CN114109785A

CN114109785A - Horizontal opposed power multipurpose air compressor

Info

Publication number: CN114109785A
Application number: CN202111344553.5A
Authority: CN
Inventors: 杨慧明; 秦义明; 宋雄伟; 刘永根; 宫伟
Original assignee: Zhejiang Painier Technology Inc
Current assignee: Zhejiang Painier Technology Inc
Priority date: 2021-11-15
Filing date: 2021-11-15
Publication date: 2022-03-01
Anticipated expiration: 2041-11-15
Also published as: CN114109785B

Abstract

The invention discloses a horizontal opposite power multipurpose air compressor, which comprises an air storage tank and a pump head thereof, wherein one end of a main shaft in the pump head penetrates out and is fixed with a belt pulley, the air storage tank is provided with an electric motor and a horizontal opposite engine, the electric motor and the horizontal opposite engine are respectively used as power sources and are in transmission connection with the belt pulley, the belt tensioning mechanism is used for switching the electric motor and the horizontal opposite engine to output power to the belt pulley, and an accelerator control valve is used for sensing the pressure in the air storage tank to enable an accelerator pull wire of the horizontal opposite engine to act. The air compressor realizes double-power driving of the motor, the gasoline engine or the diesel engine, reduces the dependency of the air compressor on the outside, and can realize high-power output under the condition of light field power. Thereby increasing flexibility of use.

Description

Horizontal opposed power multipurpose air compressor

Technical Field

The invention relates to the field of air compressors, in particular to a multipurpose air compressor with horizontally-opposed power.

Background

The air compressor is used as an important energy source of industrial products and can be called as a 'life air source' of industrial product production. He can compress the gas volume, increase the pressure, and use the compressed gas as mechanical power or other purposes. Most commonly air compressors in a factory production line. The air compressor is large in size and is specially installed in an air compressor room. Small air compressors such as those used in various repair points, or those used for finishing. Such air compressors are relatively small, usually one motor drives 3 cylinder heads, or one motor drives one cylinder head.

The air compressor is applied to industries such as machinery, automobiles, electronics, electric power, metallurgy, mining industry, buildings and the like, and is very widely applied. Although these air compressors vary in size, they have one thing in common: needs power to drive. Usually, the place with the power supply can be driven by the motor, which is convenient and fast. However, in the field or disaster relief, and in the occasions without power supply, the air compressor can be replaced by a larger gasoline engine or diesel engine due to the fact that no power supply is available. Due to their large weight, are usually moved by small trucks. For remote places, the use is still inconvenient, and the movement is influenced by the heavy machine. The requirements of field working equipment are that the power is high, and the field working equipment is light and convenient to carry. The market urgently hopes that a portable high-power air compressor fills the blank.

Disclosure of Invention

The invention aims to provide a horizontal opposed power multipurpose air compressor, which aims to solve the problem that the application range of a high-power air compressor is limited due to the fact that the air compressor in the prior art is limited by a power source.

In order to achieve the purpose, the technical scheme adopted by the invention is as follows:

the utility model provides a horizontal opposition power multipurpose air compressor machine, includes that gas holder (1) and intercommunication are installed in pump head (4) of gas holder (1), pump head (4) are inside to rotate through the main shaft and to install the rotating part and be used for forming compressed gas to gas holder (1) when rotating, main shaft one end is worn out and coaxial fixedly connected with belt pulley (22) from pump head (4), install motor (2), horizontal opposition engine (3) on gas holder (1), motor (2), horizontal opposition engine (3) respectively as the power supply with belt pulley (22) transmission is connected, wherein:

the output shaft of the motor (2) is in transmission connection with the belt pulley (22) through a belt (8), the belt (8) is provided with a belt tensioning mechanism (7), the belt (8) is in unpowered transmission between the motor (2) and the belt pulley (22) when the output shaft of the motor (2) and the belt pulley (22) are in a non-tensioning state, and the belt (8) is adjusted by the belt tensioning mechanism (7) to be in powered transmission between the motor (2) and the belt pulley (22) when the belt (8) is tensioned;

the output shaft of the horizontal opposed engine (3) is coaxially connected with the belt pulley (22) in a transmission way through an overrunning clutch (53), and the overrunning clutch (53) enables power to be transmitted to the belt pulley (22) only through the horizontal opposed engine (3) and cannot be transmitted reversely; the throttle control valve (13) is installed in the intercommunication on gas holder (1), throttle control valve (13) inside slidable mounting has case (32), case (32) slip direction one end corresponds and is connected with pressure regulating spring (33) between the side inner wall with throttle control valve (13), and throttle control valve (13) are worn out to case (32) slip direction other end, and case (32) break-out end through elasticity self-resuming linkage with the throttle of level opposition engine (3) is drawn line (17) linkage and is connected, by case (32) sensing gas holder (1) internal pressure to case (32) do the straight line slip of compression pressure regulating spring (33) when atmospheric pressure reaches the setting value, make through elasticity self-resuming linkage from this the throttle of level opposition engine (3) is drawn line (17) and is moved.

Further, the belt tensioning mechanism (7) comprises a tensioning mechanism handle (25), a tensioning mechanism base (27) and a tensioning mechanism tension spring (28);

the tensioning mechanism base (27) is fixedly connected to the motor (2) or the air storage tank (1), the tensioning mechanism handle (25) is L-shaped, the tensioning mechanism handle (25) is divided into a working section and a handle section by a middle turning part, the L-shaped middle turning part of the tensioning mechanism handle (25) is rotatably connected to a rotating fulcrum arranged on the tensioning mechanism base (27), so that two ends of the tensioning mechanism handle (25) can rotate clockwise or anticlockwise, and a tensioning wheel (30) is rotatably arranged at the end part corresponding to the working section of the tensioning mechanism handle (25);

one end of the tension mechanism tension spring (28) is fixed at a spring connecting point arranged on the tension mechanism base (27), and the other end of the tension mechanism tension spring (28) is fixed at a position close to the end part of the working section of the tension mechanism handle (25);

the tensioning mechanism base (27) is also provided with a pair of limiting blocks, the two limiting blocks are respectively positioned on the same rotation track and different directions of the working section of the tensioning mechanism handle (25), and the two limiting blocks form limiting when the working section of the tensioning mechanism handle (25) rotates in different directions, wherein one limiting block is used as a motor working position limiting block (26), and the other limiting block is used as an engine working limiting block (29); when the working section of the handle (25) of the tensioning mechanism rotates to the position of the working limiting block (29) of the engine, the tensioning wheel (30) at the end part of the working section is far away from the belt (8), and the belt (8) is in a completely relaxed state; when the working section of the handle (25) of the tensioning mechanism rotates to the position of the motor working position limiting block (26), a tensioning wheel (30) at the end part of the working section contacts the belt (8) and enables the belt (8) to be in a tensioning state.

Furthermore, the shell (31) of the accelerator control valve (13) comprises a communicating pipe and a mounting pipe which is vertically and crossly communicated with the communicating pipe, two ends of the mounting pipe are closed, the inlet end of the communicating pipe is communicated with the air storage tank (1), the outlet end of the communicating pipe is communicated with the air inlet end of the horizontally-opposite engine (3), the valve core (32) is slidably mounted in the mounting pipe, a through hole is formed in the middle position of the cross communication position of the valve core (32) and the mounting pipe through the communicating pipe and is coaxially communicated with the communicating pipe, and therefore air in the air storage tank (1) is led to the horizontally-opposite engine (3) through the through hole;

one pipe end of the installation pipe is used as a spring connecting end, the spring connecting end of the installation pipe is connected with the corresponding end of the valve core (32) through the pressure regulating spring (33), the other pipe end of the installation pipe is used as a penetrating pipe end for the corresponding end of the valve core (32) to penetrate out, the penetrating end of the valve core (32) is in linkage connection with an accelerator pull wire (17) of the horizontally opposed engine (3) through an elastic self-recovery linkage piece, a communicating pipe and the installation pipe between the cross communication position and the penetrating pipe end are communicated with the air storage tank (1) through a pressure feedback port, the part of the valve core (32) in the cross communication position and the penetrating pipe end in the installation pipe is annularly formed with a stress surface, the stress surface of the valve core (32) senses the internal air pressure of the air storage tank (1), and the valve core (32) performs sliding for compressing the pressure regulating spring (33) when the internal air pressure of the air storage tank (1) sufficiently acts on the stress surface to deform the pressure regulating spring (33), at the moment, the section of the middle through hole of the valve core (32) communicated with the communicating pipe is reduced, and the penetrating end of the valve core (32) enables an accelerator pull wire (17) of the horizontally-opposite engine (3) to act through an elastic self-recovery linkage piece so as to reduce the accelerator opening of the horizontally-opposite engine (3).

Furthermore, the spring connecting end of the installation pipe is further provided with an adjusting screw (35) in a screwed mode, one end of the adjusting screw (35) is located outside the installation pipe, and the other end of the adjusting screw (35) is located inside the installation pipe and abuts against the pressure regulating spring (33).

Further, elasticity is from recovering linkage includes connecting seat, reset spring fixing base (16), trigger reset spring (15), trigger (14), connecting seat, reset spring fixing base (16) are fixed in on gas holder (1), and trigger (14) are L shape, and the L shape turn of trigger (14) rotates to be connected in the pivot that the connecting seat set up, the one end of trigger (14) with throttle is drawn line (17) end connection, the other end of trigger (14) all the time with the one end contact that case (32) were worn out from the installation pipe, trigger reset spring (15) one end is connected in reset spring fixing base (16), and trigger (14) part between throttle is drawn line (17) hookup location, turn is connected to trigger reset spring (15) other end.

Furthermore, the gas storage device further comprises a pressure increasing control valve (12), the inlet end of the pressure increasing control valve (12) is communicated with the outlet end of a communicating pipe in the accelerator control valve (13), the outlet end of the pressure increasing control valve (12) is communicated with the gas inlet end of the horizontally opposite engine (3), and the pressure increasing control valve (12) controls the on-off of gas flowing from the gas storage tank (1) to the horizontally opposite engine (3).

The booster control valve further comprises a booster (10), the booster (10) comprises a booster shell (38), a through inner cavity is formed in the booster shell (38), the inner cavity of the booster shell (38) is divided into three sections with sequentially reduced inner diameters along the axial direction, a cavity opening corresponding to the end section with the smallest inner diameter of the booster shell (38) is communicated with the outlet end of the booster control valve (12), and a booster valve core limiting nut (36) is coaxially installed in the first section with the largest inner diameter of the booster shell (38);

a supercharger valve core (37) is slidably mounted in the middle section of the supercharger shell (38), and the outer diameter of the supercharger valve core (37) is matched with the inner diameter of the middle section of the supercharger shell (38); the side surface of the middle section of the supercharger shell (38) is provided with an air inlet connecting pipe (11) in a communicating way, the inside of the air inlet connecting pipe (11) is divided into an auxiliary air passage and a supercharging air passage, one end of each of the auxiliary air passage and the supercharging air passage is respectively communicated with the middle section of the supercharger shell (38), and the other end of each of the auxiliary air passage and the supercharging air passage is respectively communicated with the air inlet end of the horizontally-opposite engine (3); the outer wall of the middle section of the supercharger shell (38) is further fixed with an air chamber corresponding to the position of a pressurization air passage of the air inlet connecting pipe (11), the air chamber is communicated with the pressurization air passage of the air inlet connecting pipe (11) through a communication port, one side of the air chamber is opened and provided with a check valve membrane, and the check valve membrane is opened unidirectionally to enable external air to enter the air chamber when the air chamber is opened.

Furthermore, the belt pulley device further comprises a reduction gearbox (51), wherein an output shaft of the horizontally-opposite engine (3) is connected with an input shaft of the reduction gearbox (51), and an output shaft of the reduction gearbox (51) is in coaxial transmission connection with the belt pulley (22) through an overrunning clutch (53).

Compared with the prior art, the invention has the advantages that:

1. the air compressor realizes double-power driving of the motor and the gasoline or diesel engine, the two systems are completely independent, free switching can be realized through the belt tensioning mechanism, and the dependency of the air compressor on the outside is reduced.

2. The engine realizes the switching of natural air suction and supercharging modes through the matching of an accelerator control valve, a supercharging control valve, a supercharger and the like. When the load is not large, the boost control valve may be closed. At the moment, the engine is naturally aspirated, the output power is lower, and the engine can realize low-load operation. When the load of the air compressor is more, the booster control valve is opened, the booster works in a booster mode, the output power of the engine is increased, and high-power output can be realized under the condition of light field power. Thereby increasing flexibility of use.

3. The air compressor of the invention can be used for field operation without installing a motor according to actual requirements. Thereby reducing the weight of the whole machine and facilitating field movement.

4. Because the air compressor of the invention has a supercharging system which is composed of an accelerator control valve, a supercharging control valve, a supercharger and the like, the power is high under the condition of the same weight, the power-weight ratio is high, the weight is lighter under the same power, and the air compressor is more suitable for field work.

Drawings

FIG. 1 is a schematic diagram of the engine of the present invention.

Fig. 2 is a schematic structural view of the motor of the present invention when driven.

FIG. 3a is a schematic diagram of the belt tensioner mechanism of the present invention with slack in the belt.

FIG. 3b is a schematic diagram of the belt tensioner mechanism of the present invention in belt tensioning.

FIG. 4a is a schematic diagram of the throttle control valve of the present invention operating the engine at idle.

FIG. 4b is a schematic diagram of the throttle control valve of the present invention operating the engine at high speed.

FIG. 5a is a schematic diagram of the pressure intensifier when the pressure intensifying control valve is closed or the air pressure in the air storage tank is zero.

FIG. 5b is a schematic diagram of the booster configuration of the present invention with the boost control valve open.

FIG. 5c is a partial enlarged view of the structure of the diaphragm portion of the check valve in the supercharger of the present invention.

FIG. 6a is a schematic diagram of a supercharging system consisting of an accelerator control valve, a supercharging control valve and a supercharger when the engine has a natural suction maximum accelerator.

FIG. 6b is a schematic diagram of a supercharging system including a throttle control valve, a supercharging control valve and a supercharger during the natural air suction idling of the engine according to the present invention.

FIG. 7a is a schematic diagram of a supercharging system consisting of an accelerator control valve, a supercharging control valve and a supercharger in the supercharging mode of the engine according to the present invention.

FIG. 7b is a schematic diagram of a supercharging system comprising an accelerator control valve, a supercharging control valve and a supercharger in an idling supercharging mode of the engine according to the present invention.

Fig. 8 is a schematic diagram of a power output structure of the engine of the present invention.

Detailed Description

The invention is further illustrated with reference to the following figures and examples.

As shown in fig. 1 and 2, the multipurpose air compressor with horizontally-opposite power comprises an air storage tank 1 and a pump head 4 communicated with and mounted on the air storage tank 1, wherein a water discharge port provided with a water discharge screw 23 is arranged at the bottom of the air storage tank 1 and used for discharging accumulated water in the air storage tank 1, and a caster 24 is rotatably mounted at the bottom of the air storage tank 1 and used for walking. A pressure switch seat 18 is communicated and installed on the right side of the top of the air storage tank 1, the pressure switch seat 18 is communicated and installed with an exhaust valve 19 and a pressure switch 21 with a pressure gauge 20, pressure detection and overpressure protection are achieved through the pressure gauge 20 and the pressure switch 21, and exhaust protection is achieved by matching with the exhaust valve 19. Check valve 9 is still installed in the intercommunication at 1 top of gas holder, and exhaust pipe 5 is connected to the 9 exit ends of check valve, through 5 outside outputs 1 inside high-pressure gas of gas holder of blast pipe, 5 surfaces of blast pipe set up a plurality of fin 6 for play the radiating effect when exporting high-pressure gas.

The top of the pump head 4 is provided with three groups of air compressor air inlets A for introducing external air to the air compressors. Inside 4 pump heads are installed the rotating member through the main shaft rotation and are used for forming compressed gas to gas holder 1 when rotating, and main shaft one end is worn out and coaxial fixedly connected with belt pulley 22 from pump heads 4, installs motor 2, horizontal opposition engine 3 on the gas holder 1, and motor 2, horizontal opposition engine 3 are regarded as the power supply respectively and are connected with the belt pulley 22 transmission, wherein:

the output shaft of the motor 2 is drivingly connected to a pulley 22 via a belt 8, the belt 8 being provided with a belt tensioning mechanism 7. As shown in fig. 3a and 3b, the belt tensioning mechanism 7 includes a tensioning mechanism handle 25, a tensioning mechanism base 27, and a tensioning mechanism tension spring 28, the tensioning mechanism base 27 is fixedly connected to the outer side wall of the motor 2 or the top of the air storage tank 1, the tensioning mechanism handle 25 is L-shaped, the tensioning mechanism handle 25 is divided into a working section and a handle section by the middle turn of the tensioning mechanism handle 2, the L-shaped middle turn of the tensioning mechanism handle 25 is rotatably connected to a rotation fulcrum provided on the tensioning mechanism base 27, so that two ends of the tensioning mechanism handle 25 can rotate clockwise or counterclockwise, and a tensioning wheel 30 is rotatably mounted at the end corresponding to the working section of the tensioning mechanism handle 25. One end of the tension mechanism tension spring 28 is fixed at a spring connection point of the tension mechanism base 27, and the other end of the tension mechanism tension spring 28 is fixed at a position close to the end part of the working section of the tension mechanism handle 25.

The tensioning mechanism base 27 is further provided with a pair of limiting blocks, the two limiting blocks are respectively located on the same rotation track of the working section of the tensioning mechanism handle 25 in different directions, and the two limiting blocks limit the working section of the tensioning mechanism handle 25 when rotating in different directions. One of the limiting blocks is used as a motor working position limiting block 26, the motor working position limiting block 26 is positioned above the lower belt surface of the belt 8, and the motor working position limiting block 26 is positioned in the clockwise direction of the working section of the tensioning mechanism handle 25 in fig. 3a and 3 b; the other stop serves as an engine working stop 29, the engine working stop 29 being located close to the electric motor 2, and the engine working stop 29 being located in the counterclockwise direction of the working section of the tensioning mechanism handle 25 in fig. 3a and 3 b. When the working section of the tensioning mechanism handle 25 rotates clockwise to the position of the engine working limiting block 29, the tensioning wheel 30 at the end part of the working section is far away from the belt 8, and the belt 8 is in a completely relaxed state; when the working section of the tensioning mechanism handle 25 rotates anticlockwise to the position of the motor working position limiting block 26, the tensioning wheel 30 at the end of the working section contacts the belt 8 and enables the belt 8 to be in a tensioning state.

The tightness of the belt 8 is adjusted by the belt tensioning mechanism 7, no power transmission is carried out between the motor 2 and the belt pulley 22 when the belt 8 is in a non-tensioned state between the output shaft of the motor 2 and the belt pulley 22, and power transmission is carried out between the motor 2 and the belt pulley 22 when the belt 8 is adjusted to be tensioned by the belt tensioning mechanism 7.

The output shaft of the horizontally opposed engine 3 is coaxially connected to the pulley 22 by the overrunning clutch 53, and the power is transmitted only from the horizontally opposed engine 3 to the pulley 22 by the overrunning clutch 53 and cannot be transmitted in the reverse direction.

The air storage tank 1 is communicated with a supercharging control system composed of an accelerator control valve 13, a supercharging control valve 12 and a supercharger 10.

As shown in fig. 4a and 4b, the housing 31 of the throttle control valve 13 in the supercharging control system includes an axially vertical communication pipe, and an axially horizontal mounting pipe in vertical cross communication with the communication pipe.

The two ends of the installation pipe are closed, the lower end inlet end B of the communicating pipe is communicated to the gas storage tank 1, the valve core 32 is horizontally installed in the installation pipe in a sliding mode, a through hole C is formed in the middle position of the cross communication position of the valve core 32 and the communication pipe, the through hole C is coaxially communicated with the communicating pipe, and therefore gas in the gas storage tank 1 is led to the accelerator control valve 13 through the through hole.

The left end of the installation pipe is used as a spring connecting end, a pressure regulating spring 33 is connected between the spring connecting end of the installation pipe and the left end corresponding to the valve core 32, an adjusting screw 35 is further installed at the spring connecting end of the installation pipe in a threaded mode, the left end of the adjusting screw 35 is located outside the installation pipe, the right end of the adjusting screw 35 is located inside the installation pipe and is connected with an accelerator control valve spring seat 34, and the accelerator control valve spring seat 34 abuts against the left end of the pressure regulating spring 33.

The right end of the installation pipe is used as a penetrating pipe end, the valve core 32 penetrates out of the penetrating pipe end of the installation pipe corresponding to the right end, and the penetrating end of the valve core 32 is in linkage connection with the accelerator stay wire 17 of the horizontally-opposite engine 3 through an elastic self-recovery linkage piece. Elasticity self recovery linkage includes the connecting seat, reset spring fixing base 16, trigger reset spring 15, trigger 14, the connecting seat, reset spring fixing base 16 is fixed in on the gas holder 1, trigger 14 is L shape, the L shape turning of trigger 14 rotates the pivot of connecting in the connecting seat setting, the one end and the throttle of trigger 14 are acted as go-between 17 tip and are kept being connected, the other end of trigger 14 is the right-hand member contact of wearing out from the installation pipe with case 32 all the time, 15 one end of trigger reset spring is connected in reset spring fixing base 16, the 15 other end of trigger reset spring is connected in throttle and is acted as go-between 17 hookup locations, 14 parts of trigger between the turning.

The communicating pipe and the installation pipe cross communicating part and the installation pipe part (namely the right section part of the installation pipe in figures 4a and 4 b) between the penetrating pipe ends are communicated with the air storage tank 1 through a pressure feedback port D at the bottom and a high pressure pipe 46, the valve core 32 is positioned at the cross communicating part and penetrates out of the right section part of the installation pipe between the pipe ends and is annularly formed with a stress surface, the internal air pressure of the air storage tank 1 is sensed by the stress surface of the valve core 32, the valve core 32 compresses the leftward sliding of the pressure regulating spring 33 when the internal air pressure of the air storage tank 1 acts on the stress surface to enable the pressure regulating spring 33 to deform, at the moment, the section of a middle through hole of the valve core 32 communicated with the communicating pipe is reduced, and the penetrating end of the valve core 32 enables an accelerator pull wire 17 of the horizontally-opposite engine 3 to act through an elastic self-restoring linkage part so as to reduce the opening degree of the accelerator of the horizontally-opposite engine 3.

As shown in fig. 6a and 6b, the inlet end of the boost control valve 12 in the boost control system is communicated with the outlet end of the communicating pipe in the throttle control valve 13, so that the boost control valve 12 controls the on-off of the gas flowing out of the throttle control valve 13.

As shown in fig. 5a, 5b, 6a, 6b, 7a, and 7b, in the supercharger 10 in the supercharging control system, the supercharger 10 includes a supercharger housing 38, an inner cavity that vertically penetrates through the supercharger housing 38 is provided, the inner cavity of the supercharger housing 38 is divided into an upper section, a middle section, and a lower section along a vertical axial direction, the inner diameter of which is sequentially reduced, a lower end cavity port corresponding to a lower section with the smallest inner diameter of the supercharger housing 38 is communicated with an outlet end of the supercharging control valve 12, a supercharger spool limit nut 36 is coaxially installed inside an upper section with the largest inner diameter of the supercharger housing 38, and the inner diameter of the supercharger spool limit nut 36 is smaller than the inner diameter of the middle section of the supercharger housing 38.

A supercharger valve core 37 is slidably mounted in the middle section of the supercharger shell 38, and the outer diameter of the supercharger valve core 37 is matched with the inner diameter of the middle section of the supercharger shell 38; the middle section right flank intercommunication of booster casing 38 is provided with air inlet connection pipe 11, and air inlet connection pipe 11 is inside to be separated into auxiliary air flue E and pressure boost air flue F, and auxiliary air flue E, pressure boost air flue F are each one end communicate respectively in the middle section of booster casing 38, and auxiliary air flue E, the pressure boost air flue F are each other the other end communicate respectively in the inlet end of level opposition engine 3.

The outer wall of the middle section of the supercharger shell 38 is also fixed with an air chamber corresponding to the position of the pressurizing air passage of the air inlet connecting pipe 11, the left side of the air chamber is only communicated with the pressurizing air passage F of the air inlet connecting pipe 11 through a communication port, the right side of the air chamber is opened, the opening is covered and fixed with a one-way valve cover 41 through a one-way valve fixing screw 45, and a one-way valve sealing gasket 40 is clamped between the one-way valve cover 41 and the wall of the right side opening of the air chamber. The one-way valve cover 41 is provided with a valve hole which penetrates through the one-way valve cover 41 and is connected with the inside and the outside of the air chamber, one surface of the valve hole facing the inside of the air chamber is provided with a one-way valve membrane 42, the one-way valve membrane 42 only can be opened towards the inside of the air chamber, and when the one-way valve membrane is opened in one way, the outside air enters the air chamber. The upper end of the one-way valve diaphragm 42 is fixed on the one-way valve cover 41 through a diaphragm fixing screw 44, a spring pad 43 is clamped between the head of the diaphragm fixing screw 44 and the corresponding position of the one-way valve cover 41, one side of the one-way valve cover 41 facing the air chamber is connected with a one-way valve diaphragm limiting plate 39, and the one-way valve diaphragm limiting plate 39 and the one-way valve diaphragm 42 are separated by a distance to limit the opening of the one-way valve diaphragm 42.

As shown in fig. 8, the horizontally opposed engine 3 is further provided with a reduction gearbox 51, an output shaft of the horizontally opposed engine 3 is connected with an input shaft of the reduction gearbox 51, and an output shaft of the reduction gearbox 51 is coaxially connected with the belt pulley 22 in a transmission manner through an overrunning clutch 53.

The air compressor of the invention has two sets of power driving systems, namely a motor 2 and a horizontally opposite engine 3. When the machine is used for mobile tire repair, field construction or disaster relief operation, the horizontally-opposed engine 3 can be used for working. The motor 2 can be used when the machine is indoors or where there is an electric drive.

The electric motor 2 and the horizontally opposed engine 3 are two independent power drive systems, and are switched by the belt tensioner 7 and the pressure increasing control valve 12. When the air compressor is powered by the horizontally opposed engine 3, the tensioner handle 25 of the belt tensioner 7 is pressed down, the tensioner 30 is moved away from the belt 8, and the belt 8 is in a relaxed state. The power output of the motor 2 cannot drive the belt pulley 22, the belt pulley 22 cannot rotate, and the motor 2 cannot be driven, so that the power path between the motor 2 and the belt pulley 22 is cut off. At this time, the power of the pump head 4 is driven by the horizontally opposed motor 3 completely independently of the motor 2 (as shown in fig. 1). When the machine is in a location where there is power, the tensioner handle 25 of the belt tensioner 7 is pulled up, at which time the machine switches to motor 2 drive (as shown in figure 2). The belt 8 is pressed by the tension pulley 30 of the belt tension mechanism 7, and the belt 8 is in a tensioned state. At the same time, the supercharging pressure control valve 12 is closed, and the supercharging gas path of the horizontally opposed engine 3 is cut off to stop the operation. Starting the motor 2, the motor 2 drives the belt pulley 22 to drive the pump head 4 through the belt 8, and the air compressor enters a working state.

The working principle of each part of the invention is as follows:

a) tensioning mechanism (as shown in fig. 3a and 3 b):

i. when the horizontally opposed motor 3 is powered, the tensioner handle 25 is pressed downward, causing the tensioner handle 25 to rotate clockwise. When the line of action of the tension mechanism tension spring 28 on the tension mechanism handle 25 exceeds the rotation center of the tension mechanism handle 25 and reaches the upper side (left) of the rotation center of the tension mechanism handle 25, the torque generated by the tension mechanism tension spring 28 on the tension mechanism handle 25 is clockwise. At this point, the tensioner handle 25 will continue to rotate until it abuts the gasoline engine operating position limit 29, even though the tensioner handle 25 is no longer pressed downward. At which time tensioner 30 reaches the left figure position. Since the belt 8 is designed to be slack in length without tension, power cannot be transmitted. At this time, the power transmission between the motor 2 and the pulley 22 is cut off.

When the motor 2 is powered, the tensioning mechanism handle 25 is lifted upwards and the tensioning mechanism handle 25 is rotated anticlockwise. When the line of action of the tension mechanism tension spring 28 on the tension mechanism handle 25 exceeds the rotation center of the tension mechanism handle 25 and reaches the lower side of the rotation center of the tension mechanism handle 25 (right), the torque generated by the tension mechanism tension spring 28 on the tension mechanism handle 25 is counterclockwise. Even if the tensioner handle 25 is no longer lifted, the tensioner handle 25 will continue to rotate until it abuts the motor operating position stop 26. At which time tensioner 30 reaches the right figure position. The belt 8 is tensioned and can transmit power. At this time, power transmission between the motor 2 and the pulley 22 is turned on. Since the friction direction of the belt 8 to the tension pulley 30 causes the tension mechanism handle 25 to rotate counterclockwise, the tension of the tension mechanism tension spring 28 to the tension mechanism handle 25 also causes the tension mechanism handle 25 to rotate counterclockwise, and the reaction line of the belt 8 to the tension pulley 30 is 90 ° and passes through the rotation center of the tension mechanism handle 25, no moment is generated on the tension mechanism handle 25, and the tension mechanism handle 25 is not rotated. The stability of mechanism has been increased under simple structure's prerequisite to the design assurance like this.

b) Throttle control valve (shown in fig. 4a and 4 b):

i. in the idle state (as shown in fig. 4 a), when the air pressure in the air storage tank 1 reaches the set pressure value, the pressure in the pressure feedback chamber D reaches the set pressure. The valve core 32 of the throttle control valve is pushed to the left by the pressure, the air path of the air storage tank 1 to the pressure boosting control valve 12 is cut off, and the pressure boosting air path stops working. At the same time, the trigger 14 is reset by the pulling force of the trigger return spring 15. The horizontally opposed engine 3 is in an idling state.

in the high speed state (as shown in fig. 4 b), when the air pressure in the air storage tank 1 is 0 or the air pressure value is very low just after the machine starts, the pressure in the feedback cavity is very low. The spool 32 of the throttle control valve is located at the rightmost position under the action of the pressure regulating spring 33 of the throttle control valve. At this time, the opening degree of the air passage in the accelerator control valve 13 is maximized. The valve core 32 of the throttle control valve moves to the right and simultaneously pushes the trigger 14 to rotate anticlockwise, the trigger 14 drives the throttle action line in the middle of the throttle pull wire 17, the throttle opening degree of the horizontally-opposite engine 3 is maximized, and the horizontally-opposite engine 3 operates under the action of large load.

And iii, in the middle stage, along with the operation of a large throttle of the horizontally opposite engine 3, the air pressure in the air storage tank 1 gradually rises, and the pressure of the pressure feedback cavity D continuously rises. Under the action of air pressure, the valve core 32 of the accelerator control valve overcomes the acting force of the pressure regulating spring 33 to move leftwards, meanwhile, the section of an air passage inside the accelerator control valve 13 is gradually reduced, the supercharging intensity of the supercharger 10 is gradually reduced, meanwhile, the trigger 14 rotates clockwise under the action of the trigger return spring 15, the accelerator acting line in the middle of the accelerator pull wire 17 is gradually loosened, the accelerator of the horizontally-opposite engine 3 is gradually reduced under the action of the carburetor return spring, and the load is gradually reduced. If the pressure rises to the set pressure value, the valve core 32 of the throttle control valve is pushed leftwards by the pressure, the air passage of the air storage tank 1 to the pressure increasing control valve 12 is completely cut off, and the pressure increasing air passage stops working. The trigger 14 is reset by the tension of the trigger return spring 15. The machine returns to idle.

c) Supercharger (as shown in fig. 5a, 5 b):

i. the boost control valve 12 is closed (as shown in fig. 5 a). At this time, the booster casing 38 is free from high-pressure gas from the booster control valve 12, and the booster valve body 37 is located at the bottom of the booster casing 38 by gravity. At this time, the air from the air filter passes through the middle channel of the valve core limiting nut 36 of the supercharger, passes through the auxiliary air channel and the supercharging air channel in the supercharger shell 38 and reaches the air inlet connecting pipe 11. If the load of the horizontally opposed engine 3 is large and the rotational speed is high, the vacuum floor in the intake connecting pipe 11 is lowered due to insufficient gas from the booster spool stopper nut 36. A portion of the air can pass through the through hole of the one-way valve cover 41 and push the one-way valve membrane 42 open into the pressurized air passage, so as to ensure sufficient air supply of the horizontally opposed engine 3. The pressurized gas channel is designed to have a smaller cross-sectional area in order to obtain a larger gas flow rate and a lower gas pressure. Thus, the auxiliary airway is designed. When the horizontally opposed engine 3 is operated in the natural aspiration mode (as shown in fig. 6a and 6 b), the shortage of the intake air amount due to the low cross-sectional area of the supercharging air passage can be compensated by the auxiliary air passage. When the horizontally opposed engine 3 is operating in a boost mode (as shown in fig. 7a, 7 b), the booster spool 37 closes the intermediate passage of the booster spool stop nut 36, the auxiliary air passage. The compressed gas entering the supercharger 10 passes through the supercharging air passage, and the air flow speed is fast due to the small sectional area of the supercharging air passage, so that the air pressure is low, and more gas can be sucked into the supercharging air passage through the one-way valve membrane 42.

When the pressure-increasing control valve 12 is opened, the machine starts to set the air pressure in the air storage tank 1 to 0 (as shown in fig. 5 b). This time consistent with the description of i, but this process is extremely short. As the air pressure in the air storage tank 1 rises, the air coming out of the air storage tank 1 passes through the throttle control valve 13 and the pressure increase control valve 12 to reach the supercharger 10. The booster spool 37 moves upward under pneumatic pressure until it hits the booster spool stop nut 36. The supercharger 10 enters a supercharging operating condition (as shown in figure 5 b). When the supercharger valve core 37 is positioned at the upper part of the cavity of the supercharger shell 38, the middle channel and the auxiliary air channel of the supercharger valve core limiting nut 36 are just closed, and a relatively sealed space is formed in the whole supercharger 10. Because the sectional area of the pressurization air flue is smaller, high-pressure gas entering the gas storage tank 1 passes through the pressurization air flue of the supercharger shell 38 at a high speed, so that the gas pressure in the pressurization air flue is reduced. Under atmospheric pressure, air flows into the pressurizing passage by pushing the check valve diaphragm 42 open through the intermediate passage of the check valve cover 41. Thereby greatly increasing the amount of gas entering the horizontally opposed engine 3 without consuming too much compressed gas, and depressurizing the gas discharged from the gas tank 1 to meet the use requirement of the horizontally opposed engine 3. The check valve diaphragm limiting plate 39 is used for preventing the check valve diaphragm 42 from being bent and deformed too much so as to prevent the check valve diaphragm 42 from being permanently deformed and prolong the service life of the check valve diaphragm 42.

d) The working mode of the engine is as follows:

i. without increasing pressure (as shown in FIG. 6a and FIG. 6 b)

The boost control valve 12 is closed for the naturally aspirated maximum throttle (as shown in fig. 6 a) and the operation of the supercharger 10 is constant. The supercharger valve core 37 is arranged at the lowest part of the supercharger shell 38, and the auxiliary air passage and the supercharging air passage are all opened. Air reaches the air inlet connecting pipe 11 through the central hole of the valve core limiting nut 36 of the supercharger, the auxiliary air passage and the supercharging air passage. When the work load of the horizontally opposed engine 3 is large, the vacuum degree in the air inlet connecting pipe 11 is increased, and the vacuum degree of the supercharging air passage is also increased. If this pressure difference is greater than the cracking pressure of the check valve diaphragm 42, the check valve diaphragm 42 opens. Air passes through the check valve cover 41, pushing open the check valve diaphragm 42 to the pressurized air path. The gas mixed with the booster valve core limiting nut 36 reaches the gas inlet connecting pipe 11. The function of the one-way valve membrane 42 is that air can only enter but not exit, so as to prevent the pressurized air from flowing out of the one-way valve cover 41 when the pressure of the pressurized air is greater than the atmospheric pressure. When the air pressure in the air storage tank 1 is gradually increased, the throttle control valve spool 32 of the throttle control valve 13 gradually moves leftward against the resistance of the throttle control valve pressure regulating spring 33. The trigger 14 gradually releases the throttle wire by the trigger return spring 15, thereby gradually lowering the throttle of the horizontally opposed engine 3. The rotation speed of the horizontally-opposite engine 3 is gradually reduced along with the increase of the pressure in the air storage tank 1, and the automatic adjustment of the accelerator of the horizontally-opposite engine 3 is realized. When the pressure in the air storage tank 1 reaches a set value, the valve core 32 of the throttle control valve reaches the leftmost position. At this time, the trigger 14 is completely returned by the trigger return spring 15, and the throttle wire of the throttle cable 17 is completely loosened, and the horizontally opposed engine 3 enters an idling state (as shown in fig. 6 b). When the pressure in the air storage tank 1 is reduced, the valve core 32 of the throttle control valve moves rightwards under the elastic force of the pressure regulating spring 33 of the throttle control valve, the trigger 14 is pushed to rotate anticlockwise, the throttle wire of the throttle wire 17 is pulled out, the throttle of the engine 3 is horizontally arranged oppositely, and accordingly the air pressure in the air storage tank 1 is increased, and the pressure is stabilized within a certain range.

Supercharging (as shown in FIGS. 7a and 7 b)

The boost mode maximum throttle (as shown in fig. 7 a) is opened, the boost control valve 12 is opened, the working state of the supercharger 10 is switched between idle speed and boost, after the boost control valve 12 is opened, the compressed gas in the gas storage tank 1 is regulated by the throttle control valve 13 and reaches the supercharger 10, the supercharger valve core 37 reaches the uppermost end of the cavity in the supercharger shell 38 under the action of the compressed gas, and simultaneously closes the middle channel and the auxiliary gas channel of the supercharger valve core limiting nut 36, the compressed gas can only pass through the boost gas channel, because the cross section area of the boost gas channel is smaller, the gas flow speed is higher, the gas pressure in the boost gas channel is reduced, the air passes through the one-way valve cover 41 under the action of atmospheric pressure to push the one-way valve membrane 42 to enter the boost gas channel, the air inlet quantity is increased, the air inlet pressure in the air inlet connecting pipe 11 is reduced to meet the use requirement of the horizontally opposed engine 3, the flow rate is related to the regulating action of the throttle control valve 13, when the gas pressure in the gas storage tank 1 is low, the throttle control valve spool 32 moves rightward under the action of the throttle control valve pressure regulating spring 33. When the trigger 14 is pushed to rotate counterclockwise, the trigger 14 drives the throttle wire of the throttle cable 17, so that the throttle of the horizontally opposed engine 3 is increased, and the throttle opening of the horizontally opposed engine 3 is increased. When the throttle control valve core 32 moves to the right, the opening of the air passage of the throttle control valve 13 is increased, and more air is provided for the horizontally opposed engine 3. When the pressure in the air storage tank 1 is high, the valve core 32 of the throttle control valve is pushed to move left, the opening degree of the air passage of the throttle control valve 13 is reduced, the air entering the horizontally opposite engine 3 is reduced, meanwhile, the trigger 14 rotates clockwise under the action of the trigger return spring 15, the throttle wire of the throttle cable 17 is loosened, and the opening degree of the throttle of the horizontally opposite engine 3 is also reduced. Therefore, the throttle opening of the horizontally opposite engine 3 is controlled by the pressure of the compressed gas of the gas storage tank 1, and automatic adjustment is realized. When the pressure of the compressed gas in the gas storage tank 1 reaches the set maximum value, the pressure of the compressed gas overcomes the resistance of the throttle control valve pressure regulating spring 33 to push the throttle control valve core 32 to the left to the limit position. The air passage of the throttle control valve 13 is cut off, and at the same time, the trigger 14 is reset by the trigger return spring 15, the throttle wire of the throttle cable 17 is reset, the throttle of the horizontally opposed engine 3 is reset, and the machine enters a supercharging mode idling operation state. Because no compressed gas enters, the valve core 37 of the supercharger resets under the action of gravity, the gas paths of the limiting nut 36 of the valve core of the supercharger, the auxiliary gas path and the supercharging gas path are completely opened, and the horizontally opposite engine 3 enters a natural air suction idling working state.

Pressure adjustment (as shown in fig. 4a, 4 b):

the throttle control valve 13 is a common controller which receives a compressed gas pressure signal from the gas tank 1 and converts it into a control of the throttle of the horizontally opposed engine 3. Regardless of whether the pressure increasing control valve 12 is opened or not, the control is switched to the throttle control of the horizontally opposed engine 3 according to the magnitude of the gas pressure in the gas tank 1. When adjusting screw 35 is adjusted inwards, promote throttle control valve spring holder 34 and then compress throttle control valve pressure regulating spring 33 to make throttle control valve case 32 increase towards the resistance left, and will promote throttle control valve case 32, need bigger compressed gas pressure, thereby make the increase of gas pressure in the gas holder 1. If the adjusting screw 35 is adjusted outwards, the gas pressure in the gas storage tank 1 is not high enough to push the valve core 32 of the throttle control valve to move left. And the left movement is that the air passage of the accelerator control valve 13 is closed and the accelerator is loosened. Thereby realizing the adjustment of the working pressure of the air compressor.

Engine power output (as shown in fig. 8):

a clutch shoe 48 is mounted on the magnetic flywheel 47 by a clutch set screw 49. After the horizontally-opposed engine 3 works, the clutch shoe 48 is driven to rotate by power through the magnetic flywheel 47. The clutch shoe 48 is a centrifugal clutch, and when the engine speed exceeds 4500rpm, the clutch shoe 48 drives the clutch driven plate 50 to rotate. Thereby enabling the reduction gearbox 51 to have power output. The reduction gearbox 51 is a two-stage reduction gearbox, and the output of the reduction gearbox 51 is matched with the input of the pump head 4 by reducing the rotating speed of the horizontally opposed engine 3. The output shaft of the reduction box 51 drives the overrunning clutch 53 to rotate through the flat key 6X 2252. The overrunning clutch 53 is an overrunning clutch that can rotate the pulley 22 when the horizontally opposed engine 3 is operated. Conversely, when the motor 2 drives the pulley 22, although the pulley 22 can rotate counterclockwise, it cannot drive the overrunning clutch 53 to rotate. Thereby making the reduction gearbox 51 not work and realizing the unidirectional output of power.

e) The working mode of the motor is as follows:

the motor operation is relatively simple (as shown in fig. 2) by first pulling the tensioner handle 25 up and switching to belt tensioning (as shown in fig. 3 b). The boost control valve 12 is then closed, and the supercharger 10 is switched to natural suction (as shown in fig. 6a and 6 b). And then operated under the control of the pressure switch 21. Pulley 22 cannot rotate 53 due to the presence of overrunning clutch 53. Therefore, the reduction gearbox 51 does not work when the pump 4 works, and the mutual independence of the two sets of power systems is realized.

The embodiments of the present invention are described only for the preferred embodiments of the present invention, and not for the limitation of the concept and scope of the present invention, and various modifications and improvements made to the technical solution of the present invention by those skilled in the art without departing from the design concept of the present invention shall fall into the protection scope of the present invention, and the technical content of the present invention which is claimed is fully set forth in the claims.

Claims

1. The utility model provides a horizontal opposition power multipurpose air compressor machine, includes that gas holder (1) and intercommunication install in pump head (4) of gas holder (1), pump head (4) are inside to rotate through the main shaft and to install the rotating member and be used for forming compressed gas, its characterized in that to gas holder (1) when rotating: main shaft one end is worn out and coaxial fixedly connected with belt pulley (22) from pump head (4), install motor (2), horizontal opposition engine (3) on gas holder (1), motor (2), horizontal opposition engine (3) respectively as the power supply with belt pulley (22) transmission is connected, wherein:

2. The horizontal opposed power multipurpose air compressor of claim 1, wherein: the belt tensioning mechanism (7) comprises a tensioning mechanism handle (25), a tensioning mechanism base (27) and a tensioning mechanism tension spring (28);

3. The horizontal opposed power multipurpose air compressor of claim 1, wherein: the shell (31) of the accelerator control valve (13) comprises a communicating pipe and a mounting pipe which is vertically and crossly communicated with the communicating pipe, two ends of the mounting pipe are closed, the inlet end of the communicating pipe is communicated with the air storage tank (1), the outlet end of the communicating pipe is communicated with the air inlet end of the horizontally-opposite engine (3), the valve core (32) is slidably mounted in the mounting pipe, a through hole is formed in the middle position of the cross communication position of the communicating pipe and the mounting pipe, the through hole is coaxially communicated with the communicating pipe, and therefore gas in the air storage tank (1) is led to the horizontally-opposite engine (3) through the through hole;

4. The horizontal opposed power multipurpose air compressor of claim 3, wherein: adjusting screws (35) are further mounted on the spring connecting ends of the mounting pipes in a screwed mode, one ends of the adjusting screws (35) are located outside the mounting pipes, and the other ends of the adjusting screws (35) are located inside the mounting pipes and abut against the pressure regulating springs (33).

5. A horizontally opposed powered multipurpose air compressor as claimed in claim 1 or 3 and wherein: elasticity self-resuming linkage includes connecting seat, reset spring fixing base (16), trigger reset spring (15), trigger (14), connecting seat, reset spring fixing base (16) are fixed in on gas holder (1), and trigger (14) are L shape, and the L shape turning of trigger (14) rotates to be connected in the pivot that the connecting seat set up, the one end of trigger (14) with throttle is drawn line (17) end connection, the other end of trigger (14) all the time with case (32) contact from the one end that the installation pipe was worn out, trigger reset spring (15) one end is connected in reset spring fixing base (16), and trigger (14) part between throttle is drawn line (17) hookup location, turning is connected to the trigger reset spring (15) other end.

6. The horizontal opposed power multipurpose air compressor of claim 3, wherein: the gas storage tank is characterized by further comprising a pressure-increasing control valve (12), wherein the inlet end of the pressure-increasing control valve (12) is communicated with the outlet end of a communicating pipe in the accelerator control valve (13), the outlet end of the pressure-increasing control valve (12) is communicated with the gas inlet end of the horizontally-opposite engine (3), and the pressure-increasing control valve (12) controls the gas storage tank (1) to be connected and disconnected to the horizontally-opposite engine (3).

7. The horizontal opposed power multipurpose air compressor of claim 6, wherein: the booster valve is characterized by further comprising a booster (10), wherein the booster (10) comprises a booster shell (38), a through inner cavity is formed in the booster shell (38), the inner cavity of the booster shell (38) is divided into three sections with sequentially reduced inner diameters along the axial direction, a cavity opening corresponding to the end section with the smallest inner diameter of the booster shell (38) is communicated with the outlet end of the booster control valve (12), and a booster valve core limiting nut (36) is coaxially installed inside the first section with the largest inner diameter of the booster shell (38);

8. The horizontal opposed power multipurpose air compressor of claim 1, wherein: the belt pulley is characterized by further comprising a reduction gearbox (51), an output shaft of the horizontally-opposite engine (3) is connected with an input shaft of the reduction gearbox (51), and an output shaft of the reduction gearbox (51) is in coaxial transmission connection with the belt pulley (22) through an overrunning clutch (53).