when the rotation of the driven side is stopped. A stopper 31 is fixed to the end of the drive shaft 30 on the threaded spline 29 side, and the pinion 9 described in FIG. 1 is splined to the other end. A roller bearing 32 that also receives thrust is located between the pinion 9 and the threaded spline 29.
The roller bearing 32 and the stopper 3 are provided.
1 supports the drive shaft 30. Further, in the ring-shaped space formed by the cylinder 8 and the casing 27, the piston 7 described in FIG. Since this is built-in, the sliding movement of the piston 7 causes the drive shaft 30 to advance together with the roller bearing 32.

A working chamber 35 is provided on the head side of the piston 7, and a cam 36 is provided on the skirt side, and the piston 7 is always urged toward the working chamber 35 by a spring 38.

Further, a pinion 10 is engaged with the other end of the drive shaft 30 via a straight spline 70. A slightly weak spring 71 is interposed between the pinion 10 and the pinion 10 so that the pinion 10 is always at the tip of the drive shaft 30. When the pinion 10 comes into contact with the ring gear as the drive shaft 30 moves forward, the drive shaft 30 still moves forward, but
The pinion 30 moves back a little against the spring 70, reverses its engagement with the ring gear to an optimum position, and then aligns and engages with the ring gear.

[Main valve and pilot valve configuration]

Next, if we talk about the pilot valve 6,
In Figure 3, cylinder 1 of the air motor body
The main body of a main valve 3 is mounted and fixed on the inlet side of the main valve 1, and the pilot valve 6 is attached to the valve 3.

The main valve 3 includes a valve 40, a valve spring 41, and a valve stem 42, and the valve stem 42 is guided and slid in the vertical direction by an intermediate frame 43 of the valve 3. A piston 44 is fixed to the upper end of the valve stem 42,
The back of the piston 44 and the intermediate frame 43 form an operating chamber 45. 39' indicates an opening communicating with the air tank 1 (see FIG. 1) side.

The pilot valve 6 is composed of an upper piston 47, a lower conical valve 48, a valve guide 49, and a valve seat 50. The protruding rod 51 of the piston 47 and the protruding rod 52 of the lower conical valve 48 are in contact with each other, and the valve guide 49 can be connected and separated. Slide up and down inside. The upper piston 47 and the lower conical portion 48 are both compressed by springs 53, 54.
, and is pressed upward.

Regarding the ports of the pilot valve 6, the first port 55 communicates with the control tube C shown in FIG. are doing. The first port 55 is connected to a conical chamber 56 in which a lower conical valve 48 is incorporated.
It has been temporarily installed. The second port 57 communicates with the working chamber 35 described in FIG. 2 via the tube A, and is provided adjacent to the conical valve chamber 56. The third port 58 communicates with the conical valve chamber 56 and is provided on the inlet side of the cylinder 11 via the check valve 33. The fourth port 59 communicates with the working chamber 45 of the main valve 6 and also with the working chamber 60 of the upper piston 47. The working chamber 60 communicates with the mechanical valve 5 described in FIGS. 1 and 2 via a fifth port 64.

[Operation at the start of meshing between pinion and ring gear]

Since the configuration of this embodiment is as described above, the following operations are performed.

First, when the switch is pressed to open the start-up command solenoid valve 10, compressed air is introduced from the air tank 1 into the first port 55, and the air flows between the lower conical valve 48 lifted by the valve spring 54 and the valve seat 50. The compressed air flows from the conical valve chamber 56 to the second port 57 and the third port 57.
The water is divided into ports 58 and flows out. The compressed air diverted from the second port 57 is introduced into the working chamber 35 shown in FIG. 2 through the tube A, and causes the piston 7 to slide in the forward direction of the pinion 9. On the other hand, the compressed air that is throttled and flows out from the third port 58 via the check valve 33 is introduced into the cylinder 11 through the passage B, and rotates the rotor 12 at a low speed. As a result, the drive shaft 30 rotates through the threaded spline 29 due to the signs 23 → 22 → 24, and the drive shaft 30 attempts to advance in the forward direction through the roller bearing 32 due to the sliding of the piston 7. . However, since the threaded spline 29 is threaded so that it moves forward when the rotating drive shaft 30 is stopped, if the piston 7 attempts to move the drive shaft 30 forward, the drive shaft 30 will instead be reversed. The rotation of the pinion 9 becomes even more slow, and after finding a position where the pinion 9 and the ring gear mesh, the pinion 9 is slightly engaged with the ring gear. Once the pinion 9 and the ring gear are engaged, the drive shaft 30
When the rotation is prevented, this acts on the threaded spline 29 and becomes faster than the forward speed of the piston 7.
The drive shaft 30 moves forward quickly, that is, it engages with the stone, and the engagement between the pinion 9 and the ring gear is complete. This position is the stopper 3 of the drive shaft 30.
1 comes into contact with the stepped portion 66 of the cylindrical body 24, and the forward movement of the drive shaft 30 is thereby stopped. Furthermore, this position is also the position where the piston 7 moves and the cam 36 opens the mechanical valve 5 to introduce compressed air from the air tank 1 into the working chamber 45.

[Opening operation of main valve]

As described above, the mechanical valve 5 opens due to the movement of the piston 7, and the compressed air flows through the fifth port 64.
The compressed air is introduced into the working chamber 60 and pushes the upper piston 47 downward, seating the lower conical valve 48 on the valve seat 50, so that the compressed air flows through the fourth port 59.
It is introduced into the working chamber 45 through the piston 45, pushes up the piston 44, and opens the valve body 40 of the main valve 3. As a result, a large amount of compressed air from the air tank 1 is introduced into the cylinder 11, causing the rotor 12 to rotate at high speed. At this time, the check valve 33 closes the third port 5.
No compressed air is introduced into 8.

[Main valve closing operation]

The internal combustion engine starts with the high-speed rotation of the rotor 12, but when the internal combustion engine starts, the ring gear rotates faster than the pinion 9, and the force that tries to rotate the drive shaft 30 faster moves, so the spring 38 becomes elastic. is applied, the drive shaft 30 moves backward, and the pinion 9 and the ring gear are disengaged. As the drive shaft 30 moves back, the piston 7 also moves into the working chamber 35.
The mechanical valve 5 moves backward against the compressed air of
Close. Therefore, the compressed air introduced into the working chamber 60 becomes atmospheric pressure by opening the mechanical valve 5 to the atmosphere. As a result, the upper piston 47
is returned to its original position by the elasticity of the spring 53. Therefore, compressed air drips into the working chamber 45 of the main valve 3.

At this time, since compressed air continues to be supplied to the first port 55, the conical valve chamber 56 is pressurized, and the lower conical valve 48 remains seated against the valve spring 54, and is activated. Even if the command solenoid valve 10 is not closed, the pinion 9 will not pop out again inadvertently and will be locked, so to speak.

Next, when the start command solenoid valve 10 is closed, the lower conical valve 48 is raised by the valve spring 54 and returns to its initial state.

Here, in this embodiment, the purpose is to quickly disengage the pinion 9 from the ring gear, and as mentioned above, when the internal combustion engine is started, the rotation of the ring gear becomes faster than the rotation of the pinion 9.
A force that attempts to rotate the drive shaft 30 even faster is transmitted from the ring gear. Therefore, due to the presence of the threaded spline 29, the biasing force of the spring 38 is added to the drive shaft 30.
And the piston 7 retreats. However, in the conventional example, the piston 7 retreats while resisting the residual pressure in the working chamber 35, and therefore, the piston 7 does not retreat quickly. However, in this embodiment, the working chamber 3
5 communicates with the conical valve chamber 5 through the tube A in which the lower conical valve 48 remains seated, that is, the rod-shaped valve 72 is located away from the land 73, so that the remainder of the working chamber 35 The pressure is immediately exhausted from the atmospheric hole 74. Therefore, the piston 7 is quickly retracted.

Since the configuration of this embodiment is as described above, the following effects are achieved.

[Effect of idea]

Since the compressed air that drives the air motor is diverted to operate the piston for advancing the pinion, the structure is not only simplified as there is no need to provide other mechanisms such as hydraulic pressure, but the compressed air that operates the piston is also used to drive the pilot valve. Since the piston is immediately released to the atmosphere through the
The pinion and ring gear can be quickly separated.
In particular, since the compressed air that operates the piston is released to the atmosphere by a pilot valve, not only can the passage distance be shortened, but it is also linked to the opening and closing of the main valve of the air motor, so each time the starter is operated, It is immediately opened and damage can be prevented when the pinion and ring gear separate.

[Brief explanation of the drawing]

FIG. 1 is an overall schematic diagram, FIG. 2 is a sectional view of the air motor with the main valve and pilot valve omitted, and FIG. 3 is an enlarged sectional view of the main valve and pilot valve. 3... Main valve, 5... Mechanical valve, 6... Pilot valve, 7... Piston,
9...Pinion, 30...Drive shaft, 74...Air hole, A...Tube, C...Control tube.

Claims (1)

[Claims for Utility Model Registration] (1) An engine starting device that includes a pinion at the tip of a drive shaft driven by an air motor, rotates the drive shaft and moves the pinion forward and backward to engage and disengage the pinion from a ring gear of the engine. , a piston 3 for moving the drive shaft forward and backward, which is locked on the outer periphery of the drive shaft.
5. The first passages C and A provided adjacent to the piston 35 to separate the compressed air for the air motor;
An engine starting device using a vane-type air motor, comprising a pilot valve provided in the middle of passages C and A, and a second passage 74 branching off from the pilot valve and opening to the atmosphere. (2) An engine starting device using a vane type air motor according to claim (1), which diverts air from a pilot valve to an air motor inlet via a check valve and rotates the air motor at a low speed. (3) The vane type air motor according to claim 1 or 2 of the utility model registration claim, which opens a mechanical valve by advancing the piston, and opens the main valve of the air motor by opening the mechanical valve. An engine starting device using