JPS63272901A - Pneumatic engine - Google Patents

Abstract

PURPOSE:To make it possible to eliminate the necessity of a special purpose compressor for producing high pressure, by reciprocating a piston in a cylinder with the use of high pressure air so as to generate power and by changing over the operating condition of valves to apply a torque to a crankshaft so that high pressure air is generated. CONSTITUTION:A lock mechanism is manually locked so as to lock an air discharge valve 31 and an intake-air valve 35 in their opening condition while the other lock mechanism is released to open a source cock 28. When a cam mechanism opens a supply valve 30, high pressure from an air tank 7 is fed into a working chamber 22A in a cylinder 22 so as to depress a piston 23. Thereafter, when an exhaust valve 38 is opened, expansion air is discharged outside from the working chamber 22A. The above-mentioned steps are repeated alternately to continuously rotate a crankshaft 21. Further, when the look mechanisms are reversed, the engine is tuned into compression cycle so that the power applied to the crankshaft 21 compresses air which is reserved in the air tank 7.

Description

[Detailed Description of the Invention] [Industrial Application Field] The present invention relates to a bicycle that transmits rotational driving force to the wheels when the bicycle is traveling uphill or on a flat surface, for example, to achieve automatic traveling or to reduce human power (leg strength). It is applied to power machines and the like, and specifically relates to a reciprocating type pneumatic engine driven by high pressure air supplied from an air tank to a cylinder.

[Prior Art] This type of conventional pneumatic engine has an air supply valve that controls the supply of high-pressure air from the air tank to the cylinder, and an air discharge valve from the cylinder to the outside air, similar to the intake and exhaust valves of a general internal combustion engine. It was only equipped with a power generation cycle in which high-pressure air was supplied from the air tank to the cylinder to move the piston back and forth by opening and closing these two valves. Therefore, in order to continue this power generation cycle over a long period of time,
Similar to refueling in internal combustion engines, it is necessary to replenish the air tank with compressed air. To supply this compressed air,
It requires a compressor and a compressor drive source such as a motor that is separate from the engine body.

[Problems to be Solved by the Invention] As described above, conventional pneumatic engines have a compression engine such as a motor or compressor that is separate from the engine in order to continuously enable its own original power generation cycle. Is it necessary to set up a machine? Therefore, when this empty A fE engine is actually used, for example, as a single-wheel drive motor, as mentioned above, it is necessary to install both the engine and compressor in the car body, or to install the compressor in the car body. Is it possible to prepare and store it separately and use it to replenish high-pressure air to the air tank only when necessary? In the former case, the vehicle body will likely become larger and heavier, and in the latter case, the vehicle body will likely become larger and heavier. However, there are practical problems such as storage problems for the compressor and problems with air replenishment timing.

This development was made to solve the above problems, and it combines the functions of both a power generation cycle and a compression cycle by modifying the valve configuration and valve drive means in a reciprocating engine. The present invention aims to provide a pneumatic engine that can be effectively applied as a power engine for bicycles and the like.

[Means for Solving the Problems] A pneumatic engine according to the present invention includes a first valve that controls communication between an air tank and a cylinder of a reciprocating engine, and a first valve that controls communication between an intake and exhaust port and a cylinder of the engine. and a second valve for the first . gI, 2
By controlling the drive of the valve, it is possible to select between a power generation cycle in which high-pressure air is supplied from the air tank to the cylinder and a compression cycle in which compressed air is supplied from the cylinder to the air tank and stored.

[Function] According to the present invention, the power generation cycle can be selected by driving and controlling the first and second valves to communicate the air tank and the exhaust port with the cylinder of the engine. 1. The compression cycle can be selected by driving and controlling the second valve to communicate the engine cylinder with the air tank and the intake port. Therefore, there is no need to separately prepare a compressor for producing high-pressure air.

By attaching a pneumatic engine that can select between two cycles to a bicycle, for example, and transmitting the power generated in the above-mentioned power generation cycle as rotational driving force to the wheels, it is possible to improve the power when the bicycle is running uphill or on flat ground. If you reduce human power (leg strength) or enable automatic driving, and if you select the compression cycle mentioned above and run downhill,
The rotational force of the wheels accompanying the gravitational acceleration of the vehicle body is transmitted to the output shaft (crankshaft) of the engine, causing the piston to reciprocate, and compressed air in the cylinder is stored in the air tank.

[Example 1] Hereinafter, an example of the present invention will be explained based on the drawings.

FIG. 1 is a schematic plan view showing the configuration of a pneumatic engine according to an embodiment of the present invention, and FIG. 2 is a schematic vertical sectional view of FIG. 1, in which 7 is an air tank, 22 is a cylinder,
23 is a piston, and this piston 23 is connected to a connecting rod 24.
A reciprocating engine 20 is configured by being connected to the crankshaft 21 via the engine. 25.26 is the above cylinder 2
These communication passages 25 and 26 connect the working chamber 22A of No. 2 and the air tank 7, respectively.
External cocks 28 and 29 are interlocked and connected to each other so that they can be opened and closed simultaneously by the rotation of one manual knob 27, and the air supply opening 30A and air discharge opening 31A of the cylinder head section 22B are connected to each other. A poppet-type air supply valve 30 and an air discharge valve 31 are provided, respectively.

This poppet type air supply valve 30 and air discharge valve 3
1 and 1-. A first valve 32 is configured to communicate and control the two air tanks 7 and the cylinders 22 of the reciprocating pneumatic engine 20.

Reference numeral 33 denotes an intake passage which is open and connected to the working chamber 22A of the cylinder 22, and includes an intake port AI and an air cleaner 34.
In addition, a poppet-type intake valve 35 is provided in the intake opening 33A of the cylinder head portion 22B. Reference numeral 36 denotes an exhaust passage which is open-connected to the working chamber 22A of the cylinder 22, and is equipped with an exhaust port EO and a muffler 37, and which is connected to the cylinder head portion 22.
A poppet-type exhaust valve 38 is installed in the exhaust opening 36A of B.
is provided, and this exhaust valve 38 and the above-mentioned intake valve 35
A second valve 39 that controls communication between the cylinder 22 of the engine 20 and the intake/exhaust ports 33A, 36A.
is configured.

Air supply valve 30 constituting the eleventh valve 32 above.
Since the opening/closing control driving means of the intake valve 35 and the exhaust valve 38 that constitute the air discharge valve 31 and the second valve 39 all have a common configuration, the air supply valve that constitutes the ml valve 32 is the same. 30 and the air discharge valve 31 will be illustrated and explained, and the remaining second valve 3 will be explained.
Regarding the intake valve 35 and the exhaust valve 38 that constitute the air supply valve 30 and the air discharge valve 38, parenthetical symbols are added after the symbols corresponding to the air supply valve 30 and the air discharge valve 31, respectively, and their explanation will be omitted.

Figures 3(a) and 3(b) show the air supply valve 30 (38)
and an enlarged vertical sectional view of the main parts showing the specific structure of the opening/closing drive means of the air discharge valve 31 (35), and in the same figure,
A camshaft 40 (50) is disposed above the cylinder 22 and is operatively connected to the crankshaft 21 via a well-known transmission device (not shown). 41 (51),
42 (52) is the valve 30 (3B), 31 (
35) is a cam fixed to the camshaft 40 (50).

43 (53) and 44 (54) are the valves 30 (
383, 31 (35), and is biased to move in the valve closing direction via springs 45 (55), 46 (56), and these poppet shafts 43 (53), The above cam 41 is attached to the upper end of 44 (54).
(51) and 42 (52) act to open and close the valves 3° (38) and 31 (35).

In Figures 3(a) and (b), 47 (57), 48
(58) is the valve 30 (38), 31 (35)
), the locking pieces 47A (57A) and 48A (58A) each having a triangular tip are connected to the upper ends of the poppet shafts 43 (53) and 44 (54) and the corresponding cams 41 (51). ), 42 (52), the cams 41 (51), 42 (52)
) to open and close the valves 30 (3B), 31 (35), and the poppet shaft 43 (53,),
44 (54) and the corresponding cams 41 (51)
), 42 (52) when moved and evacuated to the side,
Cams 41 (51), 42 (52) and poppet shaft 43 (
53), 44 (54), and connect the valves 30 (38), 31 (35) to the splinter 45 (55).
), 46 (56) to lock the valve in the closed state, and this serves as a cycle selection device for the pneumatic engine.

In FIG. 1, reference numeral 18 indicates an air supply amount adjusting valve interposed in the communication passage 25, and reference numeral 19 indicates a reverse ratio valve interposed in the communication passage 26.

Next, the operation of the above configuration will be explained.

As shown in FIG. 3(b), the locking mechanism 48.58
is manually locked to lock the air discharge valve 31 and intake valve 35 in the closed state, and at the same time, the lock mechanism 47.57 is unlocked to close the air supply valve 3.
0, the exhaust valve 38 is opened and closed by the cam 41.51. When the original cock 28 in FIG. 1 is opened in this state, high pressure air is supplied from the air tank 7 into the working chamber 22A of the cylinder 22 and the piston is opened, as shown in FIG. 5(a). The expansion process in which the valve 23 is pushed down and the exhaust process in which the exhaust valve 38 is opened and the expanded air in the working chamber 22A of the cylinder 22 is discharged to the outside by the piston 23 are alternately performed. A power generation cycle is obtained in which the crankshaft 21 is repeatedly driven to rotate continuously.

Further, as shown in FIG. 3(a), the locking mechanism 47
．． 57 to lock the air supply valve 30 and the exhaust valve 38 to the closed valve state, and at the same time, the lock mechanism 48.58 is unlocked to lock the air discharge valve 31,
The intake valve 35 is driven to open and close by the cams 42 and 52. In this state, open the original cock 29 in Figure 1,
And when rotational driving force is applied to the crankshaft 21, as shown in Fig. 4 (
As shown in b), when the screw 1hen 23 is lowered, the intake hartz 3
5 is opened, the working chamber 2 of the cylinder 22 is removed from the intake passage 33.
Intake process of sucking outside air into 2A and -1 of piston 23
- It is compressed as it rises, and the discharge Harz 31 or Fig. 4 (
As shown in a), when opened, a compression cycle is obtained in which the compression stroke of supplying compressed air in the working chamber 22A to the air tank 7 via the communication path 26 and storing it therein is repeated.

Next, as an example of the use of the pneumatic engine 20 having the above configuration, a bicycle with a pneumatic engine equipped with the pneumatic engine 20 will be described.

Figure 6 shows an overall side view of a bicycle with a pneumatic engine,
In the figure, reference numeral 1 denotes a pedal device for driving the rear wheels 2, which consists of a pair of left and right pedals 3, a sprocket 4 fixed to the pedal shaft, a sprocket 5 fixed to the upper wheel shaft, and both sprockets 4.5. It consists of a chain suspended between.

Reference numeral 7 designates the above-mentioned air tank fixedly supported by the truss portion of the vehicle body frame 8, and the pneumatic engine 20 is mounted on the ilj body frame 8 portion behind it.

Reference numeral 9 denotes a power transmission device that interlocks the rear wheel 2 and the crankshaft 21 of the pneumatic engine 20, and as shown in FIGS.
The roller 11 is composed of an elastic rubber roller 11 which is in elastic contact with the roller 11 and is rotationally interlocked through frictional force, a gear 12 directly connected to the roller shaft 11A, and a gear 13 which meshes with the gear 12 and is fixed to the crankshaft 21. ing.

14 is the power l! that connects the power transmission device 9 to the rear wheel 2 and applies gItlT! As shown in FIG. 7, the operating lever 16 is fixedly extended forward from the gear case 15 housing the 12 and 13 pairs of gears that mesh with each other, and the operating lever 16 is fixedly extended to the sixth position. Raise and lower the gear case 15 in the direction of arrow a-b in the figure.
around the axis of the crankshaft 21 as shown by the arrow al in FIG.
By swinging in the -b1 direction, the power transmission connection state in which the roller 11 is brought into elastic contact with the rim 2A of the rear wheel 2 as shown by the solid line in Fig. It is configured to be able to switch to a power transmission cutoff state in which it is separated from the rim 2A of the wheel 2.

FIG. 9 shows the position fixing holder 7 of the operating lever 16. As shown by the solid line in FIG. 6, - the above power [! 17 sequel? When the operating lever 16 is pulled up in the E direction so that 114 is in the power transmission connection state m, this operating lever 1
4 Ml 7A and the 6th one in FIG. 9 which elastically hold the 6th
As shown by the imaginary line in the figure, when the operating lever 16 is pressed down so that the power disconnection device 14 is in the power transmission cutoff state, the operating lever 16 is elastically fixed and held. 1- an elastic displacement portion 17C that allows the operating lever 16 to pass between the two upper and lower four portions 17A and 17B by applying a certain amount of force to the operating lever 16; Each of these parts 17A,
17B and 17C are integrally formed by bending a single elastic band plate as shown in FIG. 9, and then fixed to the vehicle body frame 8 described above.

49 in FIG. 6 is the locking mechanism 47 (57).

4B (5B) operating lever, which is attached to the handlebar 10 of the bicycle. Although not shown, the operating lever 49 and the locking mechanisms 47 (57) and 4B (58) are linked via a wire or the like.

Note that 18A in FIG. 6 is an operating lever for the air supply amount adjusting valve 18 mentioned above.

When the bicycle with a pneumatic engine configured as described above is used for normal pedal riding on flat ground, etc., the power intermittent device 14 is shut off by pressing down the operating lever 16 as shown by the imaginary line in FIG. 7. As a result, pedal travel can be performed using human power (leg power) as specified without receiving any load or driving force from the pneumatic engine 20.

When traveling downhill, the operating lever 16 is pulled upward as shown by the solid line in FIG. The valve 39 is switched as shown in FIG. 3(a) to select the compression cycle as the cycle of the pneumatic engine 20. In this state, the vehicle body accelerates to 1 rpm due to gravity, and at this time, the rotational force of the rear wheels 2 is transmitted to the crankshaft 21 via the rim 2A, rollers 11, gears 12, and gears 13, and along with this, the pneumatic engine 20 The compression stroke and intake stroke shown in 41% (a) and (b) are repeated, and the compressed air generated in the working chamber 22A of the cylinder 22 is stored in the air tank 7 via the communication passage 26.

After high-pressure air is stored in the air tank in this way, when driving uphill or on flat ground, pull the operating lever 16 upwards as shown in the solid line in the same way as in the compression cycle described above. In addition to connecting 114,
The first valve 32 and the second valve 39 are switched as in 311b) via the operating lever 49 to select the cycle of the pneumatic engine 20 as the power generation cycle.

As a result, the pneumatic engine 20 is operated by the air tank 7.
Figure 5(a) and (b)
The crankshaft 21 is driven to rotate continuously by performing an expansion stroke and an exhaust stroke as shown in FIG. Since the rotational driving force of the crankshaft 21 is frictionally transmitted to the rim 2A of the rear wheel 2 via the gears 13, 12, and rollers 11, the bicycle travels automatically or the human power required for travel is reduced.

Furthermore, when the vehicle is stopped and the rear wheels 2 are raised above the ground by the stand, the pneumatic engine 20 may be set to a compression cycle and compressed air may be stored in the air tank 7. In this case, a considerable load is applied, but training and J!
! ! It is suitable for use as an IJ instrument.

FIG. 1O shows a second embodiment of the invention,
Two valves involved in the compression cycle, such as the air discharge valve 31 of the first valve 32 and the intake valve 35 of the second valve 39 in the pneumatic engine 20, are of the REET type, and are involved in the power generation cycle. The other two valves, the air supply valve 30 and the exhaust valve 38, are of the poppet type as in the previous embodiment.

In this embodiment, during the compression cycle, there is a relationship between the internal pressure of the air tank 7 and the internal pressure of the cylinder working chamber 22A, so there is no risk of air in the working chamber 22A accidentally escaping into the communication path 26 during the compression stroke, and therefore, compared to the pocket type. A riet type valve with a simple structure was adopted, and the valves 30 and 38 involved in the power generation cycle were of a poppet type because synchronization timing with the crankshaft 21 was important.

FIG. 11 shows a third embodiment of the invention,
The intake valve 35 and the exhaust valve 38 constituting the second valve 39 in the pneumatic engine 20 are shared by a single valve, and the intake passage 33 and the exhaust passage 36' are shared by one ventilation passage, In this case, it is necessary to set the opening/closing timing of the exhaust valve 38, which operates during the power generation cycle, and the intake valve 35, which operates during the compression cycle, to a phase difference of +813' in the rotational phase. For this purpose, two cams 60 with a phase difference of 18fl'' are installed on the camshaft, as shown in 1st]':A.
A and 60B are lined up and fixed together, and these two cams 60A and 60B are connected to a common Hartz 35°38 pocket shaft 5.
A cam operation switching mechanism 62 is provided with a movable response piece 61 that selectively switches the linkage with the cam operation switching mechanism 62. This cam operation switching mechanism 62 also serves as a locking mechanism on the second valve 39 side necessary for cycle selection between the power generation cycle and the compression cycle of the engine 20.

In the third embodiment shown in FIG. 11, a Riet type valve may be used as the air discharge valve 31 of the first Harz 32.

FIG. 13 shows a fourth embodiment of the invention,
The air supply valve 30 and the air discharge valve 31 constituting the tjSl hartz 32 in the pneumatic engine 20 are shared by a single valve, and the communication passages 25 and 26 connecting the air tank 7 and the working chamber 22A of the cylinder 22 are connected to one In addition to being shared in the communication path, similar to the third embodiment shown in FIG. 11,
The intake valve 35 and the exhaust valve 38 constituting the second Harz 39 are also shared by the rli-Harz, and the intake passage 33 and the exhaust passage 36 are shared as one ventilation passage. In the case of this embodiment as well, there is a difference of 1811 degrees in the rotational phase in the opening/closing timing between the air supply valve 30 and exhaust valve 38 that operate during the power generation cycle and the air discharge valve 31 and intake Harz 35 that operate during the compression cycle. In order to set this, two cam operation switching mechanisms having the same configuration as shown in FIG. 12 are used, or since they are the same as those shown in FIG. 12, they are omitted from illustration.

In addition, in the fourth embodiment shown in FIG. 13, the opening and closing timings of the first valve 32 and the second valve 39, each of which is a single valve that is driven to open and close via a cam during the power generation cycle, are shown in FIG. 14 (a). ), and the opening/closing timing of the first valve 32 and the second valve 39, which are driven to open and close via cams rotating in the same direction as indicated by arrow a during the compression cycle, is shown in Fig. 14(b). These Figure 14 (a
).

In (b), α is the opening rotation angle of the first valve 32;
β is the opening rotation angle of the second Harz 39, and the opening/closing timing of the first valve 32 and the second valve 39 in both cycles is clear from the comparison of FIGS. 15(a) and (b). As such, there is a rotational phase difference of exactly 180°.

Fig. 15 shows the rotational direction of the camshaft according to the power generation cycle based on the valve opening/closing timing shown in Fig. 14 (a) and (b) in the embodiment of the two valve types shown in Fig. 13. This is a fifth embodiment in which the first valve 32 and the second valve 39 can be driven to open and close at predetermined timing by switching the compression cycle between forward and reverse as indicated by arrows a and b. According to this embodiment, the cam operation switching mechanism 62 shown in FIG. 12 can be made unnecessary, and instead, a reversing mechanism may be arranged between the crankshaft 21 and the camshaft (not shown).

FIG. 16 shows a sixth embodiment of this invention,
This is an engine reversing mechanism 7 that switches the crankshaft 21 of the engine 20 between forward and reverse directions as indicated by arrows c and d, as a mechanism for obtaining valve opening and closing timing as shown in FIG.
6.

In FIG. 16, 70 is the rotation Ei (
71 is a reverse gear that is rotatably idle on the crankshaft 21; 72 is a transmission gear fixed to an input/output shaft such as the roller shaft 11A described above;
The forward rotation gear 70 is directly meshed with the transmission gear 72, and the reverse rotation gear 71 is meshed with the transmission gear 72 via an intermediate gear 73.

Reference numeral 74 denotes a shifter which is slidably fitted in the axial direction to the crankshaft 21 via a spline, and can selectively engage the engagement recesses 70a and 71a of the forward and reverse rotation gears 70 and 71 at both ends thereof. It has claw protrusions 74a and 74b.

The shifter 74 is slid in the axial direction via the switching lever 75, and one claw protrusion 74a is engaged with the engagement recess 70a of the forward rotation gear 70.
is rotated in the forward direction, and the other pawl protrusion 74b is engaged with the engagement recess 71a of the reverse gear 71, thereby reversing the crankshaft 21, thereby opening and closing the first HARTZ 32 in the power generation cycle of the engine 20 and the rotation of the engine 20. The opening and closing of the second valve 39 during the compression cycle can be controlled at predetermined timing.

In addition, although the pneumatic engine is applied to a bicycle power machine in one or more embodiments, the present invention may be used in any other power machine.

[Effects of the Invention] As described above, according to the present invention, one reciprocating engine or mechanism as a power generation cycle and a compression cycle such as storage of compressed air in an air tank necessary to continue this power generation cycle are provided. It also has the function of Therefore, a compressor is not required. In addition, as with the bicycle power machine shown in the above-mentioned embodiment, the power machine can be used in cases where it is necessary to selectively use both the power generation cycle and compression cycle functions, and the overall design is lightweight and compact, and it is easy to store. There are effects that can be applied to advantageous situations.

[Brief explanation of drawings]

FIG. 1 is a schematic plan view of a pneumatic engine according to an embodiment of the present invention, FIG. 2 is a schematic vertical sectional view of FIG. 1, and FIG.
), (b) are enlarged vertical cross-sectional views of the main parts showing the valve opening/closing drive structure, Figures 4 (a) and (b) are illustrations of the operation of the compression cycle, and Figures 5 (a) and (b) are An explanatory diagram of the operation of the power generation cycle, Fig. 6 is an overall side view when applied as a bicycle power machine, Fig. 7 is an enlarged longitudinal sectional side view of the main part of the application example of Fig. 6, and Fig. 8 is Fig. 7 9 is an enlarged sectional view taken along the line IX-IX of FIG. 6,
Fig. 1θ is an enlarged schematic vertical sectional view of the main part showing the second embodiment of the present invention, Fig. 111i is a schematic plan view showing the third embodiment of the invention, and Fig. 12 is used in the embodiment shown by Fig. 111A. FIG. 13 is an enlarged longitudinal cross-sectional view of the cam operation switching mechanism shown in FIG.
](a) and (b) are valve opening/closing timing diagrams for the embodiment shown in figure f513, 15thryI is a valve opening/closing timing diagram for the fifth embodiment of this invention, and FIG. 16 is a valve opening/closing timing diagram for the fifth embodiment of this invention. FIG. 6 is an enlarged vertical cross-sectional view of the engine reversing mechanism used in the sixth embodiment. 7...Air tank, 21...Crank vehicle, 22 shaft・
Schilling, 32--first valve, 39--second valve, 47.48, 57.58--lock mechanism, 3
0... Air supply valve, 31... Air discharge valve,
35...Intake valve, 38...Exhaust valve. In addition, the same reference numerals in the figures φ indicate the same or corresponding parts. UP Continuation City Second Book (Method) 1, = 1 Indication of Patent Application No. 1988-108027 2, Name of the invention Pneumatic engine 3, Person making the amendment Relationship with the matter Patent applicant Office 3-1-1 Higashiyosaki-cho, Chuo-ku, Kobe, Hyogo Prefecture Name (097) Kawasaki Heavy Industries Co., Ltd. 4, Agent 5, Date of amendment order 7, Contents of amendment (+) Page 24 of the specification Line 16; "Figure 14 (a), (b) Correct the word J to "Figure 14.''that's all

Claims (3)

[Claims] (1) An air tank that stores high-pressure air, a reciprocating engine, a first valve that controls communication between the air tank and the cylinder of the engine, and a first valve that controls communication between the intake and exhaust ports communicating with the outside and the cylinder. and a second valve for driving the engine in a power generation cycle in which the engine is driven by supplying high pressure air from the air tank to the cylinder.
, a first valve driving means for controlling the second valve; and a second valve driving means for controlling the first and second valves in a compression cycle in which compressed air is supplied from the cylinder to the air tank and stored therein. A pneumatic engine comprising: a cycle selection device for selecting the power generation cycle and the compression cycle. (2) The first valve includes an air supply valve that controls the supply of high-pressure air from the air tank to the cylinder, and a discharge valve that controls the supply of compressed air from the cylinder to the air tank, and the second valve 2. The pneumatic engine according to claim 1, wherein the pneumatic engine comprises an exhaust valve that controls exhaust air from the cylinder to the outside, and an intake valve that controls air intake from the outside to the cylinder. (3) The pneumatic engine according to claim 1 or 2, wherein at least one of the discharge valve of the first valve and the intake valve of the second valve is a reed valve.