Air compression device and air suspension

Abstract

To provide an air compressor capable of efficiently obtaining compressed air without requiring an auxiliary power unit.SOLUTION: The conversion mechanism 20 includes the rack gear 12 provided on one of the axle-side member 92 and the vehicle-body-side member 91, the at least one input gear 21 that is provided on the other of the axle-side member 92 and the vehicle-body-side member 91, meshes with the rack gear 12, and is rotated forward and backward in accordance with a moving direction of the rack gear 12, and the intermediate gear 22 that converts a rotation direction of the input gear 21 into a reverse direction. In the air compression device 10, the pump 50 includes a drive gear 23 to which rotary motion of an input gear 21 and an intermediate gear 22 is transmitted, an air compression member 55 operated by the rotary motion of the drive gear 23, and a casing 15 forming a compression chamber 56 between the casing 15 and the air compression member 55.SELECTED DRAWING: Figure 2

Description

[Technical Field]

[0001] The present invention relates to an air compressor, and more particularly to an air compressor that is assembled between members that move reciprocally relative to each other and does not require an external power source such as a motor. [Background technology]

[0002] 2. Description of the Related Art In recent years, technologies for controlling the position and attitude of a vehicle body using compressed air pressure have been used in vehicle control devices and the like.

[0003] For example, in Figure 4 of Patent Document 1, a reciprocating air compressor is installed between the vehicle body and the axle. When the vehicle is running, the wheels and axle constantly move up and down, and compressed air is generated by the reciprocating motion of the axle. The compressed air stored in the accumulator is successively used to rotate and drive a turbine to generate electricity. In this way, it is described that energy that would otherwise be wasted can be recovered, improving the energy consumption efficiency of the automobile. [Prior art documents] [Patent documents]

[0004] [Patent Document 1] Japanese Utility Model Application Publication No. 6-66205 Summary of the Invention [Problem to be solved by the invention]

[0005] In the air compressor shown in Figure 4 of Patent Document 1, a piston that reciprocates in the axial direction is installed inside a housing that has a compression chamber. The housing is fixed to the vehicle body, and the piston is fixed to the axle. When the vehicle is moving, the piston moves up and down together with the axle. This increases the internal pressure of the compression chamber, and when the air pressure in the compression chamber exceeds a predetermined value, the air pushes open the check valve and flows into the pressure accumulator.

[0006] In this way, in order for the air in the compression chamber to be stored in the pressure accumulator, the internal pressure of the compression chamber must rise above the operating pressure of the check valve.

[0007] However, when driving on a relatively flat road such as a highway, the piston does not move up and down very much, and the air pressure in the compression chamber only rises and falls slightly, which may prevent the check valve from opening. In this case, the air in the compression chamber does not flow into the accumulator, and the pressure in the accumulator cannot be increased.

[0008] As described above, the air compressor of Patent Document 1 does not guarantee that the air pressure for control can be secured when needed, and an auxiliary pressure storage device such as a motor must be provided, which results in problems such as an increase in vehicle weight and vehicle price.

[0009] In view of the above circumstances, there has been a demand for an air compressor that can be installed between members that are subject to relative displacement, such as an axle-side member and a vehicle-body-side member, and that can efficiently compress air without using an auxiliary power device such as a motor. [Means for solving the problem]

[0010] (composition) The air compression device of the present invention is characterized by a configuration including a conversion mechanism that is provided across an axle side member and a vehicle body side member and converts relative movement between the axle side member and the vehicle body side member into rotational movement in one direction and outputs the rotational movement; and a pump that operates based on the rotational movement output from the conversion mechanism, wherein the conversion mechanism includes a rack gear provided on either the axle side member or the vehicle body side member, at least one input gear that is provided on the other of the axle side member or the vehicle body side member and meshes with the rack gear and is driven to rotate in forward or reverse directions depending on the direction of movement of the rack gear, and an intermediate gear that converts the rotational direction of at least one of the input gears to the opposite direction, and the pump includes a drive gear to which the rotational movement of the input gear and the intermediate gear is transmitted, an air compression member that operates based on the rotational movement of the drive gear, and a housing that forms a compression chamber between the pump and the air compression member.

[0011] (effect) In the air compressor of the present invention, the rack gear, input gear, and intermediate gear are combined to convert the relative reciprocating motion between the axle-side member and the vehicle-body-side member into unidirectional rotational motion to rotate the drive gear. The drive gear is linked to the air compression member of the pump, and when the drive gear rotates, the air compression member reciprocates up and down.

[0012] As the drive gear rotates, the air compression member reciprocates over its entire range of motion. Therefore, for example, when compressing air in the compression chamber, the air compression member moves from a position where the volume of the compression chamber is maximum to a position where it is minimum, thereby maximizing the pressure in the compression chamber. Therefore, even when the vehicle is running with only slight up-and-down movement of the air compression member, the pressure in the compression chamber can be reliably increased.

[0013] (composition) In the air compression device of the present invention, the input gear comprises a primary gear that meshes with the rack gear, a one-way clutch that transmits only one rotation of the primary gear, and a secondary gear to which the one rotation is transmitted via the one-way clutch, and the input gear can be configured to include a first input gear and a second input gear in which the one-way clutch functions in different directions.

[0014] (effect) In this configuration, the one-way clutches built into the first input gear and the one-way clutches built into the second input gear are locked in opposite directions, and the rotation direction of one of the input gears is reversed by the intermediate gear. This allows the vertical displacement of the vehicle body member to be converted into rotational motion in a single direction. Because the drive gear does not rotate in the opposite direction, the compression chamber pressure can be reliably increased even if the relative displacement between the axle member and the vehicle body member is slight.

[0015] (composition) In the air compression device according to the present invention, it is preferable that the air compression member is a piston that moves back and forth due to the rotation of the crankshaft, the housing is a cylinder that contains the piston so that it can move back and forth, and the drive gear is provided integrally with the crankshaft.

[0016] (effect) The air compressor is highly durable because it uses a reciprocating pump with a simple structure and high sealing performance. Furthermore, when compression chambers are provided on both axial sides of the air compressor, the pressure can be increased alternately and continuously in the compression chambers on both axial sides, providing an even more efficient air compressor.

[0017] (composition) It is also possible to obtain an air suspension that is integrally assembled with any one of the air compression devices according to the present invention and is used to control the relative position between the axle side member and the vehicle body side member.

[0018] (effect) In most conventional air suspensions, the compressed air filled inside the suspension is generated and supplied by a separate electric pump, etc. In contrast, with this configuration, the compressed air is generated using the up and down movement of the vehicle body while driving, so a special electric pump is not required, resulting in an efficient air suspension with low energy consumption.

[0019] Furthermore, since the air compressor is integrated with the air suspension, the assembly process for the air suspension is simplified. [Brief explanation of the drawings]

[0020] [Figure 1] FIG. 1 is an explanatory diagram showing an overview of a vehicle incorporating an air compression device according to a first embodiment; [Figure 2] 1 is a perspective view of an air compression device according to a first embodiment; [Figure 3] FIG. 10 is an explanatory diagram illustrating the operation of a one-way clutch according to the first embodiment; [Figure 4]FIG. 2 is an explanatory diagram of an air compressor having a different gear arrangement according to a second embodiment; DETAILED DESCRIPTION OF THE INVENTION

[0021] [First embodiment] (overview) FIG. 1 shows a vehicle 90 incorporating an air compression device 10 and an air suspension 80 according to a first embodiment of the present invention, as viewed from the front.

[0022] A vehicle body member 91 such as a chassis is supported by an axle side member 92 such as a suspension beam that supports the rotation of a wheel 84, and air suspensions 80 are provided on the left and right sides between the vehicle body member 91 and the axle side member 92. The air suspension 80 includes, for example, a cylindrical member 81 connected to the vehicle body member 91, a shock absorber 85 connected between the vehicle body member 91 and the axle side member 92, and a cylindrical diaphragm 86 that is connected in a folded state across the inner surface of the cylindrical member 81 and the outer surface of the shock absorber 85. The folding position of the diaphragm 86 changes as the shock absorber 85 expands and contracts, changing the volume of the compression chamber 82 inside.

[0023] Shock absorber 85 includes a cylinder 85a, a rod 85b, and a piston 85c connected to rod 85b. Diaphragm 86 is connected between the outer surface of cylinder 85a and the inner surface of cylindrical member 81. Compressed air is supplied to and discharged from a compressed air supply unit (not shown) via port 87 into compression chamber 82, adjusting the internal pressure according to the driving conditions and controlling the driving posture. Vehicle height can also be adjusted by supplying and discharging air to and from compression chamber 82.

[0024] In addition to being placed on the left and right wheels, the air suspension 80 can also be placed on the front and rear wheels. In this case, shaking of the vehicle body when going over bumps in the road surface can be prevented, and vertical shaking of the vehicle body when accelerating and decelerating can also be reduced.

[0025] 2 is a perspective view that schematically illustrates the air compressor 10. In this embodiment, the air compressor 10 is attached to a vehicle body member 91, and a long rack 11 that meshes with the air compressor 10 is attached to an axle member 92. The air compressor 10 includes a conversion mechanism 20 that converts the reciprocating movement of the rack 11 into unidirectional rotational motion, and a pump 50 that operates based on the rotational motion output from the conversion mechanism 20.

[0026] The rack 11 has its own axis m aligned substantially in the vertical direction of the vehicle 90, and one end fixed to the axle-side member 92. When the vehicle 90 is traveling or when the vehicle height is adjusted, the vehicle body-side member 91 moves up and down, causing the rack 11 to move relative to the air compressor 10. In the following description, as shown in FIG. 2, the direction in which the rack 11 extends is referred to as the z-direction, the direction of the rotation axes of the gears that make up the conversion mechanism 20 is referred to as the x-direction, and the direction perpendicular to these is referred to as the y-direction.

[0027] The rack 11 has a substantially rectangular cross section perpendicular to the axis m. A rack gear 12 is formed on one outer peripheral surface of the rack 11, and the opposite side of the rack gear 12 across the axis m forms a guide surface 13. A guide roller 14 fixed to a housing 15 comes into rolling contact with the guide surface 13. An input gear 21 meshes with the rack gear 12. The rack 11 is sandwiched between the input gear 21 and the guide roller 14, and the input gear 21 rotates in forward and reverse directions as the rack 11 moves up and down.

[0028] (pump) 2, pump 50 is a positive displacement reciprocating pump in which piston 55 reciprocates, and is linked to conversion mechanism 20. Pump 50 is integrally assembled to housing 15, and includes cylinder 51, piston 55 (air compression member), connecting rod 57, and drive gear 23.

[0029] The cylinder 51 has a tubular portion 52 having a cylindrical inner circumferential surface, and a head portion 53 that seals the open end of the tubular portion 52 .

[0030] Piston 55 is generally cylindrical, forms a compression chamber 56 inside cylindrical portion 52, and is connected to drive gear 23 via connecting rod 57. Drive gear 23 is a spur gear with external teeth, and its rotation shaft 23a is supported at one end by casing 15. Connecting rod 57 is journaled via connecting rod shaft 58 at a location on drive gear 23 that is offset from rotation shaft 23a. With this configuration, rotation shaft 23a of drive gear 23 functions as the crankshaft of piston 55, making it possible to obtain a compression pump that is simple in structure and excellent in durability.

[0031] (Conversion mechanism) 2 and 3 show the detailed structure of the conversion mechanism 20. The conversion mechanism 20 includes a first input gear 21a and a second input gear 21b as input gears 21, an intermediate gear 22, and a housing 15 that supports each gear in a predetermined position. Each input gear 21a, 21b has a primary gear 27 and a secondary gear 29 that are combined coaxially via a one-way clutch 25. The input gears 21a, 21b have the same structure except for the mounting direction of the one-way clutch 25. The following explanation will be given using the first input gear 21a as an example.

[0032] The first input gear 21a includes a primary gear 27, a secondary gear 29, and a one-way clutch 25. The primary gear 27 and the secondary gear 29 are both spur gears with teeth on their outer peripheries, and in this embodiment, the outer diameter of the secondary gear 29 is approximately the same as the outer diameter of the primary gear 27. FIG. 3(a) shows the appearance of the first input gear 21a as viewed in the x direction. The primary gear 27 has a retaining surface 31 on its inner periphery that retains the one-way clutch 25. The retaining surface 31 is a cylindrical hole that penetrates in the direction of the axis.

[0033] One-way clutch 25 includes cam member 26 fitted inside retaining surface 31, a plurality of balls 35, and a plurality of elastic members 36 that bias balls 35. In first input gear 21a, cam member 26 includes a plurality of cam surfaces 37 that are inclined in a direction that approaches retaining surface 31 in the counterclockwise direction, and one ball 35 is fitted between each cam surface 37 and retaining surface 31. Balls 35 are pressed against retaining surface 31 and cam surface 37 by elastic members 36. When primary gear 27 rotates counterclockwise, balls 35 mesh between retaining surface 31 and cam surface 37, causing cam member 26 to rotate integrally with primary gear 27.

[0034] A shaft 33 is fixed to the center of the cam member 26. A secondary gear 29 is fixed to the shaft 33. When the primary gear 27 rotates counterclockwise, the secondary gear 29 rotates integrally with the first input gear 21a in the same direction, and when the primary gear 27 rotates clockwise, the secondary gear 29 does not rotate.

[0035] 3(b) shows the appearance of the second input gear 21b as viewed in the x direction. As shown in FIG. 3(b), the one-way clutch 25 is mounted in the second input gear 21b in the opposite direction compared to the first input gear 21a, and the cam surface 37 of the cam member 26 approaches the holding surface 31 as it moves clockwise. Therefore, when the primary gear 27 rotates clockwise, the balls 35 mesh between the holding surface 31 and the cam surface 37, causing the secondary gear 29 to rotate clockwise. Conversely, when the primary gear 27 rotates counterclockwise, the secondary gear 29 does not rotate.

[0036] The assembly form of the one-way clutch 25 is merely an example and is not limited to the above form. For example, the one-way clutch 25 may be incorporated into the secondary gear 29, or may be incorporated between the axially opposing surfaces of the primary gear 27 and the secondary gear 29. The one-way clutch 25 may be a ratchet type in which a gear and a pawl mesh, or may be one that uses a wedge effect due to the frictional force of the contact surfaces using rollers or sprags. Furthermore, a pin protruding from either the primary gear 27 or the secondary gear 29 toward the other may be provided to engage / disengage the primary gear 27 and the secondary gear 29 in the rotational direction. In this case, the extension and retraction of the pin can be controlled by turning a solenoid ON / OFF.

[0037] (Action of the conversion mechanism) The operation of the conversion mechanism 20 will be explained again with reference to Figure 2. The primary gear 27 of the first input gear 21a and the primary gear 27 of the second input gear 21b are each engaged with the rack gear 12, and when the rack 11 moves downward, the primary gears 27 of the input gears 21a and 21b rotate counterclockwise. At this time, the one-way clutch 25 of the first input gear 21a functions, causing the secondary gear 29 to rotate counterclockwise. As a result, the drive gear 23 is driven clockwise.

[0038] On the other hand, in the second input gear 21b, the one-way clutch 25 is in the reverse direction, and the counterclockwise driving force of the primary gear 27 caused by the downward movement of the rack 11 is not transmitted to the secondary gear 29. However, at this time, the secondary gear 29 rotates freely in the clockwise direction via the intermediate gear 22 in accordance with the clockwise rotation of the drive gear 23.

[0039] Next, when the rack 11 moves upward, the primary gear 27 of the second input gear 21b rotates clockwise. At this time, the one-way clutch 25 functions, and the secondary gear 29 of the second input gear 21b rotates clockwise. As a result, the intermediate gear 22 is driven counterclockwise, and the drive gear 23 is driven clockwise.

[0040] On the other hand, in the first input gear 21a, the one-way clutch 25 is in the reverse direction, and the clockwise driving force of the primary gear 27 caused by the upward movement of the rack 11 is not transmitted to the secondary gear 29. However, at this time, the secondary gear 29 rotates idly in the counterclockwise direction in accordance with the clockwise rotation of the drive gear 23.

[0041] An intermediate gear 22 is installed between the secondary gear 29 of the second input gear 21b and the drive gear 23. By providing the intermediate gear 22, the rotation direction of the drive gear 23 caused by the intermediate gear 22 coincides with the rotation direction of the drive gear 23 caused by the secondary gear 29 of the first input gear 21a. That is, in the air compressor 10, the drive gear 23 can be rotated in a fixed direction regardless of the movement direction of the rack 11.

[0042] In this way, the axial displacement of the rack 11 is reliably converted into rotational motion of the drive gear 23. Because the drive gear 23 always rotates in a single direction, the piston 55 continuously displaces from bottom dead center, where the volume of the compression chamber 56 is maximum, to top dead center, where the volume is minimum. This allows the pressure in the compression chamber 56 to be maximized. Furthermore, because the drive gear 23 does not rotate in the opposite direction, the pressure in the compression chamber 56 can be reliably increased even if the relative displacement between the vehicle body side member 91 and the axle side member 92 is slight.

[0043] The compression chamber 56 has an air intake port 63 that communicates with the outside space, and an air discharge port 64 that communicates with the pressure accumulator 45. A first check valve 65 installed in the air intake port 63 allows air to flow into the compression chamber 56 from the outside space, but prevents air compressed in the compression chamber 56 from flowing out. In addition, a second check valve 66 installed in the air discharge port 64 opens when the internal pressure of the compression chamber 56 reaches a predetermined pressure, allowing the compressed air to flow out to the pressure accumulator 45 and preventing air from flowing back from the pressure accumulator 45.

[0044] 1, the air compressor 10 may be attached to the axle side member 92 and the rack 11 may be attached to the vehicle body side member 91. Furthermore, the air compressor 10 and the rack 11 of the left and right air suspensions 80 may be attached either inside or outside the vehicle body.

[0045] Second Embodiment 4 shows the configuration of the conversion mechanism 71 of the second embodiment as viewed in the x direction. Although not shown, the configuration of the other components, including the rack 11 and the pump 50, is the same as that of the first embodiment.

[0046] The conversion mechanism 71 includes an input gear 72 and an intermediate gear 73. In addition, in Fig. 4, the housing 15 that supports the gears 72 and 73 is omitted.

[0047] The input gear 72 has a configuration similar to that of the second input gear 21b in the first embodiment, and includes a primary gear 27, a secondary gear 29, and a one-way clutch 25. When the primary gear 27 rotates clockwise, the one-way clutch 25 transmits driving force, causing the secondary gear 29 to rotate clockwise.

[0048] The intermediate gear 73 includes a primary gear 74, a secondary gear 75, and a one-way clutch 25. The primary gear 74 is always in mesh with the primary gear 27 of the input gear 72. When the primary gear 74 rotates clockwise, the secondary gear 75 rotates clockwise via the one-way clutch 25.

[0049] In the input gear 72, the outer diameter of the secondary gear 29 is smaller than the outer diameter of the primary gear 27, and in the intermediate gear 73, the outer diameter of the secondary gear 75 is smaller than the outer diameter of the primary gear 74. The secondary gear 29 of the input gear 72 meshes with the drive gear 23, and the secondary gear 75 of the intermediate gear 73 also meshes with the drive gear 23.

[0050] When the rack 11 moves upward, the primary gear 27 of the input gear 72 rotates clockwise, and the one-way clutch 25 transmits the rotational drive, causing the secondary gear 29 to rotate clockwise. This causes the drive gear 23 to rotate counterclockwise. These rotational transmission directions are indicated by solid arrows in Figure 4.

[0051] On the other hand, when the rack 11 moves downward, the primary gear 27 of the input gear 72 rotates counterclockwise, and the primary gear 74 of the intermediate gear 73 rotates clockwise, as shown by the dotted arrow in Figure 4. The one-way clutch 25 of the intermediate gear 73 transmits the rotational drive, causing the secondary gear 75 to rotate clockwise. This causes the drive gear 23 to rotate counterclockwise.

[0052] In this way, by providing a one-way clutch 25 inside the intermediate gear 73, it is possible to reduce the number of gears by one compared to the gear train shown in the first embodiment, while aligning the direction of rotation of the drive gear 23 caused by the input gear 72 with the direction of rotation of the drive gear 23 caused by the intermediate gear 73.

[0053] According to the present invention, the pump 50 can be operated with high efficiency by utilizing the relative displacement between the body side member 91 and the axle side member 92, and high-pressure air can be generated efficiently without using an auxiliary power device such as a motor.

[0054] Therefore, by integrating the air compressor 10 according to the present invention with the air suspension 80, compressed air generated by the air compressor 10 can be supplied to the air suspension 80 to extend and retract the rod 83, thereby controlling the relative position between the axle-side member 92 and the vehicle-body-side member 91. In this case, no special electric pump or the like is required, and an efficient air suspension with low energy consumption can be obtained. Furthermore, by integrating the air compressor 10 with the air suspension 80, the assembly work for the air suspension 80 is simplified.

[0055] When converting the reciprocating displacement of the rack 11 into rotational motion to compress the air, it is preferable to align the extending direction of the rack 11 with the extending and retracting direction of the rod 83 of the air suspension 80. If the air compressor 10 and the air suspension 80 are integrated and installed close to each other, the rack 11 will displace smoothly without being gouged when the vehicle body member 91 moves up and down, allowing for efficient generation of compressed air.

[0056] Furthermore, the vehicle body member 91 and the rack 11 may be connected via a bell crank or the like, and the rack 11 may be arranged so as to be displaceable in the horizontal direction. In this case, the layout in the vehicle 90 is simplified, and the mountability can be improved.

[0057] Furthermore, in this embodiment, an example has been described in which high-pressure air stored by the air compressor 10 is used for the air suspension 80. However, the present invention is not limited to this application, and it can also be used as a tire pressure monitoring device that replenishes air pressure in tires when it becomes low, or as an air supply device that supplies air to an air tank provided in a seat and adjusts the seat to a shape registered in advance by the driver.

[0058] (Variation 1) The air compressor 10 according to the present invention uses a reciprocating pump with a simple structure and high sealing performance as the compression pump, thereby providing a highly durable air compressor 10. Although not shown in the drawings, by providing compression chambers 56 on both axial sides of the piston 55, it is possible to increase the pressure alternately and continuously in the compression chambers 56 on both axial sides, thereby providing an even more efficient air compressor 10.

[0059] (Variation 2) The pump 50 of the air compressor 10 according to the present invention utilizes a compression pump in which a piston 55 reciprocates axially, but is not limited to this. For example, a vane pump having a rotor with multiple retractable vanes can be used instead of a reciprocating pump. Although not shown, the rotor can be rotated in one direction by connecting the rotor to the drive gear 23. When using a vane pump, it is preferable to set the vanes to rotate at high speed in consideration of air leakage. By providing an air intake port 63 at a position where the volume of the pressure chamber is maximum and an air outlet port 64 at a position where the volume of the pressure chamber is minimum, high-pressure compressed air can be extracted.

[0060] (Variation 3) A plunger pump can also be used as the pump 50 of the air compressor 10 according to the present invention. In the case of a plunger pump, the drive gear 23 is connected to a rotating plate having a cam that sequentially moves multiple plungers back and forth. This configuration also allows each plunger to make a full stroke, thereby maximizing the pump function.

[0061] (Variation 4) In this embodiment, air is compressed and stored, but it may also be used to store liquids such as oil. In this case, it is preferable to install an accumulator midway along the oil supply pipe. [Industrial Applicability]

[0062] The air compressor of the present invention can be widely used as a device that is assembled between members that perform relative reciprocating displacement and that generates compressed air without using an external power source such as a motor. [Explanation of symbols]

[0063] 10. Air Compressor 12 Rack Gear 15 Case 20 Conversion Mechanism 21 Input gear 21a 1st input gear 21b Second input gear 22 Intermediate gear 23 Drive gear 25 One-way clutch 27 Primary gear 29 Secondary gear 50 pump 51 cylinders 55 Piston (air compression member) 60 crankshaft 80 air suspension 91 Body side components 92 Axle side member

Claims

1. a conversion mechanism provided between the axle side member and the vehicle body side member, which converts relative movement between the axle side member and the vehicle body side member into unidirectional rotational movement and outputs the rotational movement; a pump that is operated based on the rotational motion output from the conversion mechanism, The conversion mechanism is a rack gear provided on either the axle side member or the vehicle body side member; at least one input gear provided on the other of the axle-side member and the vehicle-body-side member, meshing with the rack gear, and driven to rotate in forward and reverse directions according to the moving direction of the rack gear; an intermediate gear that reverses the rotation direction of at least one of the input gears; Equipped with The pump a drive gear to which rotational motion of the input gear and the intermediate gear is transmitted; an air compression member that operates based on the rotational movement of the drive gear; a housing that forms a compression chamber between the housing and the air compression member; An air compressor equipped with:

2. the input gear includes a primary gear that meshes with the rack gear, a one-way clutch that transmits only one rotation of the primary gear, and a secondary gear to which the one rotation is transmitted via the one-way clutch, 2. The air compressor according to claim 1, wherein the input gears include a first input gear and a second input gear, the directions in which the one-way clutch functions being different from each other.

3. the air compression member is a piston that reciprocates with the rotation of the crankshaft, The housing is a cylinder that accommodates the piston so that the piston can reciprocate, 3. The air compressor according to claim 2, wherein the drive gear is integral with the crankshaft.

4. 4. An air suspension, wherein the air compression device according to claim 1 is used to control the relative position between the axle-side member and the vehicle-body-side member.

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