EP1427941B1 - Motorgetriebener verdichter - Google Patents

Motorgetriebener verdichter Download PDF

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Publication number
EP1427941B1
EP1427941B1 EP02757470A EP02757470A EP1427941B1 EP 1427941 B1 EP1427941 B1 EP 1427941B1 EP 02757470 A EP02757470 A EP 02757470A EP 02757470 A EP02757470 A EP 02757470A EP 1427941 B1 EP1427941 B1 EP 1427941B1
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EP
European Patent Office
Prior art keywords
pressure
compressor
tank
control system
electronic controller
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Lifetime
Application number
EP02757470A
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English (en)
French (fr)
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EP1427941A4 (de
EP1427941A1 (de
Inventor
Devin D. Biehler
John T. Gunn
William H. Harden
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Doosan Bobcat North America Inc
Original Assignee
Ingersoll Rand Co
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Publication date
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Publication of EP1427941A4 publication Critical patent/EP1427941A4/de
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Publication of EP1427941B1 publication Critical patent/EP1427941B1/de
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
    • F04B—POSITIVE-DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS
    • F04B35/00—Piston pumps specially adapted for elastic fluids and characterised by the driving means to their working members, or by combination with, or adaptation to, specific driving engines or motors, not otherwise provided for
    • F04B35/002—Piston pumps specially adapted for elastic fluids and characterised by the driving means to their working members, or by combination with, or adaptation to, specific driving engines or motors, not otherwise provided for driven by internal combustion engines
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
    • F04B—POSITIVE-DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS
    • F04B49/00—Control, e.g. of pump delivery, or pump pressure of, or safety measures for, machines, pumps, or pumping installations, not otherwise provided for, or of interest apart from, groups F04B1/00 - F04B47/00
    • F04B49/22—Control, e.g. of pump delivery, or pump pressure of, or safety measures for, machines, pumps, or pumping installations, not otherwise provided for, or of interest apart from, groups F04B1/00 - F04B47/00 by means of valves
    • F04B49/225—Control, e.g. of pump delivery, or pump pressure of, or safety measures for, machines, pumps, or pumping installations, not otherwise provided for, or of interest apart from, groups F04B1/00 - F04B47/00 by means of valves with throttling valves or valves varying the pump inlet opening or the outlet opening
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
    • F04B—POSITIVE-DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS
    • F04B2203/00—Motor parameters
    • F04B2203/06—Motor parameters of internal combustion engines
    • F04B2203/0605—Rotational speed
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
    • F04B—POSITIVE-DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS
    • F04B2205/00—Fluid parameters
    • F04B2205/05—Pressure after the pump outlet

Definitions

  • the present invention relates to a compressor assembly, and more particularly to a compressor assembly including an engine driven compressor, an electronic controller that controls the engine speed and a pneumatic controller that controls an inlet valve of the compressor.
  • control of the discharge air pressure from the compressor is achieved by control of the engine speed and the compressor inlet opening.
  • increasing the engine speed or opening the inlet valve increases the discharge pressure.
  • Reducing the engine speed or closing the inlet valve decreases the discharge pressure.
  • a compressor assembly commonly includes a separator tank, an air end for compressing the air and driven by an engine, and a control system.
  • air enters the air end through an inlet valve, the air end compresses the air to pressures above normal atmospheric pressures, and delivers the air to a separator tank.
  • the air is discharged through an outlet valve.
  • Fig. 1 illustrates a schematic diagram of a prior art compressor assembly 10 including a mechanically controlled engine 14 having a pneumatic control system 18.
  • the engine 14 drives an air end 22 that compresses the air.
  • a mixture of compressed air and oil flows from the air end 22 to a separator tank 26, where the oil is separated from the air.
  • the tank 26 discharges compressed air through an outlet valve 30 to a customer.
  • the customer determines compressor demand for compressed air from the tank 26.
  • the pneumatic control system 18 includes a cylinder assembly 42, an inlet valve 46, and an engine throttle lever 50, all of which are connected to a pivot lever 54.
  • the cylinder assembly 42 retracts and pivots the pivot lever 54 to close the inlet valve 46 and move the engine throttle lever 50 to decrease the engine speed.
  • the cylinder assembly 42 extends. Extension of the cylinder assembly 42 pivots the pivot lever 54 to open the inlet valve 46 and actuates the engine throttle 50 to increase the engine speed.
  • the pneumatic control system 18 adjusts the inlet valve 46 and actuates the engine throttle 50 simultaneously.
  • the engine speed is at a point somewhere between low idle and full speed, and the compressor inlet valve 46 is partly closed. Since the compressor inlet flow is partially closed, the inlet losses are high and the compressor efficiency drops.
  • US5,967,757 describes a compressor including a control system that continuously monitors several operating parameters of the compressor. Sensed values of the parameters arc fed as electronic signals to an electronic control module (ECM) programmed to follow a logic routine that compares the sensed values to predetermined setpoints stored in memory.
  • ECM electronice control module
  • a compressor inlet valve is precisely positioned by a linear actuator driven by a motor that is controlled by pulses sent by the ECM.
  • the compressor outlet pressure is sensed and the ECM compares this value to a desired value in memory and generates the motor control signals accordingly.
  • the ECM also executes a separate prime mover (engine) speed control routine that ensures the speed is maintained when it would otherwise be increased or decreased as a result of fluctuation in the compressor load.
  • EP-A-0758055 describes an apparatus and method for controlling the flow of gas to a compressor.
  • An inlet valve electronically controls inlet gas flow and prevents back flow.
  • the valve has a valve member that is operated by a linear actuator which includes a DC motor. The valve member is moveable away from the inlet when the actuator is retracted by the flow of low pressure gas through the inlet.
  • a compressor assembly comprising: a compressor including a fluid inlet having an inlet valve; an engine that drives the compressor; a tank that receives pressurized fluid from the compressor, and the tank having an outlet for discharging pressurized fluid; a control system in fluid communication with the tank, the control system including a regulator providing for fluid flow from the tank when the pressure within the tank exceeds a setpoint pressure; an electronic controller that controls the speed of the engine in response to fluid pressure within the control system; and characterised in that there is provided a pneumatic controller that controls the inlet valve in response to fluid pressure within the control system, and in that the electronic controller is separate from the pneumatic controller.
  • a method of controlling a compressor assembly comprising: a compressor having an inlet valve, an engine that drives the compressor, a tank that receives pressurized fluid from the compressor and includes an outlet for discharging pressurized fluid, a control system in fluid communication with the tank, a regulator that permits fluid flow from the tank to the control system when the pressure within the tank exceeds a setpoint pressure, an electronic controller that controls the engine speed, a pneumatic controller that controls the inlet valve, and a control pressure sensor, the method comprising the steps of: sensing the fluid pressure within the control system with the control pressure sensor and generating a control pressure signal; providing the control pressure signal from the control pressure sensor to the electronic controller; adjusting the engine speed with the electronic controller in response to the control pressure signal received from the control pressure sensor; and characterised by adjusting the inlet valve with the pneumatic controller in response to the fluid pressure within the control system, wherein the electronic controller is separate from the pneumatic controller.
  • the invention relates to a compressor assembly comprising a compressor including a fluid inlet having an inlet valve, an engine that drives the compressor, a tank that receives pressurized fluid from the compressor.
  • a control system is in fluid communication with the tank, and a pressure regulator permits fluid flow from the tank to the control system when the pressure within the tank exceeds a setpoint pressure.
  • An electronic controller controls the speed of the engine in response to fluid pressure within the control system.
  • a pneumatic controller controls the inlet valve in response to fluid pressure within the control system. The electronic controller is separate from the pneumatic controller.
  • a control pressure sensor senses fluid pressure within the control system and provides a control pressure signal to the electronic controller.
  • the electronic controller may include software control logic that receives the control pressure signal and determines the new desired speed of the engine.
  • the electronic controller may provide an output signal to the engine that adjusts the speed of the engine to the new desired speed in response to the control pressure signal.
  • a tank pressure sensor senses fluid pressure within the tank and provides a tank pressure signal to the electronic controller. The electronic controller may determine the setpoint pressure in response to the control pressure signal and the tank pressure signal.
  • the engine speed and the inlet valve may be separately controlled to increase efficiency of the compressor assembly.
  • the inlet valve remains substantially open, while the electronic controller adjusts engine speed between the maximum and minimum speed for the engine. Once the engine reaches the minimum speed, the pneumatic controller may adjust the inlet valve between an open condition and a closed condition. For maximum part-load efficiency, the inlet valve should remain fully open during part-load operation while engine speed is modulated to match flow demand.
  • Fig. 2 illustrates a compressor assembly 110 that electronically controls engine speed, and pneumatically controls an inlet opening.
  • the compressor assembly 110 compresses fluids, such as air or other similar fluids, to pressures above normal atmospheric pressure.
  • the compressor may be a screw compressor, a piston compressor, a scroll compressor or a centrifugal compressor, and may be an oil flooded compressor or an oil free compressor.
  • the engine may be any conventional internal combustion engine, such as a diesel engine.
  • the compressor assembly 110 includes an air end 114, or compressor, that compresses the air, and an engine 118 that drives the air end 114. Air enters the air end 114 through an inlet opening 122.
  • the compressor includes a capacity control device that controls air flow into the inlet opening 122.
  • the capacity control device includes an inlet valve 126, such as a butterfly valve.
  • the capacity control device may also include an unloader valve.
  • the air end 114 compresses the air and delivers the air to a separator tank 130. If the compressor assembly 110 includes an oil-filled compressor, the oil is separated from the compressed air in the separator tank 130. If the compressor assembly 110 includes an oil-free compressor, the air may collect in the tank 130, or the air end 114 may discharge compressed air directly to a discharge air pipe.
  • the tank 130 includes an outlet valve 134 that controls discharge air flow from the tank 130 to a user.
  • the user may include air powered machinery, or other similar devices connected to an air system.
  • the customer generally determines compressor demand based on the need for compressed air within the air system. As demand increases, more compressed air is discharged from the tank 130, and the tank pressure generally decreases. As demand decreases, less air is discharged from the tank 130, and tank pressure generally increases.
  • a pressure regulator 138 When the pressure within the tank 130 exceeds a setpoint pressure, a pressure regulator 138 permits air to flow from the tank 130 into a control system 142.
  • the control system 142 is a closed pneumatic system, such as a conduit, piping or tubing, and helps relieve pressure above the setpoint within the tank 130. As pressure within the tank 130 increases above the setpoint, pressure within the control system 142 also increases proportionately.
  • the compressor assembly 110 includes a pneumatic controller 146 that controls the inlet valve 126.
  • the inlet valve 126 influences compressor capacity, the compressor discharge pressure, and the pressure within the tank 130.
  • the pneumatic controller 146 includes a cylinder assembly 150 having a cylinder 154 in fluid communication with the control system 142, and a piston rod 158 at least partially disposed within the cylinder 154 and movable with respect to the cylinder 154 between an extended condition and a retracted condition.
  • a pivot lever 162 is coupled to the piston rod 158 and the inlet valve 126, and the inlet valve 126 is pivotally coupled adjacent the inlet opening 122.
  • the piston rod 158 retracts and moves the inlet valve 126 toward the closed condition, or unloaded position.
  • a biasing member 164 such as a spring, may bias the inlet valve 126 toward the open condition, or loaded position.
  • the piston rod 158 extends and the inlet valve 125 moves toward the open condition. Opening the inlet valve 126 generally increases the tank pressure or discharge pressure, and closing the inlet valve 126 generally decreases the tank pressure or discharge pressure.
  • the compressor assembly 110 may include a partial-load compressor, and the inlet valve 126 may be positionable between the open condition and the closed condition.
  • Fig. 2 illustrates the inlet valve 126 in a partially loaded position.
  • the compressor assembly 110 includes an electronic controller 166 that controls the speed of the engine 118.
  • the electronic controller 166 may include an electronic control module (ECM), a computer, or other similar electronic processors.
  • the engine 118 is an electronically controlled engine. Engine speed influences the compressor discharge pressure, and the pressure within the tank 130. Increasing engine speed generally increases the tank pressure or discharge pressure, and decreasing engine speed generally decreases the tank pressure or discharge pressure.
  • a control pressure sensor 170 senses fluid pressure within the control system 142 and provides a control pressure signal 174 to the electronic controller 166 identifying the pressure within the control system 142. In Fig. 2 , the control pressure signal 174 is represented by line 174.
  • the compressor assembly 110 may also include a tank pressure sensor 178 that senses fluid pressure within the tank 130 and provides a tank pressure signal 182 to the electronic controller 166. In Fig. 2 , the tank pressure signal 182 is represented by line 182.
  • the electronic controller 166 controls engine speed in response to the pressure within the control system 142.
  • the electronic controller 166 receives the control pressure signal 174 from the control pressure sensor 170, determines the appropriate engine speed, and provides an output signal 186 to the engine 118 to control the engine speed. In Fig. 2 , the output signal 186 is represented by line 186. If the control system pressure is above a desired level, the electronic controller 166 decreases engine speed. If the control system pressure is below a desired level, the electronic controller 166 increases engine speed.
  • the engine 118 is generally adjustable between a maximum speed and a minimum speed, or idle speed. Increasing engine speed generally increases the tank pressure and control system pressure, and the decreasing engine speed generally decreases the tank pressure and control system pressure.
  • Fig. 3 represents a control strategy for the compressor assembly 110.
  • Fig. 3 illustrates a graph including control system pressure, tank pressure, and engine speed in relation to time as compressor demand changes over a period of time.
  • Figs. 2 and 3 illustrate how the compressor assembly 110 responds to changes in compressor discharge pressure or customer demand.
  • Points (A)-(H) represent various changes in demand for the compressor assembly 110.
  • the engine 118 has a minimum or idle speed of 1200 RPM and a maximum or full speed of 1800 RPM.
  • the setpoint pressure for the pressure regulator 138 and pressure within the tank 130 is approximately 150 psig, and the desired level for pressure within the control system 142 is approximately 4 psig.
  • the electronic controller 166 begins lowering engine speed in order to match the decreasing demand.
  • the desired level is approximately 4 psig.
  • Software logic in the electronic controller 166 generally controls engine speed such that the control system pressure is near the desired level. Maintaining a small pressure within the control system 142 may help the compressor assembly 110 respond more quickly to changes in compressor demand and separator tank pressure.
  • other digital logic e.g., an ASIC, discrete circuitry, etc. may be used in place of the software logic.
  • the process described above operates in reverse for an increase in demand from zero to full compressor capacity.
  • demand increases which causes tank pressure and control system pressure to decrease as compressed air is discharged from the tank 130.
  • the pneumatic controller 146 moves the inlet valve 126 toward the open condition as the control system pressure decreases toward the desired level.
  • the inlet valve 126 is at the open condition, and the electronic controller 166 begins increasing engine speed as demand continues to increase.
  • the electronic controller 166 continues to increase engine speed to maintain the control system pressure near the desired level.
  • the engine 118 reaches full speed.
  • the compressor assembly 110 is at maximum flow, or full capacity, when the engine 118 is at full speed and the inlet valve 126 is fully open. As shown on Fig. 3 beyond point H, any increase in demand when the compressor assembly 110 is at maximum flow will decrease the tank pressure and control system pressure. When the tank pressure decreases below the setpoint, the control system pressure will be zero.
  • the compressor assembly 110 can maintain a steady-state position at any operating point if the compressed air demand remains steady. As demand begins to increase from zero ("unloaded") to a small percentage of full compressor capacity, the pressure in the separator tank 130 begins to drop. This lowers the control system pressure, and allows the inlet valve 126 to open slightly while the engine remains at low idle. As the demand continues to increase to the point where the tank pressure is only slightly above the setpoint, the electronic controller 166 begins increasing engine speed as needed to match demand, and attempts to maintain the control system pressure at the desired level (e.g., 4 psi). The compressor assembly 110 may operate in this state to provide part-load flow demands up to the point of maximum engine speed. At maximum engine speed, the compressor assembly 110 reaches full capacity, or maximum flow. Any flow demand increase above this point will simply cause the tank pressure to fall below the setpoint.
  • the electronic controller 166 includes software that controls the engine speed based on the signal 174 provided by the control pressure sensor 170.
  • Fig. 4 schematically illustrates a control algorithm that controls engine speed for the compressor assembly 110 of Fig. 2 .
  • the control algorithm includes a PID control where the control system pressure is the measured as a variable input. Additionally, a comparison value is applied to the algorithm. In the illustrated embodiment, the comparison valve is the desired level, shown as approximately 4 psig. The difference between the desired level and the actual control system pressure is computed (could be positive or negative). This error is then acted upon by the PID algorithm to compute an adjustment or new speed for the engine.
  • the electronic controller 166 then provides the output signal 186 including this new speed to the engine 118.
  • the tank pressure or discharge air pressure is also monitored during the above process. If the rate of change (rise or fall) of this discharge pressure exceeds given limits, the integral term in the PID algorithm will be reset to a specific value. For example, if the rate of change is negative, the reset value will be 1800 RPM (revolutions per minute). If the rate of change is positive, the reset value will be 1200 RPM. These reset values will cause the electronic controller 166 to make an immediate speed change (increase or decrease) in order to affect the corresponding air pressure change. Moreover, resetting the integral term allows the compressor assembly 110 to be more responsive to changes in load or demand.
  • the electronic controller 166 uses the tank pressure signal 182 provided by the tank pressure sensor 178 for determining the setpoint pressure, or regulated pressure. That is, an operator does not need to input a new setpoint pressure directly into the electronic controller 166.
  • the pressure regulator 138 may be adjusted manually. Once the pressure regulator 138 is adjusted to a new setpoint pressure, for example from 150 psig to 125 psig, the regulator 138 begins bleeding air into the control system 142 once the tank pressure rises slightly above the new setpoint pressure. When this occurs, the electronic controller 166 measures the separator tank pressure from tank pressure sensor 178 and may readjust the software control logic based on the new setpoint pressure. Therefore, automatic compensation is made and no direct user adjustment is required for the electronic controller 166. This simplifies and reduces the cost of the electronic controller 166 and/or control panel since no pressure select adjustment switches or output display features are needed for user adjustment.
  • the electronic controller 166 is compatible with multiple compressors, and each compressor or compressor model includes a unique electronic identification (ID).
  • ID unique electronic identification
  • the electronic controller 166 reads this ID and, based upon the ID, executes a control algorithm for that machine or model. Using the ID allows for a single software package for a family of machines where only the control algorithm varies.
  • a connection 194 between the compressor assembly 110 and the electronic controller 166 may include the ID that identifies the air end 114 or compressor model to the electronic controller 166 and software.
  • the electronic controller 166 prevents undesired adjusting of the pressure regulator 138 above a maximum value allowable for the compressor assembly 110. This protects the compressor assembly 110 beyond operation range or design limitations such as engine horsepower and tank pressure.
  • the design limitations of the compressor assembly 110 such as maximum discharge pressure or tank pressure, are known to the electronic controller 166 by the electronic ID of the controller.
  • a model identification plug in the electrical wiring harness may connect to the electronic controller 166, and is used as the identifier.
  • Each compressor, or family of similar compressors is installed with the plug, which has a particular resistor value in it. This value is interpreted by the electronic controller 166 as a voltage level, and is compared to a table programmed into the software.
  • the software uses the table to determine the compressor model identity and operation range parameters. This allows for a common software package to be used across multiple compressor models, precluding the need for the software to be model-specific.
  • the electronic controller 166 determines whether the regulator 138 is set too high. If the regulator 138 is set too high, the electronic controller may actuate an alarm or stop the compressor assembly 110.
  • the electronic controller 166 automatically detects whether a failed diaphragm is present in the pressure regulator 138.
  • a common failure of a pressure regulator is that a hole develops in an elastomer diaphragm. This results in the control system remaining at zero pressure even when the separator tank pressure rises beyond the setpoint pressure. The ultimate result is that the compressor continues to build pressure until a relief valve setting in the tank 130 or air system is reached. In oil flooded compressors, venting of the separator tank pressure through the safety relief valve often results in releasing compressor oil into the compressor package, and/or onto the ground. This results in a messy condition that requires expensive cleanup.
  • the electronic controller 166 knows the rated package discharge pressure from the electrical harness identification plug outlined above. Once the pressure in the separator tank 130 rises above a set amount beyond the maximum rated value for the compressor assembly 110 and the control pressure sensor 170 does not detect any pressure in the control system 142, the electronic controller 166 infers that the diaphragm of the pressure regulator 138 has failed. The electronic controller 166 then shuts down the compressor assembly 110 before the separator tank pressure rises to the point of relief valve venting, and may indicate an alarm condition through an alarm light.
  • the compressor assembly 110 may include a starting system 204 to assist in starting the compressor assembly 110.
  • the starting system 204 is interconnected to the control system 142 and includes a second compressor 208, first solenoid 212, second solenoid 216, and a checkvalve 220.
  • the starting system 204 increases fluid pressure within the control system 142 during starting such that the pneumatic controller 146 closes the inlet valve 126.
  • the solenoids 212, 216 may actuate to permit or restrict fluid flow through the control system 142.
  • the second compressor 208 may then increase the pressure within the control system 142 to actuate the inlet valve 126.
  • the first solenoid 212 is normally closed and may be energized to open during starting, and then de-energized to close during normal operation of the compressor assembly 110.
  • the second solenoid 216 is normally open and may be energized to close during starting to permit the second compressor 208 to actuate the pneumatic controller 146 and close the inlet valve 126.
  • the second solenoid 216 may then be de-energized to open during normal operation of the compressor assembly 110.
  • the checkvalve 220 may permit one-way fluid flow such that the second compressor 208 may actuate the pneumatic controller 146, but the control system pressure does not flow toward the second compressor 208.
  • the second compressor 208 includes a 24 VDC Air Compressor.
  • an engine driven compressor assembly 110 including a electronic controller 166 that electronically controls the engine speed and a pneumatic controller 146 that pneumatically controls the inlet valve 126 and the capacity of the compressor. It is envisioned that one or more embodiments described above may be combined into a single embodiment.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
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  • Combustion & Propulsion (AREA)
  • Control Of Positive-Displacement Pumps (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
  • Compressors, Vaccum Pumps And Other Relevant Systems (AREA)
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Claims (31)

  1. Kompressorbaugruppe (110), die Folgendes umfasst:
    einen Kompressor (114), der einen Fluideinlass (122) mit einem Einlassventil (126) aufweist;
    einen Motor (118), der den Kompressor antreibt;
    einen Behälter (130), der unter Druck stehendes Fluid vom Kompressor aufnimmt und der einen Auslass (134) zum Ablassen von unter Druck stehendem Fluid aufweist;
    ein Steuersystem (142) in Fluidverbindung mit dem Behälter (130), wobei das Steuersystem einen Regler (138) aufweist, der einen Fluidstrom von dem Behälter erzeugt, wenn der Druck in dem Behälter einen Sollwert übersteigt;
    eine elektronische Steuerung (166), die eine Drehzahl des Motors (118) als Reaktion auf Fluiddruck in dem Steuersystem (142) regelt; und
    dadurch gekennzeichnet, dass eine pneumatische Steuerung (146) vorgeschen ist, die das Einlassventil (126) als Reaktion auf Fluiddruck in dem Steuersystem (142) steuert, und dadurch, dass die elektronische Steuerung (166) von der pneumatischen Steuerung (146) getrennt ist.
  2. Kompressorbaugruppe nach Anspruch 1, wobei der Solldruck justierbar ist und die elektronische Steuerung (166) den Solldruck als Reaktion auf Fluiddruck in dcm Steuersystem (142) und auf Fluiddruck in dem Behälter (130) bestimmt.
  3. Kompressorbaugruppe nach Anspruch 1, die ferner einen Steuerdrucksensor (170) umfasst, der Fluiddruck in dem Steuersystem erfasst und ein Steuerdrucksignal (174) zur elektronischen Steuerung (166) sendet, und die elektronische Steuerung justiert die Motordrehzahl als Reaktion auf das Steuerdrucksignal.
  4. Kompressorbaugruppe nach Anspruch 3, wobei der Steuerdrucksensor (170) einen Druckwandler aufweist.
  5. Kompressorbaugruppe nach Anspruch 3, die ferner einen Behälterdrucksensor (178) umfasst, der Fluiddruck in dem Behälter (130) erfasst und ein Behälterdrucksignal (182) zur elektronischen Steuerung (166) sendet, wobei der Solldruck justierbar ist und die elektronische Steuerung den Solldruck als Reaktion auf das Steuerdrucksignal (174 und das Behälterdrucksignal (182) bestimmt.
  6. Kompressorbaugruppe nach Anspruch 5, wobei der Behälterdrucksensor (178) einen Druckwandler aufweist.
  7. Kompressorbaugruppe nach Anspruch 1, wobei die elektronische Steuerung (166) die Motordrchzahl erhöht, wenn der Fluiddruck des Steuersystems unter einem gewünschten Pegel liegt.
  8. Kompressorbaugruppe nach Anspruch 1, wobei die elektronische Steuerung (166) die Motordrehzahl verringert, wenn der Fluiddruck im Steuersystem über einem gewünschten Pegel liegt.
  9. Kompressorbaugruppe nach Anspruch 1, wobei die pneumatische Steuerung (146) das Einlassventil (126) in Richtung auf einen Schließzustand justiert, wenn der Fluiddruck im Steuersystem (142) über einen gewünschten Pegel hinaus ansteigt und die Motordrehzahl auf einem Minimalwert ist.
  10. Kompressorbaugruppe nach Anspruch 1, wobei die pneumatische Steuerung (146) das Einlassventil (126) in Richtung auf einen offenen Zustand justiert, wenn der Fluiddruck im Steucrsystem in Richtung auf einen gewünschten Pegel abnimmt.
  11. Kompressorbaugruppe nach Anspruch 1, wobei die Motordrehzahl zwischen einem Minimalwert und einem Maximalwert justierbar ist und das Einlassventil (126) zwischen einem offenen Zustand und einem geschlossenen Zustand justierbar ist, und die elektronische Steuerung (166) justiert die Motordrehzahl, während das Einlassventil (126) im Wesentlichen im offenen Zustand ist, und die pneumatische Steuerung (146) justiert das Einlassventil (126), während der Motor im Wesentlichen auf der Minimaldrehzahl ist.
  12. Kompressorbaugruppe nach Anspruch 1, wobei die pneumatische Steuerung (146) eine Zylinderbaugruppe (150) mit einem Zylinder (154) und eine Kolbenstange (158) aufweist, die mit Bezug auf den Zylinder (154) zwischen einem ausgefahrenen Zustand und einem eingefahrenen Zustand beweglich ist, und wobei das Einlassventil (126) ein drehbar gekoppeltes Drosselklappenventil und einen Schwenkhebel (162) aufweist, der das Drosselklappcnventil mit der Kolbenstange (158) verbindet.
  13. Kompressorbaugruppe nach Anspruch 1, wobei die elektronische Steuerung (166) einen Prozessor beinhaltet, der die Änderung des Fluiddrucks und die Änderungsrate des Fluiddrucks im Behälter (130) und im Steuersystem (142) berechnet und die Motordrehzahl als Reaktion auf die Änderung des Fluiddrucks und die Änderungsrate des Fluiddrucks im Behälter (130) und im Steuersystem (142) justiert.
  14. Kompressorbaugruppe nach Anspruch 1, wobei der Kompressor (114) ein Teillast-Kompressor ist und das Einlassventil (126) stufenlos zwischen einem offenen Zustand und einem geschlossenen Zustand beweglich ist.
  15. Kompressorbaugruppe nach Anspruch 1, wobei die elektronische Steuerung (166) mit mehreren Kompressormodellen kompatibel ist und der Kompressor (114) eine Kennung aufweist, die der elektronischen Steuerung anzeigt, welches Kompressormodell mit dem elektronischen Kompressor verbunden ist.
  16. Kompressorbaugruppe nach Anspruch 15, wobei die Kennung einen Identifikationsstecker an der Verbindung zwischen dem Kompressor (114) und der elektronischen Steuerung (166) aufweist.
  17. Kompressorbaugruppe nach Anspruch 15, wobei die Kennung einen Code aufweist, der in die elektronische Steuerung (166) eingegeben wird.
  18. Kompressorbaugruppe nach Anspruch 15, wobei die elektronische Steuerung (166) einen separaten Logik- und Steueralgorithmus aufweist und wobei Designbeschränkungen jeweils den mehreren Kompressormodellen entsprechen.
  19. Kompressorbaugruppe nach Anspruch 1, die ferner einen zweiten Kompressor in Fluidverbindung mit dem Steuersystem (142) aufweist, um die pneumatische Steuerung (146) zu betätigen und das Einlassventil (126) beim Starten der Kompressorbaugruppe (110) zu schließen.
  20. Verfahren zum Steuern einer Kompressorbaugruppe (110), die Folgendes umfasst:
    einen Kompressor (114) mit einem Einlassventil (126), einen den Kompressor antreibenden Motor (118), einen Behälter (130), der unter Druck stehendes Fluid von dem Kompressor aufnimmt und einen Auslass (134) zum Ablassen von unter Druck stehendem Fluid aufweist, ein Steuersystem (142) in Fluidverbindung mit dem Behälter, einen Regler (138), der einen Fluidstrom vom Behälter (130) zum Steuersystem (142) zulässt, wenn der Druck in dem Behälter (130) einen Sollwert überstcigt, eine elektronische Steuerung (166), die die Motordrehzahl regelt, eine pneumatische Steuerung (146), die das Einlassventil (126) steuert, und einen Steuerdrucksensor (170), wobei das Verfahren die folgenden Schritte beinhaltet:
    Erfassen des Fluiddrucks in dem Steuersystem (142) mit dem Steuerdrucksensor (170) und Erzeugen eines Steuerdrucksignals (174);
    Senden des Steuerdrucksignals (174) vom Steuerdrucksensor (170) zur elektronischen Steuerung (166);
    Justieren der Motordrehzahl mit der elektronischen Steuerung (166) als Reaktion auf das vom Steuerdrucksensor empfangene Steuerdrucksignal (174); und gekennzeichnet durch
    Justieren des Einlassventils (126) mit der pneumatischen Steuerung (146) als Reaktion auf den Fluiddruck im Steuersystem (142), wobei die elektronische Steuerung (166) von der pneumatischen Steuerung (146) getrennt ist.
  21. Verfahren nach Anspruch 20, das ferner das Justieren der Motordrchzahl mit der elektronischen Steuerung (166) beinhaltet, während das Einlassventil (126) im Wesentlichen in einem offenen Zustand ist.
  22. Verfahren nach Anspruch 20, das ferner das Justieren des Einlassventils (126) mit der pneumatischen Steuerung (146) beinhaltet, während der Motor (118) im Wesentlichen auf einer Minimaldrehzahl ist.
  23. Verfahren nach Anspruch 20, das ferner das Justieren der Motordrehzahl mit der elektronischen Steuerung (166) beinhaltet, um das Steuerdrucksignal (174) etwa auf einem gewünschten Pegel zu halten, wobei die elektronische Steuerung die Motordrehzahl zwischen einer Maximaldrehzahl und einer Minimaldrehzahl justiert, einschließlich dem Erhöhen der Motordrehzahl, um das Steuerdrucksignal allgemein zu verringern, und dem Verringern der Motordrehzahl, um das Steuerdrucksignal allgemein zu erhöhen.
  24. Verfahren nach Anspruch 20, das ferner das Erhöhen der Motordrehzahl beinhaltet, wenn das Steuerdrucksignal (174) unter einem gewünschten Pegel liegt.
  25. Verfahren nach Anspruch 20, das ferner das Verringern der Motordrchzahl beinhaltet, wenn das Steuerdrucksignal (174) über einem gewünschten Pegel ist.
  26. Verfahren nach Anspruch 20, das ferner das Justieren des Einlassventils (126) in Richtung auf einen geschlossenen Zustand beinhaltet, wenn der Steuersystemfluiddruck über einen gewünschten Pegel hinaus zunimmt und die Motordrehzahl auf einem Minimalwert ist.
  27. Verfahren nach Anspruch 20, das ferner das Justieren des Einlassventils (126) in Richtung auf einen offenen Zustand beinhaltet, wenn der Fluiddruck im Steuersystem in Richtung auf einen gewünschten Pegel abnimmt.
  28. Verfahren nach Anspruch 20, wobei die pneumatische Steuerung (146) eine Zylinderbaugruppe (150) mit einem Zylinder (154) in Fluidverbindung mit dem Steuersystem (142) und eine Kolbenstange (158) aufweist, die mit Bezug auf den Zylinder (154) zwischen einer ausgefahrenen Position und einer eingefahrenen Position beweglich ist, und die pneumatische Steuerung (146) das Einlassventil (126) justiert, wenn der Fluiddruck im Steuersystem die Kolbenstange mit Bezug auf den Zylinder bestätigt.
  29. Verfahren nach Anspruch 20, wobei das Justieren der Motordrehzahl Folgendes beinhaltet:
    Empfangen des Steuerdrucksingals (174) mit der elektronischen Steuerung (166);
    Ermitteln einer neuen Motordrehzahl mit der elektronischen Steuerung (166) als Reaktion auf das Steuerdrucksignal (174); und
    Erzeugen eines Ausgangssignals (186) und Senden des die neue Motordrehzahl repräsentierenden Ausgangssignals zum Motor (118).
  30. Verfahren nach Anspruch 20, das ferner die folgenden Schritte beinhaltet:
    Erfassen des Fluiddrucks in dem Behälter (130) mit einem ersten Drucksensor und Erzeugen eines Behälterdrucksignals vom Behälterdrucksensor;
    Senden des Behälterdrucksignals zur elektronischen Steuerung (166); und
    Bestimmen des Solldrucks als Reaktion auf das Steuerdrucksignal (174) und das Behälterdrucksignal.
  31. Verfahren nach Anspruch 20, wobei der Steuerdrucksensor (170) ein Druckwandler ist.
EP02757470A 2001-08-30 2002-08-30 Motorgetriebener verdichter Expired - Lifetime EP1427941B1 (de)

Applications Claiming Priority (3)

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US31610001P 2001-08-30 2001-08-30
US316100P 2001-08-30
PCT/US2002/027602 WO2003021108A1 (en) 2001-08-30 2002-08-30 Engine driven compressor

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EP1427941A1 EP1427941A1 (de) 2004-06-16
EP1427941A4 EP1427941A4 (de) 2006-04-05
EP1427941B1 true EP1427941B1 (de) 2008-09-10

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AT (1) ATE408063T1 (de)
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Publication number Priority date Publication date Assignee Title
JP6827334B2 (ja) * 2017-02-06 2021-02-10 北越工業株式会社 エンジン駆動型圧縮機の制御方法及びエンジン駆動型圧縮機

Family Cites Families (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4232997A (en) * 1978-04-27 1980-11-11 Grimmer Schmidt Corp. Method and apparatus for controlling compressors
US5224836A (en) * 1992-05-12 1993-07-06 Ingersoll-Rand Company Control system for prime driver of compressor and method
US5888051A (en) * 1994-08-05 1999-03-30 Mcloughlin; John E. Pump pressure control system
US5540558A (en) * 1995-08-07 1996-07-30 Ingersoll-Rand Company Apparatus and method for electronically controlling inlet flow and preventing backflow in a compressor
US5904131A (en) * 1995-12-28 1999-05-18 Cummins Engine Company, Inc. Internal combustion engine with air/fuel ratio control
US5967757A (en) * 1997-03-24 1999-10-19 Gunn; John T. Compressor control system and method

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EP1427941A4 (de) 2006-04-05
WO2003021108A1 (en) 2003-03-13
DE60228858D1 (de) 2008-10-23
EP1427941A1 (de) 2004-06-16
ATE408063T1 (de) 2008-09-15

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