JP2017115598A - Start driving control method for engine driving type compressor and engine driving type compressor - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a start control method for an engine driving type compressor capable of substantially reducing load applied to an engine just after its starting operation.SOLUTION: This invention is constituted in such a way that a cylinder 112 of an intake adjustment valve 11 for opening or closing an intake port 41 of a compressor main body 40 is partitioned into two chambers by a piston 119 connected to a valve body 116, one of the chambers is applied as a valve closing pressure receiving chamber 113 and the other is applied as an auxiliary pressure receiving chamber 114 storing a spring 114a. A releasing flow passage 14 communicated with the valve closing pressure receiving chamber 113 is closed and at the same time a forced valve closing flow passage 21 is opened, an intake flow passage 23 communicated with the auxiliary pressure receiving chamber 114 is opened and at the same time, upon starting an engine 50 under a closed state of the intake/discharge flow passage 22, the load applied to the engine 50 just after starting the engine under closing the intake adjustment valve 11 in a quite short time by synergetic effects of increased pressure in the valve closing pressure receiving chamber 113 as the pressure in the receiver tank 60 and an intake action at the auxiliary pressure receiving chamber 114 by negative pressure generated at the intake flow passage 115 is substantially reduced.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a start control method for an engine driven compressor, and an engine drive compressor for executing the start control method, and more particularly to start the engine drive compressor with a reduced start load. The engine start-up control method and the engine-driven compressor for executing the start-up method.

  An engine-driven compressor equipped with a diesel engine (hereinafter simply referred to as “engine”) as a drive source for driving the compressor body is used in outdoor work such as civil engineering work sites and construction sites where it is difficult to secure a power source. Widely used.

  As an example of such an engine-driven compressor, an engine-driven compressor 300 provided with an oil-cooled compressor as a compressor body 340 that compresses a compressed gas together with lubricating oil and discharges it as a gas-liquid mixed fluid. An example of the configuration is shown in FIG.

  The engine-driven compressor 300 includes a receiver tank 360 for separating lubricating oil discharged together with the compressed gas from the compressor body 340 in addition to the compressor body 340 and the engine 350 described above. The compressed gas from which the lubricating oil has been separated is removed through the oil separator 366 and then supplied to the consumer side to which an unillustrated air working machine or the like is connected. In addition, an oil supply passage 364 is provided for supplying the lubricating oil collected in the receiver tank 360 to the compressor main body 340 through the oil cooler 363 and the oil filter 367.

  In such an engine-driven compressor 300, in order to be able to supply compressed gas with a stable pressure to the consumption side, the discharge side pressure of the compressor main body 340, the receiver tank in the illustrated configuration, An intake air adjusting device 310 that adjusts the intake air amount of the compressor main body 340 according to the pressure in the 360 is provided.

  As the intake air adjusting device 310, the engine drive type compressor shown in FIG. 7 is provided with an intake air adjusting valve 311 that opens and closes the air inlet 341 of the compressor body 340, and an unloader regulator 316 that controls the opening and closing of the air intake adjusting valve 311. The unloader regulator 316 and the receiver tank 360 are communicated with each other by the control flow path 312 so that the compressed gas in the receiver tank 360 can be introduced into the unloader regulator 316 as an operating pressure for closing the intake adjustment valve 311, and the receiver A pressure regulating valve 313 that opens the control flow path 312 when the pressure in the tank 360 is equal to or higher than a predetermined rated pressure is provided.

  Reference numeral 314 in FIG. 7 is an escape passage. When the pressure regulating valve 313 closes the control passage 312 and the introduction of the compressed gas to the unloader regulator 316 is stopped, the compressed gas in the pressure receiving chamber of the unloader regulator 316 is removed. The unloader regulator 316 can be returned to the fully open position by the urging force of a return spring (not shown) by releasing air through the throttle 315.

  By providing the intake air adjustment device 310 configured as described above, when the pressure in the receiver tank 360 becomes equal to or higher than the rated pressure, the introduction of the compressed gas in the receiver tank 360 is started to the unloader regulator 316 and the intake air adjustment valve 311 is started. Restricts or closes the intake port 341 of the compressor main body 340, and when the pressure in the receiver tank 360 falls below the rated pressure, the intake adjustment valve 311 opens the intake port 341 of the compressor main body 340, thereby receiving the receiver tank. The intake air adjustment to the compressor main body 340 is performed so that the pressure in 360 is close to the rated pressure set by the operating pressure of the pressure adjustment valve 313.

  In the engine-driven compressor 300 configured as described above, the engine 350, which is the drive source of the compressor main body 340, has a small torque in the low rotation range and is likely to stop (stall) when a load is applied at the start.

  On the other hand, in the engine-driven compressor 300, the compressor main body 340, which is a load on the engine 350, is directly connected to the engine 350, and the engine 350 receives a load accompanying the rotation of the compressor main body 340 from the start of starting. Therefore, if the load received from the compressor main body 340 can be reduced when the engine 350 is started, the engine 350 can be started smoothly.

  Focusing on the configuration of the engine-driven compressor 300 as described above, in order to reduce the load applied to the engine 350 at the time of starting, Patent Document 1 described later includes a starting load reducing device denoted by reference numeral 320 in FIG. Is disclosed.

  The starting load reducing device 320 includes a bypass passage 321 that communicates the primary side and the secondary side of the pressure regulating valve 313 to bypass the pressure regulating valve 313, and a starting unloader valve 325 that opens and closes the bypass passage 321. (Refer to Patent Document 1 [0008] column, FIG. 5), and at the time of start-up, by opening the bypass flow path 321 by operating the start unloader valve 325, the intake air adjustment performed based on the operating pressure of the pressure control valve 313 The unloader regulator 316 can be directly communicated with the receiver tank 360 without going through the pressure regulating valve 313.

  As a result, when the pressure in the receiver tank 360 rises due to the rotation of the compressor main body 340 due to the start of the engine 350, the unloader regulator 316 is activated to close the intake adjustment valve 311 and the compressor main body 340 is unloaded. By shifting to the operation, the load applied to the engine 350 at the start of starting can be reduced.

  Then, after the operating state of the engine 350 is stabilized, the start unloader valve 325 provided in the start load reducing device 320 is operated to close the bypass flow path 321, and the pressure adjustment valve 313 is controlled according to the pressure in the receiver tank 360. By returning to the normal operation of opening and closing the flow path 312, the known intake air adjustment can be performed.

JP 2002-168177 A

  In the starting load reducing device 320 introduced as Patent Document 1 described above, the compressor main body 340 is rotated by starting the engine 350 by bypassing the pressure regulating valve 313 and directly connecting the receiver tank 360 and the unloader regulator 315 at the time of starting. If the pressure in the receiver tank 360 rises to the operating pressure of the unloader regulator 316, even if the pressure is lower than the operating pressure of the pressure regulating valve 313, the intake regulating valve 311 is closed and shifts to no-load operation. Therefore, by setting the operating pressure of the unloader regulator 316 sufficiently lower than the operating pressure of the pressure regulating valve 313, the load applied to the engine 350 at the time of starting can be greatly reduced.

  However, in the starting load reducing device 320 configured as described above, the compressor body 340 fully opens the intake port 341 until the pressure in the receiver tank 360 reaches the operating pressure of the unloader regulator 316 after the engine 350 is started. Since the load operation is performed, the load on the engine 350 immediately after the start in the most unstable operation state cannot be sufficiently reduced.

  In particular, in order to comply with recent exhaust gas regulations, the torque and output per unit displacement is improved by adopting electronic control and a supercharged engine such as a turbo engine with an intake air cooler (turbo with an intercooler). An engine-driven compressor equipped with a so-called “downsizing” engine that achieves a smaller engine displacement than a naturally aspirated engine that produces the same maximum output. In the low engine speed range, where the engine speed rises to the maximum speed, the effect of supercharging cannot be obtained, and the starting torque and output are small compared to a naturally aspirated engine that generates the same maximum output. Achieving further mitigation is essential for smoothly starting an engine-driven compressor equipped with a supercharged engine.

  Further, even if the engine is successfully started and reaches a predetermined rotational speed, sufficient output is not output when the engine is cold. In this state, the start unloader valve 325 is operated and the start load reducing device 320 operates. When the control ends and the known intake air adjustment by the intake air adjusting device 310 is started, the engine 350 shifts to a full load operation in which the intake port 341 of the compressor main body 340 is fully opened, so that a sudden load is applied to the engine 350.

  As a method of preventing the engine stall due to such a sudden load, even when the rotational speed of the engine 350 reaches a predetermined rotational speed, the state in which the load is reduced by the starting load reducing device 320 is maintained. Thus, it is effective to perform warm-up operation of the engine.

  However, in the conventional starting load reducing device 320 introduced as the above-mentioned Patent Document 1, since the operator is configured to switch the manual starter unloader valve 325, the operator can quickly detect the appropriate switching timing. If switching is performed, the engine may stall due to shifting to normal operation without sufficient warm-up, and conversely, if switching is delayed too much to cause stalling, Even after the warm-up operation is performed, the fuel is wasted by continuing the operation in the reduced load state more than necessary. Therefore, depending on the skill of the operator, the function of the starting load reducing device can be sufficiently It cannot be pulled out.

  Therefore, the present invention was made to eliminate the above-mentioned drawbacks of the prior art, and at the time of starting the engine-driven compressor, the engine and the compressor body start to rotate in a shorter time, preferably at the time of starting. By enabling the intake air adjustment valve to be fully closed while the engine is being rotated by the starter motor, the starter motor is disconnected and independent operation is started. As a result, not only when a naturally aspirated engine is installed, but also when an engine downsized by the supercharging system is installed, it is possible to reliably prevent the occurrence of engine stall at start-up. It is an object of the present invention to provide an engine-driven compressor start control method and an engine-driven work machine that can be used.

  A further object of the present invention is to warm up the operation by releasing the operation in the starting load reduction mode at an appropriate timing without depending on the operator's intuition and experience. To provide an engine-driven compressor start control method and an engine-driven compressor capable of preventing the occurrence of engine stall due to a shortage of the engine and the waste of fuel due to the continuation of operation in an unnecessarily long load reduction state. With the goal.

  Hereinafter, means for solving the problem will be described together with reference numerals used in the embodiment for carrying out the invention. This code is used to clarify the correspondence between the description of the scope of claims and the description of the mode for carrying out the invention. Needless to say, it is used in a limited manner for the interpretation of the technical scope of the present invention. It is not a thing.

In order to achieve the above object, a start control method for the engine driven compressor 1 of the present invention includes:
An engine 50, a compressor main body 40 driven by the engine 50, and an intake air adjusting device 10 for controlling intake air to the compressor main body 40 are provided, and the intake air adjusting device 10 defines an intake port 41 of the compressor main body 40. An intake adjustment valve 11 that opens and closes, a closed pressure receiving chamber 113 of the intake adjustment valve 11, and a control flow path 12 that communicates between the discharge side (the receiver tank 60 in the illustrated embodiment) of the compressor body 40; A pressure adjusting valve 13 is provided that opens the control flow path 12 when the discharge side pressure of the compressor body 40 is equal to or higher than a predetermined rated pressure (P4) and closes the control flow path 12 when the pressure is less than the rated pressure (P4). In the engine driven compressor 1,
An airtight chamber (cylinder in the illustrated example) 112 is provided in the intake adjustment valve 11, and the inside of the airtight chamber 112 is partitioned by a pressure receiving body (piston in the illustrated example) 119 that controls the operation of the valve body 116. The auxiliary pressure receiving chamber (in the illustrated example, a spring chamber) 114 is formed as the valve closing pressure receiving chamber 113, and the escape passage 14 for releasing the compressed gas in the valve closing pressure receiving chamber 113, and the auxiliary pressure receiving chamber 114. An intake / exhaust flow path 22 that enables introduction and discharge of outside air to the
The relief flow path 14 and the intake / exhaust flow path 22 are closed, the closed valve pressure receiving chamber 113 communicates with the discharge side of the compressor body (the receiver tank 60 in the illustrated example), and the auxiliary pressure receiving chamber 114 is connected. Is started in the start load reduction mode, in which the engine 50 is started in a state where the engine is communicated with the secondary side of the intake air adjustment valve 11;
Until the engine 50 is determined to start and until it is determined that the engine 50 has reached a predetermined stable operation state, the operation in the start load reducing mode is maintained, and thereafter, the intake air intake by the intake air adjusting device 10 is maintained. It shifts to the normal operation mode which performs adjustment (Claim 1).

  Note that, in the intake adjustment valve 11 according to the present invention, like the intake adjustment valve 11 shown in FIGS. 1 and 2, the airtight chamber 112, the valve closing pressure receiving chamber 113, and the auxiliary pressure receiving chamber 114 are provided with a valve body 116 and a valve seat 115a. In addition to the case where it is formed in a common valve box 111, as in the configuration shown as the prior art in FIG. 7, an intake adjustment valve (intake adjustment valve main body) 311 having a valve body and a valve seat, An unloader regulator 316 that opens and closes the intake adjustment valve 311 can also be provided separately. In this case, the cylinder of the unloader regulator 316 is placed in the above-described airtight chamber 112 and this cylinder (airtight chamber) with a piston or The chamber partitioned through a pressure receiving body such as a diaphragm becomes the above-described valve closing pressure receiving chamber 113 and auxiliary pressure receiving chamber 114.

  In the above-described start control method, after it is determined that the engine 50 is in the stable operation state, the escape passage 14 and the intake / exhaust passage 22 are opened, and the auxiliary pressure receiving chamber 114 and the intake adjustment valve 11 are opened. The communication with the secondary side of the compressor is cut off, and the discharge side (receiver tank 60) of the compressor body and the valve-closing pressure receiving chamber 113 are cut off to switch to the normal operation mode. ).

Further, when the operating state of the engine 50 satisfies a predetermined start determination condition, the start of the engine is determined,
After the start determination of the engine 50, a first predetermined time elapses, and the engine coolant temperature exceeds a predetermined warm-up completion temperature (T1), or from the elapse of the first predetermined time. Further, it may be determined that the engine 50 is in the stable operation state when any of the second predetermined time elapses or the condition is satisfied (Claim 3).

The transition to the normal operation described above may be performed immediately after it is determined that the engine 50 is in a stable operation state.
Based on the determination that the stable operation state has been established, first, the intake / exhaust flow path 22 is opened, and preparation for transition to normal operation is performed to block communication between the auxiliary pressure receiving chamber 114 and the secondary side of the intake adjustment valve 11. ,
When a third predetermined time has elapsed from the determination that the stable operation state has been reached, the escape passage 14 is opened, and the discharge side (receiver tank 60) of the compressor body and the valve closing pressure receiving chamber 113 are opened. It is preferable to interrupt the interval and shift to the normal operation mode.

Further, during operation in the normal operation mode, speed control is performed to control the engine speed between the no-load speed (N2) and the rated speed (N4) according to the discharge side pressure of the compressor body 40. Along with
Before the transition to the normal operation mode, the engine speed is controlled so that the engine is operated at a constant speed at a start speed (N3) that is higher than the no-load speed (N2) in the normal operation mode. (Claim 5).

  The engine start determination is performed when the power generation voltage or current of a power generator (not shown) provided in the engine 50 is predetermined when the rotation speed of the engine 50 exceeds a predetermined start determination rotation speed (N1). This determination can be made when the start determination value is exceeded, or when any of the conditions when the hydraulic pressure of the engine 50 exceeds a predetermined start determination pressure is satisfied (Claim 6).

Further, the engine drive type compressor 1 of the present invention for executing the start control method includes:
An engine 50, a compressor main body 40 driven by the engine 50, and an intake air adjusting device 10 for controlling intake air to the compressor main body 40 are provided, and the intake air adjusting device 10 defines an intake port 41 of the compressor main body 40. The intake adjustment valve 11 that opens and closes, the closed pressure receiving chamber 113 of the intake adjustment valve 11, and the control flow path 12 that communicates between the discharge side (the receiver tank 60 in the illustrated example) of the compressor body 40, and the compression There is provided a pressure adjusting valve 13 that opens the control flow path 12 when the discharge side pressure of the machine body 40 is equal to or higher than a predetermined rated pressure (P4) and closes the control flow path 12 when the pressure is less than the rated pressure (P4). In the engine driven compressor 1,
An airtight chamber (cylinder in the illustrated example) 112 is provided in the intake adjustment valve 11, and the inside of the airtight chamber 112 is partitioned by a pressure receiving body (piston in the illustrated example) 119 that controls the operation of the valve body 116. Is formed as the valve closing pressure receiving chamber 113, and the other is set as an auxiliary pressure receiving chamber (a spring chamber in the illustrated example) 114, and the escape passage 14 for releasing the compressed gas in the valve closing pressure receiving chamber 113 is provided in the auxiliary pressure receiving chamber 114. Intake / exhaust flow path 22 that enables introduction and discharge of outside air to / from the compressor, and a forced valve closing flow path 21 that communicates the closed pressure receiving chamber 113 of the intake adjustment valve 11 with the discharge side (receiver tank 60) of the compressor body. , And a suction passage 23 for communicating the auxiliary pressure receiving chamber 114 with the secondary side of the intake regulating valve 11, respectively, and an electromagnetic valve for opening and closing each passage (14, 21, 22, 23) (see FIG. 1 In the example SV1 to SV3, SV3, SV4 a) provided in the example of FIG. 2,
The controller 30 that controls the operation of each part of the engine-driven compressor 1 switches the operation mode according to the determination result of the engine operation state determination unit 31 that determines the operation state of the engine and the engine operation state determination unit 31. The operation mode switching means 32 is realized,
The operation mode switching means 32 is provided with a solenoid valve control means 34 for controlling the opening / closing operation of the solenoid valve,
The electromagnetic valve control means 34
When the engine operation state determination means 31 determines that the engine 50 is in a start standby state, the escape passage 14 and the intake / exhaust passage 22 are closed, and the forced valve passage 21 and the suction passage 23 are closed. In the starting load reduction mode in which a control signal for opening the engine is output to each solenoid valve,
Until the engine operating state determining means 31 determines that the engine 50 has started and determines that the engine has entered a predetermined stable operating state, the engine start state reducing mode is maintained, and thereafter The system shifts to a normal operation mode in which intake air adjustment is performed by the intake air adjusting device 10 (claim 7).

  In the present invention, the aforementioned control signal output by the solenoid valve control means 34 includes signal output stop (no signal).

  In the engine-driven compressor 1 having the above-described configuration, the solenoid valve control unit 34 determines that the engine operation state determination unit 31 has entered the stable operation state, and then the escape channel 14 and the intake / exhaust channel. And switching to the normal operation mode by outputting a control signal for closing the forcible valve closing channel 21 and the suction channel 23 to each electromagnetic valve. (Claim 8).

  The engine operating state determination means 31 determines whether the engine 50 starts when the operating state of the engine 50 satisfies a predetermined start determination condition, and after the engine 50 start determination, Whether a predetermined time has elapsed and the coolant temperature of the engine 50 exceeds a predetermined warm-up completion temperature (T1), or whether a second predetermined time has elapsed from the elapse of the first predetermined time When any one of the above conditions is satisfied, it can be determined that the engine 50 is in the stable operation state (claim 9).

The solenoid valve control means 34
When the engine operation state determination means 31 determines that the engine 50 has entered the stable operation state, the engine operation state determination means 31 outputs a control signal for opening the intake and exhaust passage 22 and closing the suction passage 23. While preparing for the transition,
When the third predetermined time has elapsed after the determination of the stable operation state, the control circuit outputs a control signal for opening the relief flow path 14 and closing the forced valve closing flow path 21 to shift to the normal operation mode. It is preferable to do this (claim 10).

Further, the operation mode switching means 32 can be provided with engine speed command means 35 for outputting a speed command for commanding the rotational speed to the engine 50 [engine control unit (ECU) 51 of the engine 50).
The engine speed command means 35 is
During operation in the normal operation mode, the rotational speed of the engine 50 between the no-load rotational speed (N2) and the rated rotational speed (N4) according to the discharge side pressure of the compressor body 40 (pressure in the receiver tank 60). Outputs a speed command to control
Prior to the transition to the normal operation mode, the speed of the engine 50 is set to a constant speed operation at a start rotation speed (N3) that is higher than the no-load rotation speed (N2) in the normal operation mode. A command can be output (claim 11).

  Further, the engine operating state determination means 31 makes a start determination of the engine 50. When the rotational speed of the engine 50 exceeds a predetermined start determination rotational speed (N1), a power generator (see FIG. (Not shown) when the power generation voltage or current exceeds a predetermined start determination value, or when the hydraulic pressure of the engine 50 exceeds a predetermined start determination pressure. (Claim 12).

  By executing the start control method of the present invention with the configuration of the present invention described above, the following remarkable effects can be obtained in the engine-driven compressor 1 of the present invention.

  In the configuration of the engine driven compressor 1 of the present invention, when the engine 50 is started, the relief passage 14 provided in the valve closing pressure receiving chamber 113 of the intake adjustment valve 11 is closed, and a pressure receiving body (in the illustrated example). The intake / exhaust flow path 22 of the auxiliary pressure receiving chamber (spring chamber) 114 formed on the opposite side of the valve closing pressure receiving chamber 113 via the piston 119 is closed, and the auxiliary pressure receiving chamber 114 is closed by the suction flow path 23 with the intake adjustment valve. 11, the valve closing pressure receiving chamber 113 of the intake adjustment valve 11 and the discharge side (receiver tank 60) of the compressor main body are communicated by a forced valve closing flow path 21. Compared with the case where the starting load reducing device 320 of the prior art described with reference to FIG. 7 is used for starting, the engine 50 starts in a shorter time after the start operation (rotation operation of the compressor body 40) is started. Inlet of compressor main body 40 1 can be a closed and thereby it is possible to greatly reduce the load immediately after the start of the engine 50.

  That is, in the configuration described in the above-mentioned Patent Document 1, since the escape passage 314 is opened even at the time of start-up, even if the pressure in the receiver tank 360 increases due to the rotation of the compressor body 340, the increase occurs. A part of the pressure was discharged without being used for the valve closing operation of the intake adjustment valve 311.

  Further, the configuration described in Patent Document 1 does not include any configuration for moving a pressure receiving body (not shown) such as a piston or a diaphragm provided in the unloader regulator 316 in the valve closing direction by negative pressure.

  On the other hand, in the configuration of the present application, the forced valve closing passage 21 communicates the valve closing pressure receiving chamber 113 with the secondary passage (receiver tank 60) of the compressor body with the relief passage 14 closed. The pressure on the discharge side of the compressor main body and the pressure in the valve closing pressure receiving chamber 113 are the same pressure, so that even a slight pressure increase generated on the discharge side of the compressor main body can be directly transmitted to the pressure receiving body 119. It can be done.

  In addition, when the auxiliary pressure receiving chamber 114 communicates with the suction flow path 115 on the secondary side of the intake adjustment valve 11, the compressor main body 40 starts to rotate and the suction flow path 115 becomes negative pressure. The negative pressure in 114 also exerts a force to move the pressure receiving body 119 in the valve closing direction.

  As a result, in the configuration of the present application, even when the intake adjustment valve 11 having the same performance is used, the secondary side pressure of the compressor body 40 (see FIG. It is possible to shift to a no-load operation state in which the intake adjustment valve 11 is fully closed while the pressure in the receiver tank 60 is low. The load applied to the engine 50 immediately after a certain start can be reduced, and the engine 50 can be started up smoothly to prevent engine stall.

  Whether the engine operating state determination means 31 has passed a predetermined first set time after the start of the engine 50 and the cooling water temperature exceeds a preset temperature (T1), or whether a second set time has elapsed, When any of the conditions is satisfied, it is determined that the engine 50 is in the stable operation state, and after the determination that the engine 50 is in the stable operation state is made, the start load reduction mode is shifted to the normal operation mode (automatic operation mode). Transition), the engine 50 is not in the state where the engine speed or output is unstable (warm-up operation incomplete), and the start load reduction mode is not terminated and the normal operation mode is not entered. It was possible to prevent the occurrence more reliably.

  In particular, in the above configuration, when the engine 50 is already warmed up, such as in a warm season such as summer or when the engine 50 is restarted after being stopped, the first set time has elapsed. If the water temperature reaches the set temperature (T1) before the second set time elapses, it is determined that the operation is stable and the normal operation mode can be entered, so the second set time always elapses. Compared with the case where the operation is continued until the operation load is reduced, the operation time in the start load reduction mode can be shortened, and the amount of fuel consumed by the operation in the start load reduction mode can be reduced.

  In an engine-driven compressor equipped with an oil-cooled compressor body, the lubricating oil collected in the receiver tank 60 is pumped by the pressure in the receiver tank 60 to supply the compressor body 40 again. However, in the configuration of the present invention, as described above, the intake air adjustment is performed in a state where the discharge side pressure of the compressor body 40 (pressure in the receiver tank 60) is lower than that of the conventional structure (see FIG. 7). The start load reduction mode operation is performed with the valve 11 fully closed.

  For this reason, when the viscosity of the lubricating oil increases and the fluidity decreases, such as during cold weather, when the full load operation is started from this state, the initial transition to full load operation will occur. There is a possibility that the oil supply to the compressor body 40 is insufficient.

  However, in the example in which the transition to the normal operation after the start load reduction mode is performed after the preparation for the transition to the normal operation is performed, the suction passage 23 communicating with the auxiliary pressure receiving chamber 114 is closed and the intake / exhaust is closed. When the air flow path 22 is opened, the negative pressure acting on the pressure receiving body 119 disappears, so that the intake adjustment valve 11 is slightly opened temporarily, and the compressor body 40 starts intake and compression, thereby causing the discharge side. As the pressure (pressure in the receiver tank 60) rises to a pressure (P2) higher than the pressure (P1) in the starting load reduction mode, the discharge air temperature also rises with this compression and the lubricating oil is warmed. Even when the engine-driven compressor 1 equipped with the oil-cooled compressor body 40 is used in cold weather, the compressor body 40 is insufficiently supplied with oil or the discharge air temperature is abnormal due to insufficient supply of oil. By the rise It was possible to prevent the said compressor emergency stop.

 In addition, the intake adjustment valve 11 is slightly opened at the time of preparation for transition to normal operation, and the load increases. Thereafter, the intake adjustment valve 11 is fully opened at the time of transition to the normal operation mode, so that the load on the compressor body 40 is also stepped. The engine stall can be made less likely to occur compared to the case where the full load operation is suddenly shifted from the no-load operation state, and the discharge of the compressor main body 40 is prepared during preparation for the normal operation shift. Since the side pressure (pressure in the receiver tank 60) has already increased to a pressure (P2) higher than the pressure (P1) in the start load reduction mode, the time to increase the pressure to the rated pressure (P4) is shortened. We were able to.

  The engine speed of the engine 50 is started by setting the engine speed (N3), which is the engine speed of the engine 50 in the start load reduction mode, to be higher than the no-load speed (N2) during operation in the normal operation mode. As a result, the starting torque at the start-up increased and the startability was improved.

  In addition, the start rotation speed (N3) is set to be higher than the no-load rotation speed (N2) in the normal operation mode, so that the cooling water temperature rises faster and the cooling water temperature is determined to be in a stable operation state. In the case of the standard, the time until the cooling water temperature exceeds the predetermined temperature (T1) as the judgment criterion is shortened, the warm-up operation in the start load reduction mode is terminated early, the normal operation mode is entered, and the The compression of the compressed gas could be started.

  Furthermore, setting the starting rotational speed (N3) higher than the no-load rotational speed (N2) in the normal operation mode can reduce the torque and output in the low rotational range and make the turbocharger easy to stall at the start. Even when starting an engine-driven compressor equipped with the engine provided, it is possible to increase the supercharging pressure at the time of starting, and thus the output of the engine 50, and to make it difficult for engine stall to occur, Compared with the case where the rotational speed is increased from the no-load rotational speed (N2) to the rated rotational speed (N4) when shifting to the normal operation, the starting rotational speed (N2) is higher than the no-load rotational speed (N2). When the rotational speed is increased from N3) to the rated rotational speed (N4), the rated rotational speed (N4) is reached in a shorter time. Pressure) within a short time, and in particular, as described above, the discharge side pressure (pressure in the receiver tank 60) of the compressor body is set to a pressure (P2) higher than the pressure (P1) in the start load reduction mode. When the pressure rises, the pressure can be raised to the rated pressure (P4) in a shorter time.

Explanatory drawing of the engine drive type compressor of this invention. Explanatory drawing which shows the modification of the engine drive type compressor of this invention. Functional block diagram of the controller. The time chart which shows the operation timing of each part. Time chart showing the operation timing of each part (when preparing for normal operation transition). Sectional drawing of an intake regulating valve (modification). Explanatory drawing of the conventional engine drive type compressor.

  Hereinafter, a configuration example of an engine-driven compressor according to the present invention that executes the start control method according to the present invention will be described with reference to the accompanying drawings.

[Overall configuration of engine-driven compressor]
Reference numeral 1 in FIG. 1 denotes an engine-driven compressor according to the present invention. The engine-driven compressor 1 is discharged from a compressor body 40, an engine 50 that drives the compressor body 40, and the compressor body 40. A receiver tank 60 for storing the compressed gas, and after storing the compressed gas discharged from the compressor body 40 in the receiver tank 60, an air working machine (not shown) is connected via the check valve 61. It is comprised so that it can supply with respect to the consumed side.

  In the present embodiment, the aforementioned compressor body 40 is an oil-cooled screw compressor that compresses a gas to be compressed together with lubricating oil for lubrication, cooling, and sealing. Compressed gas discharged as a gas-liquid mixed fluid with the lubricating oil is introduced through the gas tank, and the lubricating oil can be separated in the receiver tank 60 and is collected in the receiver tank 60. An oil supply passage 64 is provided for supplying again the lubricating oil to the compressor body 40 via the oil cooler 63.

  However, the compressor main body 40 mounted on the engine-driven compressor 1 that is the subject of the present invention is not limited to such an oil-cooled type, and an oil that does not require lubricating oil to compress the compressed gas. A free-type compressor main body may be mounted. In this case, the above-described receiver tank 60, an oil supply passage 64 for supplying lubricating oil collected in the receiver tank 60 to the compressor main body 40, and the like are provided. Can be omitted.

[Intake adjuster]
In the engine-driven compressor 1 configured as described above, the secondary side pressure of the compressor body 40, that is, the pressure in the receiver tank 60 in the present embodiment, approaches the predetermined rated pressure (P4). When the pressure in the receiver tank 60 becomes equal to or higher than a predetermined rated pressure (P4), the intake port 41 of the compressor body 40 is throttled or closed, and when the pressure is lower than the rated pressure (P4), the intake air adjustment device 10 performs the intake air adjustment to be fully opened. Is the same as the configuration of the conventional engine-driven compressor described with reference to FIG.

  In addition, the intake adjusting device 10 controls opening and closing of the intake port 41 of the compressor body 40. In the illustrated example, the intake adjusting valve 11 that is normally open (normally open) and the closed pressure receiving pressure of the intake adjusting valve 11 are shown. The pressure in the receiver tank 60 is equal to or higher than a predetermined rated pressure (P4) according to the pressure in the control flow path 12 and the receiver tank 60 communicating between the chamber 113 and the discharge side (receiver tank 60) of the compressor body. When the control flow path 12 is opened and the pressure control valve 13 is closed when the pressure is less than the rated pressure (P4), the compressed gas in the closed pressure receiving chamber 113 is The configuration of the engine-driven compressor described with reference to FIG. 7 is the same as that of the engine-driven compressor described with reference to FIG. 7 in that the escape flow path 14 that discharges through the throttle 15 is provided. Of the present invention To enable dynamic control, it constitutes each part as follows.

[Intake adjustment valve]
The above-described intake adjustment valve 11 that opens and closes the intake port 41 of the compressor body 40 has a suction passage 115 through which a compressed gas passes by a space formed in the body (valve box) 111, The valve body 116 is seated on a valve seat 115a provided in the suction flow path 115 so that the suction flow path 115 can be closed.

  The valve body 116 is a so-called “umbrella valve” in which a valve shaft 116 a is attached to a disc-shaped valve body 116, and the valve shaft 116 a is inserted into a cylindrical sleeve 117 formed in the body 111. In this state, by moving the valve body 116 forward and backward in the axial direction of the sleeve 117, between the valve closing position where the valve body 116 is seated on the valve seat 115a and the valve opening position where the valve body 116 is separated from the valve seat 115a. It is configured to be able to move.

  In order to enable such movement of the valve body 116, a cylinder 112 communicating with the suction flow path via the sleeve 117 is formed coaxially with the sleeve 117 in the valve box 111 of the intake adjustment valve 11. ing.

  The cylinder 112 forms an airtight chamber in a state where the valve shaft 116 a is inserted into the sleeve 117 and closes an end opposite to the formation side of the sleeve 117 with an end plate 118. The inside of the (cylinder) 112 is divided into two chambers via a pressure receiving body 119 connected to the other end of the valve shaft 116a, in this embodiment a piston, so that the intake adjustment valve 11 is closed on the end plate 118 side. A pressure receiving chamber 113 is formed, and an auxiliary pressure receiving chamber 114 is formed on the opposite side of the valve closing pressure receiving chamber 113 via a piston 119.

  In the illustrated configuration, in order to make the intake adjustment valve 11 normally open (normally open) type, a spring 114 a that presses the piston 119 toward the valve closing pressure receiving chamber 113 is accommodated in the auxiliary pressure receiving chamber 114 described above. Although the auxiliary pressure receiving chamber 114 has a function as a spring chamber, the spring 114a is not necessarily provided in the auxiliary pressure receiving chamber 114 as long as the intake adjustment valve 11 can be normally opened.

  In the illustrated configuration, not only the valve body 116 and the valve seat 115a but also a cylinder 112, a piston 119, and the like for moving the valve body 116 forward and backward are provided in the body (valve box) 111. 7, as in the case of the engine-driven compressor described as the prior art with reference to FIG. 7, an intake adjustment valve body that does not include a valve body drive mechanism, an unloader regulator that drives the valve body of the intake adjustment valve body, and the like. A configuration in which the drive mechanisms are separately provided may be employed. In this case, the above-described valve closing pressure receiving chamber 113, auxiliary pressure receiving chamber 114, and pressure receiving body 119 are formed in the unloader regulator.

  1 and 2, the pressure receiving body (piston) 119 is directly attached to the valve shaft 116a of the valve body 116. As shown in FIG. 6, as shown in FIG. The valve shaft 116a in the configuration of 1 is divided at an intermediate position in the longitudinal direction, and a valve shaft 116a 'connected to the valve body 116 and a piston rod 119a connected to a pressure receiving body (piston) 119 are provided separately, and the valve body Due to the closing spring 116b, the valve body 116 is moved toward the valve seat 115a with a weak force such that the valve body 116 can be separated from the valve seat 115a by the negative pressure in the suction flow path 115 generated by the rotation of the compressor body 40. The energized intake adjustment valve 11 may be used.

  In this configuration, the valve body 116 is in contact with the valve seat 115a when the compressor main body 40 is stopped. However, when the compressor main body 40 is operated, the pressure receiving body (piston) 119 is moved by the biasing force of the spring 114a. In the state of moving to the left side of the paper, the compressor main body 40 can be sucked (opened state), and when the pressure receiving body (piston) 119 is moved to the right side of the paper by introducing compressed gas into the valve closing pressure receiving chamber 113, The piston rod 119a is brought into contact with the valve shaft 116a ′ so that the valve body 116 is pressed against the valve seat 115a so as not to be opened, so that the valve can be closed.

  Furthermore, as a driving mechanism for the valve body 116, in the illustrated example, a piston 119 that moves under the pressure of the compressed gas introduced into the valve closing pressure receiving chamber 113 in the cylinder 112, which is an airtight chamber, is provided as a pressure receiving body. However, the pressure receiving body 119 is not limited to the above-described piston, and may be, for example, a diaphragm or the like as long as the operation of the valve body 116 can be controlled by the compressed gas introduced into the valve closing pressure receiving chamber 113. The pressure receiving body 119 may be used.

[Flow path on valve-closing pressure chamber side]
(1) Type of valve closing pressure receiving chamber side flow path In the valve closing pressure receiving chamber 113 provided in the intake air adjusting valve 11, the above-described control flow path 12 constituting the above-described intake air adjusting device 10 and the above-described relief flow path are provided. 14 is communicated, and a forced valve closing channel 21 is connected which bypasses the control channel 12 and communicates the valve closing pressure receiving chamber 113 to the discharge side (receiver tank 60) of the compressor body.

(2) Control flow path Among these, the control flow path 12 constitutes the intake air adjusting device 10 described above, and the discharge side (receiver tank 60) of the compressor body 40 and the closed pressure receiving chamber 113 of the intake air adjusting valve 11 are included. When the discharge side pressure (pressure in the receiver tank 60) of the compressor main body 40 becomes equal to or higher than the rated pressure (P4) by the pressure adjusting valve 13 provided in the control flow path 12, the flow is communicated with the control flow path 12. The flow path 12 is opened, and when the pressure is less than the rated pressure (P4), the control flow path 12 is closed to control the introduction of the operating pressure to the closed pressure receiving chamber 113 of the intake adjustment valve 11.

  In the illustrated example, the pressure control valve 13 has a mechanical control structure in which the valve body is separated from the valve seat by the primary pressure of the pressure control valve 13. It is configured by an electrically controlled valve such as an empty regulator, and in accordance with the pressure in the receiver tank 60 by a control signal from a controller 30 (described later) that has received a detection signal from a pressure sensor that has detected the pressure in the receiver tank 60. The control channel 12 may be configured to open and close with the opening.

(3) Relief flow path The above-described relief flow path 14 is a flow path for discharging the compressed gas in the valve closing pressure receiving chamber 113 of the intake adjustment valve 11, and the valve closing pressure received by this relief flow path 14. The compressed gas in the chamber 113 is released.

  In the configuration of the present invention, an electromagnetic valve SV2 is provided in the escape flow path 14 so that the escape flow path 14 can be opened and closed, so that the compressed gas in the valve closed pressure receiving chamber 113 is discharged during operation in the normal operation mode. However, the relief flow path 14 can be closed in the starting load reduction mode.

  In the configuration shown in the figure, the throttle 15 is provided in the escape flow path 14 to adjust the air discharge amount. However, when adjusting the air discharge amount by adjusting the tube diameter of the escape flow path 14, the throttle 15 is not necessarily provided. May be.

(4) Forced valve closing flow path Further, the above-mentioned forced valve closing flow path 21 allows the valve closing pressure receiving chamber 113 of the intake adjustment valve 11 to be a compressor regardless of the pressure in the receiver tank 60 in the start load reducing mode. The flow path communicates with the discharge side of the main body 40 (in this embodiment, the receiver tank 60). In the example shown in the drawing, the forced communication between the receiver tank 60 and the valve-closing pressure receiving chamber 113 is provided separately from the control flow path 12 described above. A configuration is employed in which the valve closing channel 21 is provided and the electromagnetic valve SV1 for opening and closing the forced valve closing channel 21 is provided.

  However, if the forced valve closing flow path 21 can communicate the closed pressure receiving chamber 133 of the intake adjustment valve 11 and the receiver tank 60 regardless of the pressure in the receiver tank 60, the control flow path 12 described above. It is good also as what forms as a flow path which shares a part or all.

  As a configuration example that shares a part with the control flow path 12, a bypass flow path that bypasses the primary side and the secondary side of the pressure regulating valve 13 is provided, and an electromagnetic valve SV1 is provided in the bypass flow path, thereby starting load By opening the electromagnetic valve SV1 in the reduction mode, a forced valve closing flow path that communicates between the receiver tank 60 and the valve closing pressure receiving chamber 113 of the intake adjustment valve 11 may be formed.

  Further, in the example in which the pressure regulating valve 13 provided in the control flow path 12 is configured by the electropneumatic regulator as described above, the controller 30 (to be described later) is charged according to the pressure in the receiver tank 60 during operation in the normal operation mode. The open / close of the empty regulator is controlled. In the starting load reduction mode, the control flow path 12 and the pressure regulating valve 13 are opened by canceling the control according to the pressure in the receiver tank 60 and opening the electropneumatic regulator. Moreover, it is good also as a structure which has the function of the forced valve closing flow path 21 and the solenoid valve SV1 together.

  Furthermore, the forced valve closing flow path 21 can be formed as a flow path that shares a part with the above-described escape flow path 14 as shown in FIG. 2, for example, as an example, a three-way electromagnetic valve SV4. Of the three-way solenoid valve SV4 is connected to the receiver tank 60, and the remaining port f is opened via the throttle 15 (intake air in the illustrated example). Open in the intake passage 115 on the primary side of the regulating valve 11), and by operating the three-way solenoid valve SV4, a forced closing passage 21 that connects the closed pressure receiving chamber 113 of the intake regulating valve 11 to the receiver tank 60; The valve closing pressure receiving chamber 113 may be configured such that any one of the relief passages 14 communicating with the suction passage 115 on the primary side of the intake control valve 11 is alternatively formed.

[Flow path on the auxiliary pressure receiving chamber side]
(1) Types of flow paths communicating with the auxiliary pressure receiving chamber The above-described airtight chamber (cylinder) 112 formed in the body 111 of the intake pressure adjusting valve 11 is closed in the above-described closed state via a piston 119 serving as a pressure receiving body. The auxiliary pressure receiving chamber 114 described above is formed on the opposite side to the valve pressure receiving chamber 113.

  The auxiliary pressure receiving chamber 114 communicates with an intake / exhaust flow path 22 that allows intake and exhaust of external air to and from the auxiliary pressure receiving chamber 114 and a suction flow path 23 that sucks the inside of the auxiliary pressure receiving chamber 114 to generate a negative pressure.

(2) Intake / exhaust flow path Among these, the intake / exhaust flow path 22 opens the auxiliary pressure receiving chamber 114 to the atmosphere during operation in the normal operation mode, and the volume change of the auxiliary pressure receiving chamber 114 accompanying the movement of the pressure receiving body (piston) 119. Accordingly, the outside air can be introduced into and discharged from the auxiliary pressure receiving chamber 114 and can be closed in the start load reducing mode.

  In the illustrated example, the intake / exhaust flow path 22 communicated with the auxiliary pressure receiving chamber 114 is communicated with the intake flow path 115 on the primary side of the intake adjustment valve 11 so that the suction flow path of the compressor main body is connected to the auxiliary pressure receiving chamber. By making it possible to introduce gas that has passed through an air filter (not shown) provided in the above, it is possible to prevent dust from being sucked into the auxiliary pressure receiving chamber 114 and cause malfunctions, and to mute intake and exhaust sounds. Yes.

(3) Suction channel In addition, the above-described suction channel 23 communicates the auxiliary pressure receiving chamber 114 with the suction channel 115 on the secondary side of the intake adjustment valve 11 in the start load reducing mode, and the inside of the auxiliary pressure receiving chamber 114. When the operation is performed in the normal operation mode, the communication between the auxiliary pressure receiving chamber 114 and the secondary side of the intake adjustment valve 11 can be blocked.

(4) Configuration Example of Intake / Exhaust Channel and Suction Channel The above-described intake / exhaust channel 22 and suction channel 23 can be provided independently, but in the illustrated embodiment, the intake / exhaust channel 22 and the suction channel are provided. 23 is constituted by a partly common flow path, and both the flow paths can be opened and closed by a single three-way solenoid valve SV3.

  As such a configuration, in the example shown in FIGS. 1 and 2, the common port a of the three-way solenoid valve SV3 is communicated with the auxiliary pressure receiving chamber 114 of the intake adjustment valve 11, and the other port b of the three-way solenoid valve SV3 is suctioned. The adjustment valve 11 communicates with the suction flow path 115 on the primary side, and the remaining port c communicates with the suction flow path 115 on the secondary side of the intake adjustment valve 11.

  With this configuration, in the start load reduction mode, the suction flow passage 23 is formed by communicating the auxiliary pressure receiving chamber 114 and the secondary side of the intake adjustment valve 11, while the auxiliary pressure receiving chamber 114 and the primary air intake adjustment valve 11 are primary. In the normal operation mode, the auxiliary pressure receiving chamber 114 is connected to the primary side of the intake adjustment valve 11 to form the intake / exhaust flow passage 22 and the auxiliary pressure receiving chamber and the intake air adjustment. The secondary side (suction flow path 23) of the valve is configured to be shut off.

〔engine〕
The present invention is applied to an engine-driven compressor 1 equipped with a supercharged engine in which torque and output in a low rotational speed region are smaller than those of a naturally aspirated engine that generates the same maximum output. However, the engine driven compressor 1 to which the present invention is applied is not limited to the one equipped with such a supercharged engine, and the engine driven equipped with a naturally aspirated engine. It can also be applied to a type compressor.

  In addition, as described with reference to FIG. 7, the present invention can be directed to the engine-driven compressor 1 equipped with an engine that performs mechanical speed control by a governor lever. The engine-driven compressor 1 of the present embodiment is directed to the engine-driven compressor 1 equipped with an electronically controlled engine 50 equipped with an engine control unit (ECU).

  Therefore, in the engine-driven compressor 1 of the present embodiment, the rotational speed at which the rotational speed of the engine 50 is controlled by the ECU in response to a speed command from the controller 30, which will be described later, instead of the engine lever described with reference to FIG. Control means 51 is realized.

  Further, the engine 50 includes a coolant temperature detecting means 52 such as a water temperature sensor and a water temperature switch for detecting the operating state of the engine 50, a rotational speed detecting means 53 such as a rotational speed sensor, and a hydraulic pressure such as a hydraulic sensor or a hydraulic switch. A detecting means (not shown) and the like are provided, a power generating means (not shown) such as an alternator and a dynamo, and a generated voltage / current detecting means (not shown) for detecting the generated voltage and / or current of the generating means. Various detection means such as not shown) are provided.

  The water temperature sensor or water temperature switch, which is the cooling water temperature detecting means 52, is preferably provided at the outlet (not shown) of the water jacket of the engine 50, and a thermostat (not shown) is provided at the outlet of the water jacket. If provided, install upstream of this thermostat.

[Key switch]
Reference numeral 70 in FIG. 1 is a known key switch for starting and stopping the engine-driven compressor 1, and by inserting a key (not shown) into the key switch 70 and rotating it, It is configured to be able to rotate to any one of “OFF”, “ON”, and “C” positions.

  Of these, “OFF” is a stopped state in which the power supply to each part of the engine-driven compressor 1 is stopped, and “ON” is a so-called “accessory position”. “C” is a state in which power is supplied to the engine, etc., while maintaining the power supply state performed in the “ON” position, and further energizing the starter motor of the engine to start the engine 50, so-called “start” "Position".

  In the configuration of the engine-driven compressor 1 having such a key switch 70, after inserting the key into the key switch 70 in the state where the key is removed at the “OFF” position and rotating it to the “ON” position, Furthermore, the engine-driven compressor 1 can be started and continued by returning to the “ON” position after starting the engine by starting energization to the starter motor by rotating to the “C” position. At the same time, the engine-driven compressor 1 can be stopped and the key can be removed when it is rotated from the “ON” position to the “OFF” position.

  The switch for starting and stopping the engine-driven compressor 1 is not limited to such a key switch 70, and can turn on / off the accessory and turn on / off the starter motor. As long as it is possible, various configurations can be adopted, and the switch for turning the accessory ON and OFF and the starter motor ON and OFF may be provided separately.

〔controller〕
(1) Overall configuration As described above, the operation of the engine-driven compressor 1 such as the solenoid valves (SV1 to SV3 in FIG. 1, SV3 and SV4 in FIG. 2), the engine 50, etc. provided in each flow path is comprehensively described. In order to control the engine, the engine-driven compressor 1 is provided with a controller 30 for control.

  As shown in FIG. 3, the controller 30 determines the operation state of the engine 50, determines whether the engine 50 is in operation, and operates in the start load reduction mode according to the determination result of the engine operation state determination unit 31. The operation mode switching means 32 that outputs a control signal for executing the operation in the normal operation mode to each unit is realized.

(2) Engine operating state determining means The engine operating state determining means 31 includes the position of the key switch 70 described above, the rotational speed detecting means 53 provided in the engine 50, the cooling water temperature detecting means 52, the hydraulic pressure detecting means (FIG. (Not shown), a detection signal from a generated voltage / current detection means (not shown), and a count time counted by a built-in timer 36, the operation state of the engine 50 is determined. As the operation state, a start standby state, a start state, and a stable operation state are determined.

  Among these, the start standby state is determined when the key switch is switched from OFF to ON (accessory position) and the engine operation state determination means 31 is activated.

  The start state is determined when the operating state of the engine 50 satisfies a predetermined start determination condition. For example, the rotation speed of the engine detected by the rotation speed detection means 53 is a predetermined start determination rotation. When the speed (N1) is exceeded, when the voltage / current value detected by the generated voltage / current detection means (not shown) exceeds a predetermined start determination value, or by the hydraulic pressure detection means (not shown) When the measured pressure value exceeds a predetermined start determination pressure, it can be determined when any one of the conditions is satisfied. In this embodiment, the rotational speed detecting means includes The start state is determined when a rotation speed exceeding the start determination rotation speed (N1) is detected.

  Furthermore, the stable operation state is determined when a predetermined stable operation condition is satisfied after the start state is determined. In the present embodiment, a first predetermined time has elapsed after the engine start determination. And the engine coolant temperature detected by the coolant temperature detection means 52 exceeds a predetermined warm-up completion temperature (T1), or a second predetermined time after the first predetermined time elapses. The system is configured to determine the stable operation state when any of the conditions has elapsed.

(3) Operation mode switching means
(3-1) Overall Configuration The operation mode switching unit 32 sets the operation mode of the engine-driven compressor 1 to either the start load reduction mode or the normal operation mode according to the determination result by the engine operation state determination unit 31 described above. For example, as shown in FIG. 3, the operation mode switching means 32 further selects one of the operation modes according to the determination result of the engine operation state determination means 31. 33, and solenoid valves (SV1 to SV3 in the example of FIG. 1) that open and close each flow path connected to the closed pressure receiving chamber 113 and the auxiliary pressure receiving chamber 114 according to the selection result of the operation mode selection means 33. , In the example of FIG. 2, or the solenoid valve control means 34 for outputting a control signal for controlling the operation of SV3, SV4), and the rotational speed control means (ECU) 51 of the engine 50 On the other hand, an engine speed command means 35 for outputting a speed command according to the selection result is provided.

(3-2) Operation mode selection means The above-described operation mode selection means 33 reduces the starting load until it is determined that the engine operation state determination means 31 is in the start standby state and then is determined to be in the stable operation state. When the operation according to the mode is selected and the engine operation state determination means determines that the operation is in the stable operation state, the shift to the operation according to the normal operation mode is selected.

(3-3) Solenoid valve control means When the operation mode selection by the operation mode selection means 33 is the start load reduction mode, the solenoid valve control means 34 closes the escape passage 14 and the intake / exhaust passage 22 and A control signal for opening the forced valve closing channel 21 and the suction channel 23 is output to the electromagnetic valves (SV1 to SV3 in the example of FIG. 1, SV3 and SV4 in the example of FIG. 2).

  On the other hand, after the operation mode selection means 33 selects the normal operation mode, control signals for opening the relief flow path 14 and the intake / exhaust flow path 22 and closing the forced valve closing flow path 1 and the suction flow path 23 are sent to the electromagnetic signals. 1 (SV1 to SV3 in the example of FIG. 1, SV3, SV4 in the example of FIG. 2), and the discharge side of the compressor main body 40 by the opening / closing operation of the pressure regulating valve 13 based on the rated pressure (P4) ( The known intake control in which the communication between the receiver tank 60) and the valve closing pressure receiving chamber 113 of the intake adjusting valve 11 is cut off is started.

(3-4) Engine speed command means The engine speed command means 35 described above is a pressure switch or pressure sensor that detects the discharge side pressure (pressure in the receiver tank) of the compressor body during operation in the normal operation mode. A speed command for changing the rotational speed of the engine 50 between the no-load rotational speed (N2) and the rated rotational speed (N4) according to the detected pressure of the pressure detecting means 65 is output to the rotational speed control means (ECU) 51, From the start of the engine-driven compressor 1 to the transition to the normal operation mode, the rotation speed is higher than the no-load rotation speed (N2) but lower than the rated rotation speed (N4). A speed command is output to the rotational speed control means (ECU) 51 of the engine 50 so that the speed (N3) is obtained.

  Here, if the engine is started and the engine is warmed up at the rated speed (N4) (maximum output), there is no risk of engine stall, but the fuel consumption increases, so the rotation during the engine start and warm-up operations The starting rotational speed (N3), which is the speed, is preferably as low as possible.

Therefore, in the present embodiment, power is set by adding a predetermined margin to the power of the compressor body 40 during no-load operation (N2), and engine output and torque exceeding the set power are generated. The starting rotational speed (N3) is set to the lowest possible rotational speed that satisfies the condition of rotational speed.

[Description of operation]
In the engine-driven compressor 1 of the present invention configured as described above, a series of operations from the start in the start load reduction mode to the operation in the normal operation mode will be described with reference to the time chart shown in FIG. Then, it is as follows.

(1) Start by start load reduction mode When a key is inserted into the key switch 70 and switched from the OFF position to the ON position, the control devices such as the engine 50 and the controller 30 constituting the engine-driven compressor 1, the detection means, The energization of the instrument panel or the like is started, the engine operating state determination means 31 of the controller 30 is activated, and it is determined that the engine 50 is in a start standby state in a state of waiting for start.

  According to the determination result of the engine operation state determination means 31, the operation mode selection means 33 selects the start load reduction mode as the operation mode, and the solenoid valve control means 34 determines each solenoid valve (example of FIG. 1) according to this selection result. Then, a control signal is output to SV1 to SV3, SV3 and SV4 in the example of FIG. 2, the relief passage 14 and the intake / exhaust passage 22 are closed, and the forced valve closing passage 21 and the suction passage 23 are opened. A control signal is output to wait for the engine 50 to start.

  In the example shown in FIG. 1, the solenoid valve SV1 provided in the forced valve closing passage 21 is opened and the solenoid valve SV2 provided in the escape passage 14 is closed by a control signal from the solenoid valve control means 34, and three-way The electromagnetic valve SV3 forms a suction passage 23 that communicates between the auxiliary pressure receiving chamber 114 and the secondary side (ports a-c) of the intake regulating valve 11 and forms a negative pressure in the auxiliary pressure receiving chamber 114. The space between the auxiliary pressure receiving chamber 114 and the primary side (ports ab) of the intake adjustment valve (intake / exhaust flow path 22) is blocked.

  In the example shown in FIG. 2, the three-way solenoid valve SV4 communicates between the closed pressure receiving chamber 113 of the intake regulating valve 11 and the receiver tank 60 (port de) by a control signal from the solenoid valve control means 34. The closed flow path 21 is formed, the primary pressure side (port df) between the valve closed pressure receiving chamber 113 and the intake regulating valve 11, that is, the escape flow path 14 is shut off, and the auxiliary pressure received by the three-way solenoid valve SV3. The suction passage 23 that communicates between the chamber 114 and the secondary side (ports a-c) of the intake adjustment valve 11 to form a negative pressure in the auxiliary pressure receiving chamber 114, and the auxiliary pressure receiving chamber 114 and the intake adjustment valve 11 between the primary sides (ports ab), that is, the intake / exhaust flow path 22 is shut off.

  As described above, in the state where the engine 50 is on standby in the starting load reduction mode, the pressures in the closed pressure receiving chamber 113 and the auxiliary pressure receiving chamber (spring chamber) 114 of the intake adjustment valve 11 are both atmospheric pressure (gauge pressure). Therefore, only the urging force of the spring 114a acts on the pressure receiving body (piston) 119, and the pressure receiving body 119 is pushed to the left side of the drawing in the drawing, so that the valve body 116 of the intake adjustment valve 11 is larger than the valve seat 115a. It is in a fully open state with a limited distance.

  In addition, the engine speed command means 35 of the operation mode switching means 32 sends the no-load rotation speed (in normal operation mode) to the rotation speed control means (ECU) 51 provided in the engine 50 according to the selection of the operation mode selection means 33. A speed command for starting rotation speed (N3), which is higher than N2), is output.

  In this way, when the key switch 70 is switched from the ON position to the C position (start position) from the standby state for starting the engine 50 and the starter motor is energized to rotate the engine 50, the starter motor As the engine 50 rotates, the compressor body 40 connected to the output shaft of the engine 50 also starts rotating.

  At this time, since the intake adjustment valve 11 is fully open, the compressor body 40 rotated together with the engine 50 by the starter motor starts to suck and compress the compressed gas.

  Thus, when the suction flow path 115 of the compressor main body 40 becomes negative pressure when the compressor main body 40 starts intake, an auxiliary pressure receiving chamber (spring) communicated with the suction flow path 115 via the suction flow path 23. Chamber) 114 also has negative pressure.

  Further, the compressed gas sucked into the compressor body 40 is compressed and discharged in the compressor body 40, thereby increasing the discharge side pressure (pressure in the receiver tank 60) of the compressor body 40, The pressure in the valve closing pressure receiving chamber 113 of the intake regulating valve 11 communicated with the discharge side (receiver tank 60) of the compressor main body 40 via the forced valve closing flow path 21 starts to rise.

  Since the escape passage 14 for releasing the compressed gas in the valve-closing pressure receiving chamber 113 is closed when the start load reduction mode is selected, when the pressure in the receiver tank 60 rises in this way, this pressure rise As it is, the pressure in the valve closing pressure receiving chamber 113 rises and acts directly on the pressure receiving body 119, and the auxiliary pressure receiving chamber (spring chamber) 114 is communicated with the secondary side of the intake regulating valve 11 to reduce the negative pressure. Thus, the pressure receiving body (piston) 119 in the hermetic chamber (cylinder) 112 is simultaneously subjected to the pressurization from the valve closing pressure receiving chamber 113 side and the suction force from the auxiliary pressure receiving chamber 114 side. Due to this synergistic effect, a force in the valve closing direction is applied, which moves the valve body 116 to the right in FIG. 1 and seats the valve body 116 on the valve seat 115a.

  As a result, when the intake regulating valve 11 having the same performance is used, the compressed gas is introduced into the closed pressure receiving chamber which is discharged by the escape flow path to achieve the closing at the time of starting. Compared to the configuration described in Patent Document 1, the pressure receiving body 119 is in a state in which the escape passage 14 is closed and is pressurized by the valve closing pressure receiving chamber 113 side and by the negative pressure suction from the auxiliary pressure receiving chamber 114 side. In the configuration of the present invention that employs a configuration that moves the receiver tank, the receiver tank is lower than the pressure (P3) in the receiver tank in which the intake adjustment valve is fully closed by starting in the starting load reduction state described in Patent Document 1. The intake adjustment valve 11 can be fully closed by the pressure (P1) in 60, and as a result, the intake adjustment valve 11 can be closed earlier after the compressor body 40 starts rotating.

  Thus, in the configuration of the present invention, since the intake adjustment valve can be closed within a very short time after the compressor body 40 starts rotating, the intake adjustment is performed during engine rotation by the starter motor. When the valve 11 is throttled and preferably closed, it is disconnected from the starter motor, and the load on the engine 50 in the most unstable operation state immediately after the start of the self-sustaining operation is greatly reduced, so that the engine is started from the low speed range. It is possible to smoothly start up to the rotational speed (N3), and the starting rotational speed (N3), which is the rotational speed of the engine at the time of starting in the starting load reduction mode, is changed to the no-load rotation in the normal operation mode. By setting the engine speed to be higher than the speed (N2), the engine torque and output during operation in the start load reduction mode are increased. Without causing Lumpur, until a predetermined stabilized operating condition, it is possible to perform warm-up operation.

(2) Transition from start load reducing mode to normal operation mode After starting in the start load reducing mode as described above, the rotation speed detecting means 53 rotates at a speed equal to or higher than a predetermined start determination rotation speed (N1). When the speed is detected, the engine operation state determination unit 31 determines that the engine 50 has started, and after the engine 50 has been started, the engine operation state determination unit 31 satisfies the predetermined stable operation determination condition. , It is determined that the engine 50 is in a stable operation.

  In the present embodiment, the stable operation determination condition is that after the first predetermined time has elapsed from the engine start determination, the cooling water temperature further exceeds a preset temperature (T1), or the first predetermined This is satisfied when either one of the conditions for the second predetermined time elapses after the passage of time is satisfied, and the engine operation state determination means 31 determines that the engine 50 is in a stable operation state.

  FIG. 4 shows an example in which it is determined that the cooling water temperature exceeds the set temperature (T1) after the first predetermined time has elapsed and the stable operation state has occurred before the second predetermined time has elapsed. Show.

  In the present embodiment, after the engine 50 is determined to start, the first set time reaches the no-load rotation speed (N2), and the ECU operates the engine based on signals from various sensors provided in each part of the engine 50. Considering the time required for self-diagnosis of the state, it was set to 30 seconds as an example.

  Further, in the present embodiment, the second set time is the so-called so that the cooling water temperature exceeds a predetermined temperature (T1) after starting the engine or the engine oil is distributed to each part under normal ambient environment conditions (normal temperature). Based on the time required to complete the “warm-up operation”, 120 seconds was set as an example.

  In the present embodiment, the engine start determination is performed based on the detection result of the engine rotation speed as described above. However, instead of this configuration, an engine such as an alternator or a dynamo is provided. When the voltage / current value detected by the generated voltage / current detecting means (not shown) for detecting the generated voltage or generated current of the power generator (not shown) becomes equal to or higher than a predetermined start determination value, the engine 50 Or a hydraulic pressure detecting means (not shown) for detecting the hydraulic pressure of the engine 50 is provided, and when the hydraulic pressure detected by the hydraulic pressure detecting means exceeds a predetermined starting judgment value. The engine start may be determined, and can be determined using detection signals from various detection means capable of determining the operating state of the engine.

  As described above, when the engine operation state determination unit 31 determines that the engine 50 is in the stable operation state, the operation mode selection unit 33 provided in the operation mode switching unit 32 selects the normal operation mode as the operation mode. Thereafter, the operation in the normal operation mode is performed until the key switch 70 is operated to the OFF position and the engine driven compressor 1 is stopped.

  In accordance with the selection of the normal operation mode, the solenoid valve control means 34 outputs an operation signal to each solenoid valve (SV1 to SV3 in the example of FIG. 1 and SV3 and SV4 in the example of FIG. 2). The intake / exhaust flow path 22 is opened, and the forced valve closing flow path 21 and the suction flow path 23 are closed.

  In the example shown in FIG. 1, the solenoid valve SV1 provided in the forced valve passage 21 is closed and the solenoid valve SV2 provided in the relief passage 14 is opened by a control signal from the solenoid valve control means 34, and three-way The electromagnetic valve SV3 communicates between the auxiliary pressure receiving chamber 114 and the primary side (ports ab) of the intake adjustment valve 11 to open the intake / exhaust flow path 22 and between the auxiliary pressure receiving chamber 114 and the secondary side of the intake adjustment valve 11. (Ports a-c), that is, the suction flow path 23 is closed.

  In the example shown in FIG. 2, the three-way solenoid valve SV4 is connected between the valve closing pressure receiving chamber 113 of the intake regulating valve 11 and the primary side of the intake regulating valve 11 (port df) by a control signal from the solenoid valve control means 34. And the relief flow path is opened, the valve closing pressure receiving chamber and the receiver tank (port de), and therefore the forced valve closing flow path 21 is closed, and the auxiliary pressure receiving chamber 114 and the intake air are closed by the three-way solenoid valve SV3. The primary side (ports ab) of the regulating valve 11 is communicated to open the intake / exhaust flow path 22, and the secondary side of the auxiliary pressure receiving chamber 114 and the intake regulating valve 11 (ports a-c), and hence the suction flow path. 23 is closed.

  As a result, the adjustment of the intake air to the compressor main body 40 shifts to the operation in the known normal operation mode in which the pressure adjustment valve 13 is controlled to open and close the control flow path 12 according to the pressure in the receiver tank 60. .

  That is, by switching the communication state of each flow path to the valve closing pressure receiving chamber 113 and the auxiliary pressure receiving chamber 114 as described above, the auxiliary pressure receiving chamber (spring chamber) 114 is the primary side of the intake regulating valve 11 in the valve closing state. By communicating with the system, the atmospheric pressure is changed from the negative pressure state.

  Further, the communication between the valve closing pressure receiving chamber 113 and the receiver tank 60 via the forced valve closing flow path 21 is interrupted, and immediately after the transition to the normal operation mode, the pressure in the receiver tank 60 is adjusted to the pressure regulating valve 13. Therefore, communication between the valve-closing pressure receiving chamber 113 and the receiver tank 60 via the control flow path 12 is not performed.

  Moreover, the compressed gas in the valve closing pressure receiving chamber 113 is released when the escape passage 14 is opened, and the force that presses the pressure receiving body 119 to the right in the drawing, that is, the valve body 116 of the intake regulating valve 11 is closed. The pressing force disappears.

  As a result, the pressure receiving body 119 is pressed to the left side of the drawing by the urging force of the spring 114a, and accordingly, the valve body 116 of the intake adjustment valve 11 is pushed away from the valve seat 115a, and the intake adjustment valve 11 is fully opened.

  Further, the engine speed command means 35 releases the operation at a constant rotational speed by the starting rotational speed (N3) by selecting the normal operation mode by the operation mode selection means 33, and detects the pressure in the receiver tank 60. In accordance with the pressure detected by the means 65, there is a known speed control that outputs a speed command that makes the rotational speed of the engine 50 variable steplessly between the no-load rotational speed (N2) and the rated rotational speed (N4). Done.

  The pressure (P1) in the receiver tank 60 when the start load reduction mode is shifted to the normal operation mode is lower than the rated pressure (P4), and the pressure (P1) in the receiver tank 60 is detected. Based on the detection signal from the pressure detection means 65, the engine speed command means 35 outputs to the rotation speed control means (ECU) 51 a speed command for setting the engine rotation speed to the rated rotation speed (N4).

  Further, since the pressure regulating valve 13 is also closed when the pressure is lower than the rated pressure (P4), the pressure in the receiver tank 60 is not introduced into the valve closing pressure receiving chamber 113 of the intake regulating valve 11, and therefore the intake regulating valve 11 maintains a fully open state, and the pressure in the receiver tank 60 rises.

  The engine speed command means 35 that has received the detection signal from the pressure detection means 65 for detecting the pressure in the receiver tank 60 in response to the pressure increase in the receiver tank 60 determines that the pressure in the receiver tank 60 is the rated pressure (P4). If it exceeds, the rotational speed of the engine 50 is gradually decelerated from the rated rotational speed (N4) according to the pressure increase, and is reduced to the no-load rotational speed (N2).

  When the pressure in the receiver tank 60 rises and becomes equal to or higher than the rated pressure (P4), the pressure regulating valve 13 opens the control flow path 12 and starts introducing compressed gas into the closed pressure receiving chamber 113 of the intake regulating valve 11. Then, the intake port 41 of the compressor body 40 is throttled or closed. On the other hand, when the pressure in the receiver tank 60 becomes less than the rated pressure (P4), the pressure adjustment valve 13 closes the control flow path 12 and the intake adjustment valve 11 The introduction of the compressed gas to the valve-closing pressure receiving chamber 113 is stopped and the intake adjustment valve 11 opens the intake port 41 of the compressor body 40 so that the pressure in the receiver tank 60 becomes the rated pressure (P4). After the intake air adjustment is performed, the speed control and the intake air adjustment described above are performed until the engine driven compressor 1 is stopped.

[Effects]
In the configuration described in Patent Document 1 described with reference to FIG. 7, the valve receiving pressure chamber of the unloader regulator 316 is always opened via the escape passage 314, and only a part of the pressure in the receiver tank 360 is closed. Not used for valve operation.

  Moreover, in the configuration described in Patent Document 1, since there is no valve closing action using negative pressure, the engine 350 is started in a state where the receiver tank 360 and the unloader regulator 316 are in direct communication with the pressure regulating valve 313 bypassed. Even if the pressure in the receiver tank 360 does not become a pressure (P3) higher than the pressure (P1) at which the intake adjustment valve 311 is fully closed in the starting load reduction mode of this embodiment, the intake adjustment valve 311 is all During the period from the start of the engine 350 to the no-load operation without being closed (no-load operation), the engine 350 in the middle of starting the rotation from the start is subjected to a load accompanying compression for a long time compared to the present embodiment. As a result, the engine may fail due to a start failure.

  On the other hand, in the configuration of the present invention described with reference to FIGS. 1 to 4, immediately after the engine-driven compressor 1 is started in the starting load reduction mode, the intake port 41 of the compressor body 40 is immediately closed. By making the load operation, the engine 50 can be started smoothly, the engine 50 reaches a predetermined start determination rotational speed (N1), and further performs a warm-up operation until a predetermined stable operation state is reached, followed by a normal operation. By adopting a configuration for shifting to the mode, the engine 50 does not stall even when shifting to full load operation due to shifting to normal operation.

  Furthermore, after the first predetermined time elapses from the start determination of the engine 50, one of the conditions whether the coolant temperature of the engine 50 exceeds the set temperature (T1) or the second predetermined time elapses. When it is satisfied, it is determined that the stable operation state has been reached, and the transition from the start load reduction mode to the normal operation mode allows the cooling water temperature to be equal to or higher than the predetermined set temperature (T1), so that warm-up is unnecessary. In some cases, it is possible to prevent waste of fuel due to continuing operation in the start load reduction mode until the second predetermined time elapses, and work using compressed air can be started quickly.

[Other (change examples)]
In the configuration described above, when the stable operation state is determined by the engine operation state determination unit 31, and accordingly, when the operation mode selection unit 33 selects the normal operation mode, the solenoid valve control unit 34 has the escape passage 14 and the The configuration in which the intake / exhaust passage 22 is opened and the forced valve closing passage 21 and the suction passage 23 are simultaneously closed has been described.

  However, in the engine-driven compressor 1 equipped with the oil-cooled compressor main body 40, the lubricating oil discharged together with the compressed gas is collected in the receiver tank 60, and the collected lubricating oil is recovered again by the pressure in the receiver tank 60. The structure which supplies oil to the compressor main body 40 is adopted.

  Therefore, in the configuration of the engine driven compressor 1 of the present invention in which the pressure in the receiver tank 60 in the starting load reduction mode becomes a relatively low pressure (P1), it is used in a low temperature environment such as a cold time. In addition, when the lubricating oil is in a state of high viscosity at a low temperature and fluidity is low, there may be a case where the lubricating oil cannot be sufficiently pumped to the compressor body 40.

  As described above, even when the oil supply to the compressor main body 40 is insufficient, the intake adjustment valve 11 is fully closed during operation in the start load reducing mode, and the compressor main body 40 performs intake and compression. Therefore, even if there is a shortage of refueling, the discharge gas temperature does not rise, so the compressor does not stop due to an abnormal rise in the discharge air temperature. However, the discharge gas temperature does not rise in this way. This means that the lubricating oil in the receiver tank 60 is also difficult to warm.

  Therefore, even if the engine 50 is warmed up by the operation in the starting load reduction mode, the lubricating oil supplied to the compressor body 40 is not sufficiently warmed. In this state, the normal operation mode is entered and the full load operation is performed. Is started, the supply amount of lubricating oil to the compressor main body 40 becomes insufficient immediately after the start of the full load operation, the temperature in the compressor main body 40 (discharged air temperature) rises rapidly, and the compressor An emergency stop is also a concern.

  Therefore, in the present embodiment, in the above-described embodiment described with reference to FIGS. 1 to 4, the electromagnetic valve control means 34 performs the escape flow path 14 and the intake / exhaust flow path 22 when shifting to the normal operation mode. And the forced valve closing channel 21 and the suction channel 23 are both closed at the same time, instead of the configuration in which the solenoid valve control means 34 first moves to the normal operation mode. A control signal for closing the suction flow path 23 (a control signal for closing the ports a-c and opening the ports a-b) is output to the three-way solenoid valve SV3, and the normal operation transition preparation is executed. After that, when a third predetermined time has elapsed, the relief passage 14 is opened with respect to the solenoid valve (SV1, SV2 in the configuration of FIG. 1, SV4 in the configuration of FIG. 2), and the forced valve closing passage. Control signal for closing 21 (in the example of FIG. The control signal for closing SV1 and opening SV2 (in the example of FIG. 2, the control signal for closing the port de of SV4 and opening the port df) is output to shift to normal operation. As a result, before the shift to the normal operation mode and the shift to the full load operation, the pressure in the receiver tank 60 is reduced from the pressure (P1) in the start load reducing mode to the fluidity in the cold time. Even in the case of lubricating oil, the pressure is increased to a pressure (P2) that can be pumped to the compressor body 40.

  In this case, the engine speed command means 35 determines that the engine operation state determination means 31 is in a stable operation state, and accordingly, after the operation mode selection means 33 selects the normal operation mode, the third operation mode is selected. The engine 50 continues to be controlled at the starting rotational speed N3 until the predetermined time elapses and the normal operation mode is entered. After the third predetermined time elapses and the normal operation mode is entered, the pressure detection is performed. In accordance with the pressure in the receiver tank 60 detected by the means 65, speed control between the no-load rotational speed (N2) and the rated rotational speed (N4) is started (see FIG. 5).

  In the present embodiment, the third predetermined time is the time required for the pressure in the receiver tank 60 to be increased from P1 to P2 during preparation for transition to normal operation, and after the pressure in the receiver tank 60 reaches P2. Considering the time required for the ECU to self-diagnose the operating state of the engine 50 again or the time required for the lubricating oil to circulate through each device, the time is set to 60 seconds as an example.

  Thus, the negative pressure in the auxiliary pressure receiving chamber 114 is eliminated by closing the suction flow path 23 and opening the intake / exhaust flow path 22 in preparation for transition to normal operation.

  As a result, the force acting to move the pressure receiving body 119 in the valve closing direction (the right side in FIG. 1 and FIG. 2) is weakened, so that the pressure receiving body 119 is urged by the urging force of the spring 114a. The valve body 116 moved to the left side of the drawing and connected to the pressure receiving body 119 via the valve shaft 116a is separated from the valve seat 115a, and the intake adjustment valve 11 is slightly opened.

  When the intake adjustment valve 11 is opened in this way, the compressor body 40 starts intake and compresses and discharges the sucked gas, thereby increasing the pressure in the receiver tank 60.

  In this normal operation transition preparation stage, the communication between the valve closing pressure receiving chamber 113 and the receiver tank 60 by the forced valve closing flow path 21 is still maintained and the relief flow path 14 is closed. When the pressure in 60 rises to a predetermined pressure (P2), the pressure in the valve closing pressure receiving chamber 113 also rises to the same pressure, and the pressure in the receiver tank 60 is changed by closing the intake adjustment valve 11 again. The predetermined pressure (P2) is maintained.

  The pressure (P2) in the receiver tank at this time is the pressure (P3) in the receiver tank in a conventional engine-driven compressor (see FIG. 7) that operates in a reduced starting load state with the relief passage 314 opened. The pressure can be made lower than

  In this way, by preparing for the transition to the normal operation for the third predetermined time (for example, 60 seconds), the pressure in the receiver tank 60 is increased to the predetermined pressure (P2), and then the escape passage 14 is opened. When the intake valve 11 is fully opened and shifted to full load operation by closing the forced valve closing flow path 21 and shifting to normal operation, the pressure in the receiver tank 60 reaches a predetermined pressure (P2). Has already risen, it is possible to reliably supply the lubricating oil to the compressor body 40, and as a result, it is possible to prevent an emergency stop due to an abnormal increase in the discharge air temperature.

DESCRIPTION OF SYMBOLS 1 Engine drive type compressor 10 Intake adjusting device 11 Intake adjusting valve 111 Body (valve box)
112 Airtight chamber (cylinder)
113 Valve closed pressure receiving chamber 114 Auxiliary pressure receiving chamber (spring chamber)
114a Spring 115 Suction passage 115a Valve seat 116 Valve body 116a, 116a 'Valve shaft 116b Valve body closing spring 117 Sleeve 118 End plate 119 Pressure receiving body (piston)
119a Piston rod 12 Control flow path 13 Pressure adjusting valve 14 Relief flow path 15 Restriction 21 Forced closed flow path 22 Intake and exhaust flow path 23 Suction flow path 30 Controller 31 Engine operation state determination means 32 Operation mode switching means 33 Operation mode selection means 34 Solenoid valve control means 35 Engine speed command means 36 Timer 40 Compressor body 41 Inlet 50 Engine 51 Rotational speed control means (ECU)
52 Cooling water temperature detection means 53 Rotational speed detection means 60 Receiver tank 61 Check valve 62 Discharge flow path 63 Oil cooler 64 Oil supply flow path 65 Pressure detection means 70 Key switch SV1. SV2 solenoid valve (two-way)
SV3, SV4 solenoid valve (3 way)
DESCRIPTION OF SYMBOLS 300 Engine drive type compressor 310 Intake adjustment device 311 Intake adjustment valve 312 Control flow path 313 Pressure adjustment valve 314 Relief flow path 315 Restriction 316 Unloader regulator 320 Start load reducing device 321 Bypass flow path 325 Start unloader valve 340 Compressor body 341 Intake Port 350 Engine 360 Receiver tank 363 Oil cooler 364 Oil supply passage 366 Oil separator 367 Oil filter

Claims (12)

An engine, a compressor main body driven by the engine, and an intake air adjusting device that controls intake air to the compressor main body, the intake air adjusting device opening and closing an intake port of the compressor main body, A control flow path communicating between the closed pressure receiving chamber of the intake adjustment valve and the discharge side of the compressor body, and opening the control flow path when the discharge side pressure of the compressor body is equal to or higher than a predetermined rated pressure, In an engine-driven compressor provided with a pressure regulating valve that closes the control flow path when the pressure is lower than the rated pressure,
The intake regulating valve is provided with an airtight chamber, and the airtight chamber is partitioned by a pressure receiving body that controls the operation of the valve body, so that one is formed as the valve closing pressure receiving chamber and the other is the auxiliary pressure receiving chamber. A relief passage for escaping the compressed gas in the pressure receiving chamber, and an intake / exhaust passage that enables introduction and discharge of outside air into the auxiliary pressure receiving chamber,
The relief passage and the intake / exhaust passage are closed, the closed pressure receiving chamber communicates with the discharge side of the compressor body, and the auxiliary pressure receiving chamber communicates with the secondary side of the intake control valve Start the engine with the start load reduction mode,
Until the engine is determined to be started and the engine has been determined to be in a predetermined stable operating state, the operation in the starting load reduction mode is maintained, and then the intake air adjustment by the intake air adjusting device is performed. A start control method for an engine-driven compressor, characterized in that a transition is made to a normal operation mode.   After it is determined that the engine is in the stable operation state, the relief passage and the intake / exhaust passage are opened, and communication between the auxiliary pressure receiving chamber and the secondary side of the intake adjustment valve is interrupted, 2. The engine-driven compressor start control method according to claim 1, wherein the discharge side of the compressor body and the valve-closing pressure receiving chamber are shut off to switch to the normal operation mode. When the engine operating state satisfies a predetermined start determination condition, determine the start of the engine,
After the engine start determination, a first predetermined time elapses and the engine coolant temperature exceeds a predetermined warm-up completion temperature, or the second predetermined time elapses after the first predetermined time elapses. 3. The engine-driven compressor start control method according to claim 1, wherein when the predetermined time elapses or any condition is satisfied, it is determined that the engine is in the stable operation state. Based on the determination that the stable operation state has been established, the intake / exhaust flow path is opened, and preparation for transition to normal operation is performed to block communication between the auxiliary pressure receiving chamber and the secondary side of the intake control valve,
When a third predetermined time has passed since the determination that the stable operation state has been reached, the relief passage is opened, and the discharge side of the compressor body and the valve-closing pressure receiving chamber are shut off, The start control method for an engine-driven compressor according to any one of claims 1 to 3, wherein the operation mode is shifted to a normal operation mode. During operation in the normal operation mode, performing speed control for controlling the rotational speed of the engine between the no-load rotational speed and the rated rotational speed according to the discharge side pressure of the compressor body,
Before the transition to the normal operation mode, the rotational speed of the engine is controlled to be a constant speed operation at a starting rotational speed that is higher than the no-load rotational speed in the normal operation mode. The start control method of the engine drive type compressor according to any one of claims 1 to 4.   The engine start determination is performed when the engine rotation speed exceeds a predetermined start determination rotation speed, when the power generation voltage or current of a power generator provided in the engine exceeds a predetermined start determination value, or The start control method for an engine driven compressor according to any one of claims 1 to 5, wherein the start control method is performed when any of the conditions when the engine oil pressure exceeds a predetermined start determination pressure is satisfied. An engine, a compressor main body driven by the engine, and an intake air adjusting device that controls intake air to the compressor main body, the intake air adjusting device opening and closing an intake port of the compressor main body, A control flow path communicating between the closed pressure receiving chamber of the intake adjustment valve and the discharge side of the compressor body, and the control flow path is opened when the discharge side pressure of the compressor body is equal to or higher than a predetermined rated pressure. , An engine driven compressor having a pressure regulating valve that closes the control flow path when the pressure is lower than the rated pressure;
The intake regulating valve is provided with an airtight chamber, and the airtight chamber is partitioned by a pressure receiving body that controls the operation of the valve body, so that one is formed as the valve closing pressure receiving chamber and the other is the auxiliary pressure receiving chamber. An escape passage for escaping compressed gas in the pressure receiving chamber, an intake / exhaust passage that allows introduction and discharge of outside air into the auxiliary pressure receiving chamber, and a closed pressure receiving chamber of the intake adjustment valve communicate with the discharge side of the compressor body A forced valve closing flow path, and a suction flow path that connects the auxiliary pressure receiving chamber to the secondary side of the intake control valve, and an electromagnetic valve that opens and closes each flow path,
An engine operating state determining unit for determining the operating state of the engine, and an operation mode switching unit for switching an operating mode according to a determination result of the engine operating state determining unit;
The operation mode switching means is further provided with a solenoid valve control means for controlling the opening / closing operation of the solenoid valve,
The solenoid valve control means is
When the engine operating state determining means determines that the engine is in a start standby state, a control signal for closing the relief flow path and the intake / exhaust flow path and opening the forced valve closing flow path and the suction flow path is provided. Wait for the engine to start in the start load reduction mode output to each solenoid valve,
Until the engine operating state determining means determines that the engine has started and determines that the engine has entered a predetermined stable operating state, the engine start load reducing mode is maintained, and then the intake air adjustment is performed. 1. An engine-driven compressor that shifts to a normal operation mode in which intake adjustment is performed by the device.   The electromagnetic valve control means determines that the engine operation state determination means has reached the stable operation state, and then opens the relief flow path, the intake / exhaust flow path, the forced valve close flow path, and the suction flow. 8. The engine-driven compressor according to claim 7, wherein the normal operation mode is shifted by outputting a control signal for closing the road to each of the solenoid valves.   The engine operating state determining means determines that the engine starts when the engine operating state satisfies a predetermined start determination condition, and after the engine start determination, a first predetermined time has elapsed, In addition, the condition that either the cooling water temperature of the engine exceeds a predetermined warm-up completion temperature or a second predetermined time elapses after the first predetermined time elapses is satisfied. The engine driven compressor according to claim 7 or 8, wherein the engine is determined to be in the stable operation state. The solenoid valve control means includes:
When the engine operating state determining means determines that the engine is in the stable operating state, the engine operating state preparation is made to open the intake / exhaust flow path and output a control signal for closing the suction flow path. As well as
When the third predetermined time has passed after the determination of the stable operation state, the control circuit outputs a control signal for opening the relief flow path and closing the forced valve closing flow path to shift to the normal operation mode. The engine drive type compressor according to any one of claims 7 to 9. The operation mode switching means further comprises engine speed command means for outputting a speed command for commanding the rotational speed to the engine,
The engine speed command means is
During operation in the normal operation mode, a speed command for controlling the rotational speed of the engine between the no-load rotational speed and the rated rotational speed according to the discharge side pressure of the compressor body is output.
Before the transition to the normal operation mode, a speed command for outputting the engine rotation speed to a constant speed operation at a start rotation speed that is higher than the no-load rotation speed in the normal operation mode is output. The engine driven compressor according to any one of claims 7 to 10.   When the engine operating state determination means determines whether or not the engine has started, when the engine speed exceeds a predetermined start determination rotation speed, the power generation voltage or current of the power generator provided in the engine is a predetermined start determination value. The engine drive according to any one of claims 7 to 11, wherein the engine drive is performed when any of the conditions when the hydraulic pressure of the engine exceeds a predetermined start determination pressure is satisfied. Mold compressor.

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