JPS588279A - Rotary vane pump - Google Patents

Abstract

(57) [Summary] This bulletin contains application data before electronic filing, so abstract data is not recorded.

Description

[Detailed Description of the Invention] As a result of the current emphasis on reducing fuel consumption in the design of motor vehicle power plants, it is possible to achieve adequate performance when high torque is required, while also increasing fuel consumption. Efforts have been made to improve the performance of relatively small-displacement engines to prevent this from happening.

Superchargers have been used since before Kana 9 to increase the output of spark-ignited and compression-ignited internal combustion piston engines. An example of a stone supercharger commonly used today is a turbosupercharger. In this turbocharging device, the engine exhaust rotates the exhaust turbine to drive the compressor turbine, and the compressed 9
It is designed to supply air to the engine. Such turbochargers operate at fairly high rotational speeds, i.e. 8000
It must be operated at 0 to 1,100,000 rpm,
As a result, the construction of the turbocharger becomes expensive.

Furthermore, because the nature of the exhaust turbine drive is that the amount of supercharged air increases exponentially, no control mechanism is used to reduce the air flow, and at low engine speeds the boost pressure However, at high engine speeds the boost pressure becomes excessive. Therefore, the torque produced at low speeds is insufficient for optimum performance, and at relatively high speeds there is a lack of means to bypass the exhaust flow from the turbine, or some means to avoid creating excessive boost pressure. Requires.

On the other hand, such a controller has the advantage of smoothly transitioning from a natural suction state to a supercharged state, and also uses high-temperature exhaust gas for drive, which would otherwise be wasted if not used by the supercharger. Another advantage is that the exhaust energy can be recovered. Additionally, these devices are sensitive to backpressure during output flow generation and can operate at relatively high backpressures without loss of efficiency.

Mechanically driven blower devices (e.g., by an engine) have also been used. Some of these blower devices are non-displacement turbine compressors and, like the exhaust turbine superchargers, require low engine speeds to achieve the desired performance described above. An appropriate amount of air cannot be obtained.

A positive displacement air bonder is used, which is often driven by the engine to provide constant supercharging under all engine operating conditions.

This is because the fuel consumption of those small-displacement engines that are constantly supercharged does not decrease any more than the fuel consumption of large-displacement engines that exhibit similar performance characteristics to those carrots. This impairs the engine's ability to save fuel consumption.

Therefore, devices have been proposed that allow a mechanically driven blower to operate only in the engine operating speed range of p1 using an on/off clutch or the like.

Use a positive displacement bonder that is mechanically driven on/off, especially at relatively low engine speeds to provide a large amount of supercharged air to generate high torque. There are some difficulties with this.

One of these difficulties occurs in the transition from natural suction operation to overoperation when the clutch is first engaged to begin operation of the blower. During this transition, the intake air pressure increases stepwise to a large extent, which causes a torque surge that impedes engine operation, especially in large-displacement engines.

Because the transition is relatively smooth due to the non-displacement flow characteristics of the turbine, the torque surges described above do not occur in turbochargers and operate over the entire operating range of the engine. I am often forced to do so.

That is, assuming that a 9-air bong is not equipped with a variable speed drive, when the air bonder is activated, the intake pressure supplied to the engine is relatively large, for example approximately 0.42 kII♂ (6 psl) below atmospheric pressure. ), rises rapidly.

In the case of a single-ignition engine, such pressure corresponds almost directly to the torque output of the engine. That is, as the intake pressure generated increases, the amount of air passing through the carburetor increases,
This increases the mass of the air-fuel mixture fed into the engine's cylinders, increasing the engine's torque output.

If the air bonder were operated to increase the amount of air supplied to the engine step by step, the torque would increase rapidly as described above.

Another difficulty arises in the operation of volume bonders when the engine is operated at supercharger boost pressures below the bead boost pressure. The occurrence of such a condition does not require, for example, a peak supercharging condition, but it is necessary to operate the supercharger! This is while increasing the speed by one step at such a speed. If the throttle valve is not fully opened, it will act as a pressure limiter downstream of the supercharger, creating back pressure in the turbocharger and preventing it from driving the air pump. The increased power required increases fuel consumption and causes the supercharger to operate unnecessarily. Also,
Due to the high pressure applied to the carburetor opening upstream of the throttle valve, fuel overflow occurs and fuel is wasted.

U.S. Pat. No. 2,486,047 discloses a device that controls the power applied to the blower according to the pressure difference between the upstream and downstream sides of the throttle in order to change the supercharging operation and keep the pressure difference between the upstream and downstream sides of the throttle constant. Disclosed. Although Jin's device has the potential to minimize the above-mentioned drawbacks, this device requires a variable speed drive, which significantly increases the cost of the device, and it is unlikely to be used in large-displacement automobile engines. Not practical. Furthermore, this system utilizes a non-displacement type power supply, which, like a turbocharger, tends to produce inadequate boost pressure and torque at relatively low speeds.

One type of positive displacement air pump used in these applications includes a plurality of radially extending vanes supported by a cylindrical rotor, with the axis of the housing chamber and the hub of the vanes aligned with the journal. A vane pump of a general type that is adapted to be rotated within a housing chamber about an axis that is eccentric with respect to an associated fixed offset axis.

As mentioned above, the blades disposed in the housing having a cylindrical cross-section whose center is offset from the rotor axis, when the a-tar is rotated in the housing, the blades are located in the middle of the blades in the radial direction. A working chamber is formed whose volume increases or decreases. This is because a simple positive displacement air pump is constructed from Jin and K, who have an artificial port and a width robot on the wall of the housing room.

The structure of the fixed offset axis shaft, which is used to allow the hub of the blade to rotate, has conventionally been generally cantilevered. It is necessary to use matched comparatively superior radial and thrust bearings. Since such air pumps account for a large proportion of the cost of such equipment, it would of course be advantageous if the cost could be lower than that of large capacity such equipment suitable for the applications described above.

Another difficulty is that positive-volume bongs require a very effective seal (as opposed to the turbine blades being sealed), and for automotive use they must be very durable. It arises from something.

A first object of the present invention is to obtain an air pump for a supercharging device that performs supercharging at a comparatively high pressure when the engine speed is low, in order to properly raise the engine speed when the engine speed is low. That's true.

Still another object of the invention is to include a plurality of radially extending vanes disposed within a cylindrical chamber formed within the housing, and provided with a seal therethrough. The object of the present invention is to provide a vane air pump for a supercharging device of the type in which the vanes are rotated by a cylindrical rotor that is journal-coupled eccentrically. The vanes are offset from the axis of the rotor but rotatably mounted on a fixed axis aligned with the axis of the chamber. The fixed shaft is provided with a simple bearing.

Still another object of the present invention is to provide a vane-type air pump in which the vane is firmly supported by a shaft fixed to an offset axis so that the gap between one vane and the hawasing can be narrowed in order to increase pump efficiency. is to get a pump.

These purposes, and others that will become apparent from reading the following description, are intended to provide mechanical control by the engine through a clutch that is engaged under a given torque demand level sought over a range of engine operating conditions. Driven volume F that supplies a relatively large amount of 9 Qi! This is achieved by a supercharging device consisting of a nitrogen gas pump. Such torque demand can be detected in various ways. One approach is to detect when the differential pressure between the upstream and downstream sides of the throttle valve has decreased to a predetermined level. This is advantageously accomplished by combining the switch 1111ft with a regulating valve (discussed below) used to vary the boost air flow. The switching device IIs is a Makabe switch that detects a predetermined negative pressure level in the intake manifold of the engine, or a switch combined with a throttle valve. The clutch is engaged by its particular switch mechanism to drive the air pump and begin supplying C) supercharged air to the engine's intake manifold.

This supercharging device adjusts the airflow supplied from the supercharger to the engine according to the differential pressure between the upstream and downstream sides of the engine's throttle valve, and changes the speed to drive a 9-air bong.
A device is also provided that smoothly changes the boost pressure and charge air flow without the need for a 11hlIl+ device.

Such adjustments can be made in several ways, but preferably by throttling the suction flow to the air pump (by means of a valve located in the inlet passage to the air pump suction). done by.

Alternatively, the amount of air from the supercharger can be adjusted by returning the air pump's discharge flow to the inlet side of the supercharger through the bypass passage to reduce the amount of air sent from the air pump to the engine intake manifold. can.

The position of the valve is controlled by a diaphragm as a function of the detected differential pressure. This diaphragm defines an actuator fluid pressure chamber and receives the differential pressure. The diaphragm that receives the differential pressure moves against the force of the operating spring, keeping the differential pressure t between the two sides of the valve approximately constant. As a result of this, the boost9 airflow to the engine is reduced under transition conditions when the drive shaft is first connected, in order to smooth the rise in engine torque output when this supercharger is first activated. I will be forced to do so.

Also, under steady operation under partial boost conditions, the 9 air bong can be driven with relatively high efficiency without generating high back pressure due to the operation of a partially closed throttle valve. Therefore, the output flow rate of one supercharger is reduced. ? The supercharger can be activated and operated in a partial boost condition, as in the case of increasing the speed by one step at a constant road speed.

This allows supercharging operation under steady state conditions at a given speed, with only a fraction of boost pressure being applied to control torque output for engine operation below full boost conditions.

In order to avoid switching from natural suction operating state to supercharging operating state, use binox directly from the engine air cleaner to the carburetor intake port! An air duct is provided.

This bypass duct is provided with a check valve. The ζO check valve opens during natural suction operation, but the engine! When a sufficient amount of supercharged air equal to the air demand has been generated, the action of the air pump closes off the high pressure present on the suction side of the carburetor.

The air pump is constructed with <tcl11, which simplifies the bearing device that supports the blades a, and allows the blades to be dynamically biased so that the gap between the blades and the housing to be held can be made relatively narrower. It has become.

The vane pump is rotatably supported on a shaft whose axes are offset and eccentric with respect to said shaft. The air pump is equipped with a series of vanes 41% extending radially within slots provided in the rogue, which is supported for rotation about an axis. The rotor is driven by an output from an electromagnetic clutch, and this clutch is driven by a belt from the engine.

As the rotor rotates, the vanes make a corresponding rotation in the pump's wasting chamber, and the movement of the vanes directs the air coming in from the inlet port to the outlet port, connecting the vanes to the rotor and the nozzling chamber outer wall. Compress 9 qi in the working chamber between.

1Ikll#1 for supporting this vane pump vane
It has a fixed axis that is deformed. One end of this fixed shaft is fixed near the one of the two ends of the rotor that is not connected to the drive device. Ti arranged on the axis of the rotor:
The shaft is rotatably supported on the stub shaft which is mounted on the shaft. As a result, the circumferential movement made possible by the shaft 7 causes the shaft 111, which is off-axis, to be slightly deflected. for that,
When the vanes journal-coupled to the main part of the shaft are driven, they are dynamically biased toward the shaft nozzle.

Lfp knee is two c, the axially spaced ring member t4h supported by the needle bearing assembly resists thrust loads by means of a simple thrust bearing provided in the ring portion near said shaft no. It is positioned as The dynamic deflection ensures that the p-vanes are pushed in that direction, creating a relatively narrow gap between this arrangement of the vanes, the end wall of the a-tar, and the chamber. %K, the gap on the other side can be made relatively wide to absorb the thermal expansion of the blades. These wide gaps can be sealed with spray-on carbon-gutuphite seeding. The reason for this is that the end wall has a dynamic bias in the opposite direction of the blades. This is because no unidirectional load is normally applied. Therefore, simple radial load needle bearings can be used to rotatably support the blades on fixed, off-axis shafts.

In the following detailed explanation of examples of actual ownership of the present invention, in accordance with the provisions of patent-related laws and regulations,
Although it is necessary to use specific terminology and specific examples in order to explain the above, the present invention is susceptible to many embodiments and modifications within the scope of the invention, and therefore, these terms will be used. It is to be understood that the examples herein are not intended, and should not be construed, to limit the invention.

Please refer to FIG. In this figure, the supercharging device of the present invention is a carburetor type spark ignition engine ylOKMl! >It is shown how it is attached. However, it should be understood that a controller may be provided in a fuel injected engine configured such that the flow rate of fuel is related to the flow rate of air.

The illustrated supercharging system includes a positive displacement air pump 12 with a relatively large volumetric output. These 12 air pumps produce the boost pressure to the engine over its entire operating range, i.e. 9 atm at the carburetor intake, in a typical application around 042 h/j (@pspupil) OK to raise until appropriate.

The suction port of the air pump 12 is connected to the air purifier 16 via a duct 14 so as to receive air from the air purifier 1@, compresses the received air, and then evaporates the air from the discharge port duct 18 into the engine. Send it to the suction port of the container 20.

The pump 12 is driven by the engine's cod shaft and is driven by the engine at or near the engine speed via a belt drive #I 24 that drives the gear associated with the inlet side of the electromagnetic clutch 24. Mechanically driven.

The electromagnetic clutch 24 is connected to an engine operating state that instructs to increase the pressure of air supplied to the engine when high torque is required. Depending on the operating state of the engine, the engine may be activated or deactivated.

Although the operation of the electromagnetic clutch 24 can be controlled by detecting any one of several parameters, the method described here is a method of detecting the negative pressure in the intake manifold 26.

Therefore, the electromagnetic clutch 24 is operated by detecting the manifold pressure and operating the electromagnetic clutch 24 to open the thrust valve.
It is controlled by a viewing switch 28 which controls circuitry (not shown) for driving the drive 12.

As mentioned above, the air flow rate from the air pump 12 is adjusted to produce a boost pressure that is less than the maximum boost pressure and an air amount that is less than the maximum air amount during a given operating condition of the engine. be done. this! Airflow control! It;t, according to the practical example shown in FIG. This is done by a regulating valve actuator that rotates the valve. The opening degree of the valve plate 41 is determined according to the detected differential pressure. For this purpose, hoses 34,36 are received in pressure tags. Hose 34 is located immediately upstream of the throttle valve 68 in the engine carburetor 2 (IK), and hose 36 is located downstream of the intake manifold.

L7'? Once upon a time, the throttle valve @8 was connected to the air pump 12.
is positioned to maintain a pressure differential between the upstream and downstream sides of the throttle valve while supplying boost pressure to the inlet of the carburetor 20.

As can be seen in FIG. 2, the air pump 12 has a /1 wasting 38. This) 1 waging has an exit boat of 40
An inlet boat 42 is formed. Inlet boat 42 and outlet port 40 are connected to inlet duct 14 and outlet duct 18, respectively, by fittings as shown at $11WA.

Also included in housing 311 is a valve block assembly 44. This valve block assembly 44 has a rotatable valve plate 4 fixed to a cross shaft 48. The valve plate 460 is attached to the side of the valve block assembly 44 via the bracket 52 fcv! 411 actuator 50). Kl! to control the position of valve 1 [41iO! JK made lever 54T - It is possible to do either work or work.

The installation of the air pump is @,s.

It is attached to the engine. These eyes can be attached to the engine via a simple bracket, and the tension of the seatbelt 22 can be adjusted by rotating around the bushing 62.

Next, the functions of this device will be explained with reference to FIGS. 1 to 4. During the supercharging mode, air entering the air pump 12 through the inlet boat 42' is routed through the air pump a-tar 6.
It is compressed by the rotation of 4.

9ki bong 12], for example, about OA2kJm” (I
y*1g) () Air under pressure m exits from the outlet port 40 and enters the outlet duct 1-, and this outlet duct 1
8 and enters the intake passage 64I of the carburetor 2G, and enters the intake manifold To from the other end.

During the natural suction mode, the air sucked into the engine enters the inlet duct 14 through a check valve provided between the inlet duct 14 and the outlet duct 1 @ forming a bypass passage for the air pump 12. yzt passes. When the amount of air drawn into the cylinder Q of the engine becomes less than the amount of supercharged air, the flow of air flowing through the check valve 72 is stopped, i.e., the pressure inside the outlet duct 18 is reduced to atmospheric pressure. When the pump 12 sends the amount of air that can be brought to the above pressure, the suction air flow passing through the check valve T2 is cut off.

When the vacuum switch 28 detects that the inside of the intake manifold 26 reaches a predetermined oxq degree, the electromagnetic clutch 24 is connected.

The specific pressure R1/R applied to engage this electromagnetic clutch should be just below the pressure that would be generated at a good time, maximizing the amount of natural intake airflow drawn into the engine; 9 Negative pressure is created in the intake manifold as a result of flow restriction by the air intake and carburetor.

When the engine slows down and requires more air, the clutch 24 is engaged to begin supercharging.

As mentioned above, the all value of this degree of vacuum is about mercury column &
1 to 7.6 am (2 to 3 inches).

External hawasing T supplied by a supercharger
11 by IIIE attuator 50 with 4! I will be treated. Inside the external hawasing 74 is a flexible diaphragm 8.
0) is divided into respective pressure chambers 'I@, T I. The diaphragm 80 is biased to the right in FIG. 3 by an actuating spring s2. Each pressure tag is a throttle valve 6
The hose 3 is arranged on the upstream side and downstream 111 of B.
4.36 are respectively connected to pressure chambers 76.711 so that the pressure difference between those pressure chambers cancels the force of the actuating spring 82.

Diaphragm IQ is connected to operating rod 114 so that diaphragm 80 works therewith.

This operating rod 84 controls the angular position of the valve @4@.

Actuation spring 82 pushes operating rod 84 to the right and valve 1146
As shown in Figure 8, the complete K11l! Move to a lower position.

Air differential 1120 is activated by vacuum switch 28. In the embodiment described in ζζ, the vacuum switch 2 detects that the inside of the intake manifold T has reached a predetermined degree of vacuum.

The central technical idea of the supercharging device of the present invention is that the engine is operated without supercharging while the engine is in a normal torque demand state, but when a predetermined level of torque is required, supercharging is performed. It is located at the point where the operating tube starts. Such a torque demand condition can be determined by several methods, including a method of detecting a predetermined negative pressure state in the intake air hold corresponding to a certain torque demand level as described above.
1J1° That is, detecting the negative pressure m in the intake manifold. This vacuum corresponds to the peak air flow into the intake manifold and the vacuum created by K and the flow restrictions associated with the air intake and vaporizer 11.

Another method is to provide a switch 28m (Figure 95) which is actuated by an aperture linkage. Switch 28m activates the electromagnetic clutch when the throttle pedal is depressed to a predetermined level indicating high torque demand by the driver.

However, there are carrot conditions in which the throttle switch is not properly triggered. The reason for this is that the throttle switch must be opened when the throttle is close to the wide-open position. This is because supercharging is required.

Another preferred method is that the adjustment actuator 5o is M! When starting, turn switch 28b (FIG. 6) to l! so that the clutch is always engaged. It is to be directly combined with the actuator itself. With this configuration, a means is provided for applying a predetermined pressure and detecting a decrease in the differential pressure level immediately below the bell.

It can be seen that the incorporation of a regulating control associated with the inlet of the supercharger eliminates the aforementioned difficulties caused by a sudden increase in engine torque output when the supercharger is activated. This also allows partial boost supercharging to be performed without creating back pressure acting on the volumetric air bonder. For this purpose, air ponder 1
The increased resistance to actuate 2 comes at the cost of reduced output torque.

Also, under such conditions, high pressures are no longer applied upstream of the throttle valve in the various flow paths of the carburetor. This result is obtained because when the supercharger is first operated, the valve plate 46 is almost closed and the Hepst flow flows into the intake manifold 10. Only when pressure increases does the valve plate 46 move to the fully open position and the throttle valve opens wide, gradually increasing the boost flow rate during the initial movement zero, thereby reducing high engine torque! This is to ensure a smooth transition to output.

Similarly, when the throttle valve 68 is partially closed, the resulting pressure difference is adjusted by the angular position of the valve plate 4- to control the pressure difference between the upstream side of the throttle valve 6- and the upstream side 0. The supercharging air flow rate is reduced by keeping the constant constant.

Supercharging! When the air flow rate decreases, the amount of air taken in changes and the required drive method decreases, so the air ponder 1
No large amount of power is lost to drive 2. Efficient supercharging occurs under partial boost operations, such as occur when raising a stage near a slot position that is wide open for fuel injection. The step is to increase the engine output of the supercharger.

Adjusting the supercharging air flow rate with a large mouth valve is a preferred embodiment, but rather than throttling the supercharging output flow,
It is also possible to adjust the supercharging air flow rate by As mentioned above, throttling on the outlet side is disadvantageous because of the backpressure conditions created which increase the resistance horsepower requirements for a given flow rate for the large mouth valve system.

Such a wayest gate device is shown schematically in FIG. 7.8.

In this device, an intake chamber 10 is provided in a supercharger regulating valve 100.
It is equipped with 2. This intake chamber 102 includes a filter and
Snorkel passage 103 passing through element Bit
An air intake is provided in the.

An intake air passage from intake chamber 102 to inlet passage 108 is associated with air bonder 112 .

An outlet passage 114 is connected to the carburetor inlet 116, as in the previous embodiment.

The regulating valve 100K is equipped with a Fi diaphragm 118, and this diaphragm 111 has a Fi end plate 1201.

The end plate 120 of the valve seat 122 K moves against the intake chamber 10 and the bypass duct? Connect 1114.

Spring 124 acts on the diaphragm end plate 1m0K and moves the end plate, valve seat 12ftC! Touch and inhale 11102
The communication between the bypass duct 104 and the bypass duct 104 is cut off.

The diaphragm 118 is formed by a partition wall 126 and two areas 128 and 110K on the other side of the valve seat 122.
To divide. The inside of the region 128 is maintained at the output pressure of the supercharger,
In the region 1so, the pressure is maintained at the pressure tag 1$4 and the pressure present downstream of the branch passage 1 and the force restriction plate 132 extending into the intake manifold 1s8.

Therefore, the diaphragm 118 is subjected to a pressure difference, ie, a pressure drop, between the upstream side and the downstream side of the restriction p*132.

Under normal suction conditions with the supercharger not operating, diaphragm 118K is pulled away from valve seat 122 due to the pressure differential. For this purpose, 9% air can flow from the intake chamber 102 to the area IH and into the engine through the air intake 1041.

The drive for the nine-air pump 112 is actuated by a vacuum switch 144 which controls the talate (not shown) in a manner similar to that in the previous example.

When the vacuum in the intake manifold falls below the vacuum created by the natural suction air volume due to intake restriction, i.e., approximately 5.1 to 7.6 am (2 to 3 inches) of mercury, the branch passage 14g keeps the pressure switch open.

During supercharging, the regulating valve is 100F! , bypass duct 10
The power flow that enters the engine by wayest gates a portion of the airflow flowing through the valve seat 122 and exiting from the valve seat 122.
It operates to adjust under the condition of a pressure difference between the upstream side and the downstream side of the throttle valve 132 (Figure 6).

This technique lightly reduces the negative pressure on the air bonder 112 and provides the desired smooth transition when the air bong 112 is actuated. But the intake! ! The first practical example is preferred because the first gate back performed through IN 1 may cause louder noise during operation of the air pump.

An example of the structure of a 9-air pump used in the supercharging device of the present invention is shown in γ-9WJK. Nine-air pumps of this type are generally known, but as will be explained later, certain details of this construction are such as to dynamically bias the ends of the vanes, which The vane support and mounting within this 9 air bong is improved.

A common type of air pump has a circular chamber 15.
The housing 381- is provided with 2Yr. The chamber 152 is provided with slightly offset arcuate grooves 154. This depression will be explained later.

A cover plate 158 is fixed to one end of the housing 38 by a cap screw 9 (not shown). Within the generally cylindrical housing 38, a low p-assembly 1liO is rotatably supported by a radial bearing 1@2 and a thrust bearing 165. It is supported on the pilot part 164 of the bearing 1/2ti cover plate 156, and the bearing 16
5Fi is formed on the end wall of the housing opposite the cover plate 156 and is located inside the housing.

The rotor assembly 160 is offset from the centerline of the housing chamber 1s2 and has an arcuate shape (notch 154).
It is placed so that it can rotate with the center line K11 of the axis aligned as a center line, and its binding portion is rotated close to the recess 154.

The purpose of this is to obtain an excellent sealing effect between the high pressure area and the low pressure area inside the housing. This is because both sides of the adjacent region form a high pressure region, a low pressure region, and a long leak path that aids in sealing.

The vanes 64 are rotatably supported on offset fixed shafts 1@6 that extend along an axis coaxial with the axis of rotation of the rotor assembly 1110 and aligned with the centerline of the housing member 152. An inlet port 17(1) and an outlet port 172 communicating with the housing chamber 15 are provided on each side of the arcuate groove 154.

The relationship between each port is as follows:
As 0 rotates counterclockwise as seen in Figure 1.theta., air is drawn in through the inlet port ue, compressed, and then exited through the outlet port IF2t.

Blade-4 is K with rotor assembly 1110,
The tube is rotated about an axis aligned with chamber IS2 and the outer ends are brought very close together to compress the inner surface of cylinder chamber 152.

The space between the vanes @40 forms a series of pump chambers t#l. The volume of those pump chambers is top dead center (as seen in Figure 11)
At the 180 degree position, the volume increases, and from that position the volume decreases.

Therefore, as mentioned above, the air enters the inlet port 170.
is inhaled through the air and compressed in a chamber consisting of the intermediate space between the successive vanes 14 and the space in the chamber 152 between the a-tar assembly 1@O and the outer wall of the chamber. . The compressed 9 qi is the exit bow 11
72t- and exit from Ponder 112.

This common type of vane bonder connects the tip of the vane to the wall of the chamber 152! ! l! is very narrow, providing the benefits of a positive displacement air bonder.

The rotor assembly 160 includes a rotor end cap 174 supported by a bearing 1$2 and a radial nine thrust bearing 1B! ! The rotor shaft member 11B has a flanged rotor shaft member 11B that is integrally formed with an input shaft portion 178 that is supported so as to be able to rotate simultaneously.

A series of rotor segments 180 are connected to one end of the rotor by means of a series of cap screws 1112 provided with a joint for precise alignment of each part.
74 and 7 are respectively fixed to the threaded a-tar shaft member 178.

Each rotor is separated in the circumferential direction,
A slotted sealing cylinder 1 rotatable in a partially circular housing 188 formed thereby in the intermediate space between each adjacent rotor segment.
receive. For each separate 11 @4 is the a-tar assembly 111
Enter the chamber 112 from inside 00.

As previously mentioned, the slotted seal cylinder 16 is rotatably held within the partially cylindrical mouth 18 of the recess and rotates the rotor assembly 1 at 9 o'clock. - The assembly 16 is arranged to allow relative angular changes in the position of the wing 84 relative to the assembly 16.

The slotted seal V-cylinder 186 can be made of any suitable lightweight, wear-resistant material, such as hard plastic. The wing S14 is made of aluminum light alloy.
In order to improve the sealing properties and wear resistance of the slotted seal cylinder 186, Kl! I can manage ll1M.

Additional vane seal arrangements are provided to improve the sealing characteristics between the vanes 640 entering and exiting the seal slot and to prevent loss of compressed air within the a-tar. This vane sealer III is formed by providing a camming roller intermediate the vane side and the seal cylinder slot and the spring-loaded seal wiper.

To be careful, the blades 64#i slotted seal 1 slide in and out of the cylinder 186, and the relative rotation of these cylinders 186 is controlled by the relative angle between the rotor assembly 1J1BG and each blade 64. Be able to exercise.

As mentioned above, the blades are fixed on the shaft 1 in a staggered manner.
- Rotatably supported by 6. The ring 166 is the main shaft portion 1
92, and the axis of this main shaft section 14 is connected to the chamber 1 in which one end of the main shaft section 12 is supported at an offset position of an off-seven arm 1-4 integral with the end section 1! ! 20 centerline. End 1-IB is received in a hole 198 provided in cover plate IHK, keyed therein and held by bolt 2N and washer 202K. Bolt 2011Fi Ceramic part 1960 is screwed into the screw hole and the shaft is pulled, and the 0 axis tI! Let me touch it.

In this way, the misaligned fixed axis 1)) is arranged so as to be rotatable with respect to the cylinder 38 and angularly fixed, and the axis is aligned in the correct relationship with respect to the chamber 11HK. , fixed so that it does not rotate when the rotor assembly 160 rotates.

The other end of the shifted fixed shaft 16 is the shaft/S pin 204
Supported by K. The shaft nozzle 204 is rotatably supported on the stub shaft extension 20g which is press-fitted into the seven-lunged four-tar shaft member 176 on the housing axis. The needle wheel support supports the shaft hanger 204 and allows the rotor assembly 17160 to rotate. The main shaft portion 192 has a stub end 210t. The outer stub end 210 is received in a correspondingly larger lower portion of the shaft hanger 204.

In this way, the main shaft portion 1112 is fixed against the load in the radial direction and supports the blade @4. Hire K〕feather@
4 automatically moves outward in the radial direction as much as possible to prevent wear of the tip of the blade and eliminate the need to widen the gap between the outer wall of the safety chamber and the tip of the blade.

At the same time, the single shaft hanger 204
allows a limited circumferential movement and a corresponding an. However, the song size is comparatively small. As a result, the force applied to the main shaft portion ll62K is
is slightly bent in the direction of the circular portion, thereby generating an axial force acting on the blade 64, which causes the blade 11NJ4 to move toward the shaft nozzle 21)4. That is, since the blade 84 starts to move to the right in FIG. 9, the dynamitter deviation zj1!
It will happen.

Thus, during rotation of rotor assembly 16, 1
Feather 64 is the 91st! It can take the rightmost position when viewed from l. This blessing requires the support of a oriented thrust load.

This allows those thrust loads to be shared by a limited number of thrust bearings, and the end loads added to the loads are applied only to the rightmost side. - It is possible to provide the necessary end clearance to accommodate the axial thermal expansion of the wing @84 relative to the Kuji Puffer fish.

Therefore, the clearance m can be called the minimum operating clearance,
The gap I18 is the operating gap glass thermal expansion gap and the corner is 1.
This results in a relatively wide gap, which is filled by spraying with a commercially available carbon-graphite compound wand commonly used in FC for filling, and the blade 41! To prevent @4 from accidentally moving to the left, a hard stop consisting of a washer 211 is provided.

It is normal for the blades to rotate at the same time due to the leftward thrust exerted by the carbon e-dalaphite compound attached as described above, so the time is relatively short! l is obtained.

Each vane has axially separated left and right ring portions 212, 213 integral with a flat grade portion 214.
Supported by The ring parts 212 and 213 are supported in the radial direction by needle bearings 21 supported on the main shaft part 192.

An intermediate grease seal 21 is provided on the main shaft portion 182 to prevent grease from entering the chamber.

Since vane $4 is dynamically biased to the right, it only needs to absorb rightward thrust, and therefore only the right ring portion 213 needs to be provided with thrust support.

Therefore, a plurality of thrust bearings 220 are provided in the middle of each right ring portion 213. tq, the main thrust bearing 22 to receive the end thrust applied to the shaft hanger 204.
2 is provided.

A limited number of thrust bearings 22o to absorb axial forces, since even relatively low cost needle bearings 218 allow axial movement.

222 is used.

As the electromagnetic clutch 24, four ordinary clutches can be used. An input drive googly 224 driven by the belt 22 is attached to this electromagnetic clutch, and when this clutch is connected, it drives the external hub 22g. This external hub 2 is connected to the input shaft portion 17B, and this assembly (228, 1711) is connected to the Fi nut 2
28 and is fixed to the threaded end 230 of the input shaft 118. A lock washer 232 and a flat washer 2344 are used for this fixing.

Switch to clutch 24! A current is supplied through the 8 and the electric tubes.

Therefore, it can be seen that this 9-air pump is a relatively light, low-cost, large-capacity positive displacement air pump suitable for large-volume use in passenger cars.

[Brief explanation of the drawing]

FIG. 1 is a schematic perspective view of an internal combustion engine equipped with the supercharging device of the present invention, FIG. 2 is an enlarged perspective view of an air pump, a clutch, and a manifold part related to them, and FIG. A schematic diagram of the supercharging device of the present invention in a state where boost pressure is applied to the engine, FIG. 4 is a schematic diagram of the device shown in FIG. 3 when the engine is in a natural suction state, and FIG. A schematic diagram of a state different from the supercharging device shown in FIG. 3.4 immediately after start-up, FIG. 7 is a schematic diagram of another example of the supercharging device of the present invention in supercharging mode, and FIG. 111g is also in a natural suction state. Fig. 9 is a partial sectional view of the air pump used in the device of the present invention and the electromagnetic clutch combined therewith, and Fig. 10 shows the device shown in Fig. 9 rotated by 90 degrees. END VIEW FIG. 8 is a cross-sectional view of the 9 pneumatic pump operating chamber shown in FIG. 8. 12, 11! ...Air engine, 24...Electromagnetic clutch j8, 2111- ...Vacuum clutch,
38...Hawasing, 40,172-...Exit boat, 42.170...Public boat, 46...
・Valve plate, sO...adjustment actuator, 64...
・Blade, @l, 02 Clear...Throttle valve 1.7@
, 7m...Pressure chamber, 110.118...Diaphragm, port 2,124...Operating spring, 152...
・・Hawasing Chamber, 160・・・・Rotor Threshold A7 I) %186・中◆See Slotted Seal Cylinder. % Granted by 11 people Masaki Yamakawa (#'!i or 1 person) Agent for The Bendex Corporation
, Indication of the case 1982 Patent Application No. 100374 2, Name of the invention Rotary vane pump 3, Person making the amendment Relationship to the case Patent Applicant name (name)
Bendix Corporation (patent applicant column of 11 applications (engraving of 21 drawings (no change in content)) (3) Attached circular

Claims (1)

[Claims] 0) A pump 1 forming a generally cylindrical chamber;
an entire body of smaller diameter arranged within said chamber for rotation within said chamber about an axis offset from the centerline of said cylindrical chamber;
a cylindrical rotor assembly; a number of radial vanes extending parallel to the centerline of the chamber and the axis of the a-tor assembly; and an axis I/I aligned with the centerline of the chamber. Said blade t- as sYt center
an element supporting each vane for rotation; a sealing element supported by the cooler assembly;
: an a-tor shaft eccentric to the rotor assembly rotatably coupled to the rotor assembly for rotation, a fixing element, a shaft arm element, intake port elements, an outlet port; and a portion of one edge of the rotor assembly is located at 1I of the chamber.
Proximate a portion of IIIl, each vane extends through a slot-like opening in the rotor and is in alignment with the interior of the chamber &! ? , a front I-seal element is adapted to allow relative sliding of the vane a of the plurality of vanes within the slot when the rotor assembly is rotated, and to provide relative sliding therebetween. The element for rotatably supporting each of the vanes, which allows for angular movement and rotatably supports each of the vanes, has a fixed and off-axis axis, which fixed axis is arranged in the chamber to rotate the blades. a main shaft portion extending in alignment with the cocurrent wheel line, the main shaft portion including a wheel bearing element supporting each of the vanes on the main shaft portion; The hand element is mounted so as to be rotatable on the rotor axis in question, and the hand element is rotatably mounted on the rotor axis in question, and the hand element is rotatably mounted on the rotor axis in question, and the hand element is rotatably mounted on the rotor axis in question, and
Receiving the other end of the main shaft portion of the shaft, the intake port element is disposed on one side of the portion of the periphery of the rotor assembly, and the outlet boat element is placed on the side of the portion of the peripheral edge of the rotor assembly. When the rotor rotates, the two blades are moved through the range of the chamber, and in the space between the rotor assembly and the first chamber, the two adjacent blades (through the inlet boat) 2. A rotary vane pump as claimed in claim 1, wherein the compressed fluid exits through the outlet port as the vane continues to rotate past the boat. Q) A rotary vane pump according to claim 1, wherein said sealing element comprises a slotted sealing cylinder supported by said rotor assembly, and wherein said sealing element comprises a slotted sealing cylinder supported by said rotor assembly; The vanes are installed in the slot of a seal cylinder in which the oil is provided, the cylinder allows the rotor to perform limited rotational movement relative to the rotor assembly; A rotary vane pump characterized in that the blades can be moved relative angularly.忤) The rotary vane pump according to claim 1, wherein the bearing element supporting each of the vanes includes a plurality of radial bearings, each radial bearing being one of the plurality of vanes. a rotary vane pump, wherein the radial bearing allows each of the plurality of vanes to move axially on an axial portion of the vane. (4) The rotary vane pump according to claim 3, wherein each of the vanes includes nine pairs of ring portions separated in the axial direction, and the bearing element is adjacent to the rotor shaft. a thrust bearing disposed facing each ring portion of the rotor blade and facing the fixed portion of the shaft portion of the blade; A rotary vane pump in which the biasing motion pushes the plurality of vanes toward the rotor axis, and the thrust bearing absorbs the dynamic bias. (5) An e* rotary vane pump according to claim 4, wherein the housing element is an element forming an end face that is narrowly spaced from an end of each of the plurality of vanes. the end face adjacent to the rotor shaft is provided with a minimum working gap, and the opposite working gap provides additional space to accommodate thermal expansion of the plurality of blades. A rotary vane pump characterized in that the vane rotor is pushed against the side surface adjacent to the thrust bearing and the shaft by the dynamic biasing mechanism.