WO2002053912A9 - Dispositif d'admission d'air de refroidissement - Google Patents

Dispositif d'admission d'air de refroidissement

Info

Publication number
WO2002053912A9
WO2002053912A9 PCT/US2001/049832 US0149832W WO02053912A9 WO 2002053912 A9 WO2002053912 A9 WO 2002053912A9 US 0149832 W US0149832 W US 0149832W WO 02053912 A9 WO02053912 A9 WO 02053912A9
Authority
WO
WIPO (PCT)
Prior art keywords
housing
air
compressor unit
heat exchanger
disposed
Prior art date
Application number
PCT/US2001/049832
Other languages
English (en)
Other versions
WO2002053912A2 (fr
WO2002053912A3 (fr
Inventor
Michael Shane Dyson
Marion Daniel Ii Hancock
Dean P Hendrix
David B Stahlman
Donald M Wood
Original Assignee
Ingersoll Rand Co
Michael Shane Dyson
Marion Daniel Ii Hancock
Dean P Hendrix
David B Stahlman
Donald M Wood
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Ingersoll Rand Co, Michael Shane Dyson, Marion Daniel Ii Hancock, Dean P Hendrix, David B Stahlman, Donald M Wood filed Critical Ingersoll Rand Co
Priority to US10/451,692 priority Critical patent/US20050013704A1/en
Priority to AU2002235243A priority patent/AU2002235243A1/en
Publication of WO2002053912A2 publication Critical patent/WO2002053912A2/fr
Publication of WO2002053912A3 publication Critical patent/WO2002053912A3/fr
Publication of WO2002053912A9 publication Critical patent/WO2002053912A9/fr

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
    • F04B—POSITIVE-DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS
    • F04B35/00—Piston pumps specially adapted for elastic fluids and characterised by the driving means to their working members, or by combination with, or adaptation to, specific driving engines or motors, not otherwise provided for
    • F04B35/002—Piston pumps specially adapted for elastic fluids and characterised by the driving means to their working members, or by combination with, or adaptation to, specific driving engines or motors, not otherwise provided for driven by internal combustion engines
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01C—ROTARY-PISTON OR OSCILLATING-PISTON MACHINES OR ENGINES
    • F01C21/00—Component parts, details or accessories not provided for in groups F01C1/00 - F01C20/00
    • F01C21/007—General arrangements of parts; Frames and supporting elements
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P11/00—Component parts, details, or accessories not provided for in, or of interest apart from, groups F01P1/00 - F01P9/00
    • F01P11/12—Filtering, cooling, or silencing cooling-air
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B63/00—Adaptations of engines for driving pumps, hand-held tools or electric generators; Portable combinations of engines with engine-driven devices
    • F02B63/06—Adaptations of engines for driving pumps, hand-held tools or electric generators; Portable combinations of engines with engine-driven devices for pumps
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
    • F04B—POSITIVE-DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS
    • F04B35/00—Piston pumps specially adapted for elastic fluids and characterised by the driving means to their working members, or by combination with, or adaptation to, specific driving engines or motors, not otherwise provided for
    • F04B35/06—Mobile combinations
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
    • F04B—POSITIVE-DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS
    • F04B39/00—Component parts, details, or accessories, of pumps or pumping systems specially adapted for elastic fluids, not otherwise provided for in, or of interest apart from, groups F04B25/00 - F04B37/00
    • F04B39/0027—Pulsation and noise damping means
    • F04B39/0033—Pulsation and noise damping means with encapsulations
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
    • F04C—ROTARY-PISTON, OR OSCILLATING-PISTON, POSITIVE-DISPLACEMENT MACHINES FOR LIQUIDS; ROTARY-PISTON, OR OSCILLATING-PISTON, POSITIVE-DISPLACEMENT PUMPS
    • F04C23/00—Combinations of two or more pumps, each being of rotary-piston or oscillating-piston type, specially adapted for elastic fluids; Pumping installations specially adapted for elastic fluids; Multi-stage pumps specially adapted for elastic fluids
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
    • F04C—ROTARY-PISTON, OR OSCILLATING-PISTON, POSITIVE-DISPLACEMENT MACHINES FOR LIQUIDS; ROTARY-PISTON, OR OSCILLATING-PISTON, POSITIVE-DISPLACEMENT PUMPS
    • F04C29/00—Component parts, details or accessories of pumps or pumping installations, not provided for in groups F04C18/00 - F04C28/00
    • F04C29/04—Heating; Cooling; Heat insulation
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P3/00—Liquid cooling
    • F01P3/18—Arrangements or mounting of liquid-to-air heat-exchangers
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P3/00—Liquid cooling
    • F01P3/20—Cooling circuits not specific to a single part of engine or machine
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P5/00—Pumping cooling-air or liquid coolants
    • F01P5/02—Pumping cooling-air; Arrangements of cooling-air pumps, e.g. fans or blowers
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies

Definitions

  • This invention relates to air compressors, and more particularly to cooling systems for air compressors.
  • the need for ambient air is especially important for air compressor units operating in warm climates.
  • Two common designs for air compressor units are a cold box design, and a hot box design.
  • the difference between the cold box design and the hot box design is generally the order in which air passes over the heat exchangers, compressor and engine.
  • the hot box is desirable in cold climates because the air flow is warmed while first passing through heat exchangers before passing over the compressor and the engine.
  • the cold box is desirable in warm climates because the air flow first passes over the compressor and the engine and then passes through the heat exchangers. In both of these designs, the emissions and noise standards must be achieved while simultaneously maintaining proper compressor thermal operating conditions.
  • an air compressor unit design that increases the ambient air intake to cool critical parts of the air compressor unit, while reducing the amount of noise released into the environment and maintaining a normal discharge temperature. It is also desirable to have an air compressor unit that possesses benefits from both a cold box design and a hot box design.
  • the present invention utilizes a two fan design with one fan in the rearward portion of the compressor housing, and a second fan in the forward portion of the housing.
  • the housing preferably has rear louvers near the back of the housing and mid louvers near the intermediate section of the housing. These louvers have noise reducing baffles and are strategically located in the housing to accommodate the needs for cool air and directing the air to specific parts, while reducing the amount of noise emitted by the machine.
  • the invention locates cool air inlets in certain locations to direct cool air across critical components. Cool ambient air is drawn through baffled louvers primarily by a hydraulic powered rear fan, and secondarily by the front fan.
  • a combination of a cold box design and a hot box design is utilized for the present invention.
  • the cooling air flows through heat exchangers both before and after passing over the compressor and engine.
  • the air that enters through the rear louvers passes through the rear cooler set, which includes several heat exchangers.
  • These heat exchangers preferably include a fuel cooler, a hydraulic cooler, an air end oil cooler, an intercooler, and an aftercooler.
  • the coolers transfer heat to the air and the temperature of the air increases after passing through the coolers.
  • the air then flows past the compressor and draws some excess heat from the compressor before mixing with the additional air.
  • the front fan pulls supplemental cool air through baffled inlets near the door and mid-sections that mixes with the exhaust air of the previously mentioned coolers.
  • the combined air then preferably passes over the engine and through another set of coolers that includes a radiator and a charge-air cooler.
  • the radiator controls the operating temperature of the engine.
  • the charge-air cooler controls the temperature of the turbo charged air entering the engine.
  • the invention provides adequate ambient air to properly cool the compressor assembly while maintaining a normal compressor discharge temperature.
  • the invention also meets current engine emission standards and complies with EPA and EC noise requirements.
  • BRIEF DESCRIPTION OF THE DRAWINGS Fig. 1 is a perspective view of an air compressor unit according to the preferred embodiment of the present invention
  • Fig. 2 is a side view illustrating the left side of the air compressor unit shown in Fig. 1;
  • Fig. 3 is a side view illustrating the right side of the air compressor unit shown in Fig. 1;
  • Fig. 4 is a top cut-away view of the air compressor unit shown in Fig. 1.
  • Fig. 1 illustrates a portable air compressor unit 10 that compresses air to pressures above normal atmospheric pressures.
  • the compressor unit 10 includes a frame 14, wheels 18 supporting the frame 14, and a housing 22 supported by the frame 14.
  • the housing 22 has a front end 26 and a rear end 30 disposed at opposite ends of the housing 22.
  • the housing 22 includes a base 34, a roof 38, a left portion 42, and a right portion 46 that extend between the front end 26 and the rear end 30.
  • the compressor unit 10 also has a tongue 50 that may interconnect to a vehicle and facilitate transporting the portable air compressor unit 10.
  • the frame 14 supports the housing 22 and the internal components of the air compressor unit 10 disposed within the housing 22.
  • the housing 22 is a substantially rectangular box, but the housing may be any shape that substantially encloses the components of the compressor unit 10.
  • the internal components of the air compressor unit 10 are described in more detail below, and may include compressors, engines, pumps, motors, heat exchangers, coolers, fans, controllers, and other related parts.
  • the compressor unit 10 requires adequate ambient air flow through the housing 22 to properly cool the internal components within the housing 22.
  • the housing 22 includes multiple apertures with baffled louvers that permit cooling ambient air to enter the housing 22 and cool the internal components of the compressor unit 10.
  • the left portion 42 includes a rear aperture 54 disposed near the rear end 30, and a mid aperture 58 disposed between the rear end 30 and the front end 26.
  • the apertures 54, 58 are not limited to the side portions 62, and could also be located in the roof 38, base 34 or rear end 30.
  • a rear louver 66 is disposed in the rear aperture 54 near the rear end 30, and a mid louver 70 is disposed in the mid aperture 58 between the rear end 30 and front end 26.
  • Fig. 1 also illustrates an exhaust outlet 74 disposed in the roof 38 near the front end 26. Air flow enters the housing 22 through the louvers 66, 70 and flows through the housing 22 in a generally forward direction from the rear end 30 toward the front end 26. The air flow exits the housing 22 through the exhaust outlet 74 near the front end 26.
  • Fig. 2 illustrates the left portion 42 of the housing 22, and shows the rear louver 66 and the mid louver 70.
  • Fig. 3 illustrates the right portion 46 of the housing 22 and also shows the rear aperture 54 disposed near the rear end 30, and the mid aperture 58 disposed between the rear end 30 and front end 26.
  • the rear louver 66 is disposed in the rear aperture 54
  • the mid louver 70 is disposed in the mid aperture 58.
  • the rear louver 66 of the left portion 42 is opposite the rear louver 66 of the right portion 46
  • the mid louver 70 of the left portion 42 is opposite the mid louver 70 of the right portion 46.
  • the right portion 46 includes multiple mid louvers 70 and the left portion 42 includes one mid louver 70.
  • the actual number of mid louvers 70 may vary slightly as long as the louvers 70 permit adequate cooling ambient air to enter the housing 22.
  • the compressor unit 10 is relatively loud, and noise may exit the housing 22 through the louvers 66, 70.
  • Noise reduction is a concern for air compressors, and the present invention helps reduce the amount of noise emitted by the air compressor unit 10.
  • the louvers 66, 70 includes baffles 78 to reduce the amount of noise emitted from the compressor unit 10. Additionally, the louvers 66,70 are strategically located along the housing 22 in relation to internal components of the compressor unit 10 to maximize air intake into the housing 22 while minimizing the noise emitted from the housing 22.
  • Fig. 4 illustrates the internal components of the air compressor unit 10 within the housing 22, and the air flow through the housing 22.
  • the air flow is described in more detail below.
  • the rear louvers 66 are disposed in the right portion 46 and left portion 42 near the rear end 30.
  • the rear louvers 66 could be disposed in the rear end 30.
  • Mid louvers 70 are disposed in the right portion 46 and left portion 42 between the rear end 30 and front end 26.
  • the exhaust outlet 74 is disposed in the roof 38 near the front end 26.
  • a rearward direction is generally from the front end 26 toward the rear end 30, and a forward direction is generally from the rear end 30 toward the front end 26.
  • the compressor unit 10 includes a rear cooler set 82 mounted near the rear end 30 forward of the rear louvers 66.
  • the rear cooler set 82 includes multiple heat exchangers, such as a fuel cooler 86, a hydraulic cooler 90, an airend oil cooler 94, an intercooler 98, and an aftercooler 102.
  • one side of the rear cooler set 82 has the fuel cooler 86 on the top near the roof 38, the airend oil cooler 94 on the bottom near the base 34, and the hydraulic cooler 90 between the fuel cooler 86 and the airend oil cooler 94.
  • the other side of the rear cooler set 82 has the intercooler 98 disposed above the aftercooler 102.
  • the fuel cooler 86 reduces the temperature of fuel for the compressor unit 10, and helps the air compressor unit 10 fulfill engine emission requirements.
  • the hydraulic cooler 90 maintains the operating temperature of hydraulic fluid within the air compressor unit 10.
  • the airend oil cooler 94 controls the temperature of the lubricating oil for the air compressor unit 10.
  • the intercooler 98 and aftercooler 102 control the temperature of air compressed by the air compressor unit 10.
  • a rear fan 106 is mounted immediately forward of the rear cooler set 82, and is driven by a motor 110. In the illustrated embodiment, the motor 110 is hydraulic and is powered by the flow of hydraulic fluid, but any other suitable motor may be used.
  • the rear fan 106 draws cool ambient air into the housing 22 through the rear louvers 66, and draws air through the rear cooler set 82. The rear fan 106 also pushes air forward through the housing 22.
  • the air compressor unit 10 includes an engine 114 and a compressor 118 disposed forward of the rear fan 106.
  • the engine 114 powers the compressor 118 which compresses air.
  • the engine 114 is a diesel engine 114 and the compressor 118 is a two stage rotary compressor, but other engine and compressor designs may be used with this invention.
  • Air flow past the compressor 118 and engine 114 helps cool the compressor 118 and engine 114.
  • the mid louvers 70 are disposed near the engine 114 and compressor 118 to permit additional cooling air to enter the housing 22.
  • a front fan 122 is mounted forward of the engine 114.
  • the front fan 122 is larger than the rear fan 106, and generates a greater air flow than the rear fan 106.
  • the mid louvers 70 are disposed between the rear fan 106 and the front fan 122, and the front fan 122 draws cooling ambient air into the housing 22 through the mid louvers 70.
  • the engine 114 drives the front fan 122, and the engine 114 may also drive a hydraulic pump 126, which creates a hydraulic flow and powers the motor 110 and the rear fan 106
  • a front cooler set 130 is mounted near the front end 26 forward of the front fan 122.
  • the front fan 122 generates air flow through the front cooler set 130.
  • the front cooler set 130 includes multiple heat exchangers, such as a radiator 134 and a charge-air cooler 138.
  • the radiator 134 controls the operating temperature of the engine 114
  • the charge-air cooler 138 controls the temperature of turbo charged air that enters the engine 114.
  • the exhaust outlet 74 is disposed forward the front cooler set 130, between the front cooler set 130 and the front end 26.
  • the air flow through the housing 22 exits the housing 22 through the exhaust outlet 74.
  • the exhaust outlet 74 is an aperture in the roof 38.
  • the exhaust outlet 74 could have baffled louvers or a mechanized louver system, or the exhaust outlet 74 could be disposed in the left portion 42, right portion 46, base 34, or front end 26.
  • arrows A, B, C, D, E and F illustrate the air flow through the housing 22.
  • the air flow generally enters the housing 22 through rear louvers 66 and mid louvers 70, and exits the housing 22 through the exhaust outlet 74.
  • the air compressor unit 10 requires cooling ambient air flow through the housing 22 to cool the components of the air compressor unit 10. As the air cools the components, the temperature of the air increases.
  • the rear cooler set 82 and front cooler set 130 include heat exchangers that reduce the temperature of the substance within the heat exchangers by transferring heat from the substance to the air flowing through the heat exchangers.
  • the temperature of the air increases after passing through the heat exchangers.
  • the ability of the air to cool the components is directly related to the temperature differential between the components and the air.
  • the greater the temperature differential the greater the cooling capacity of the air flow.
  • the louvers 66, 70 and internal components of the air compressor unit 10 are positioned to maximize the cooling capacity of air flow through the housing 22, and minimize the noise emitted by the air compressor unit 10.
  • Primary air flow A enters the housing 22 through the rear louvers 66 in the left portion 42 and right portion 46.
  • the rear cooler set 82 is disposed between the rear louvers 66 and the rear fan 106, and the rear fan draws air flow B through the rear cooler set 82.
  • the rear cooler set 82 transfers heat from the various heat exchangers 86,90,94,98,102 to the air flow B, and increases the temperature of air flow B as it passes through the rear cooler set 82.
  • the rear fan 106 then forces air flow C forward and past the compressor 118. Air flow C helps cool the compressor 118, and the temperature of air flow C generally increases after flowing past the compressor 118.
  • the housing 22 includes mid louvers 70 that are disposed intermediate the ends 26, 30, forward of the rear fan 106, and rearward of the front fan 122.
  • Secondary air flow D enters the housing 22 through the mid louvers 70.
  • Air flow D is generally cool ambient air, similar to air flow A, and the temperature of air flow D is generally lower than the temperature of air flow C.
  • Air flow D mixes with air flow C into a combined air flow E to lower the air temperature and increase the cooling capacity of the air.
  • the combined air flow E generally has a lower temperature and a greater cooling capacity than air flow C.
  • the front fan 122 draws the secondary air flow D into the housing 22, and draws the combined air flow E forward past the engine 114 to help cool the engine 114.
  • the front cooler set 130 is disposed forward of the front fan 122, and the front fan 122 forces air flow F through the front cooler set 130.
  • the front cooler set 130 transfers heat from the heat exchangers 134, 138 to the air flow F, and increases the temperature of air flow F as it passes through the front cooler set 130. After air flow F passes through the front cooler set 130, air flow G exits the housing 22 through the exhaust outlet 74.
  • the front fan 122 driven by the engine 114 is larger than the rear fan 106 driven by the motor 110, such that the air flow F through the front cooler set 130 is greater than the air flow B through the rear cooler set 82.
  • the greater air flow generated by the front fan 122 increases the cooling capacity of the air flow through the housing 22. This embodiment ensures that proper air flow is generated in the middle portions of the housing 22.
  • the louvers 66, 70 of the present invention are strategically located to provide adequate air flow for cooling while restricting the noise emitted from the air compressor unit 10.
  • the primary air flow A generally increases in temperature after air flow B passes through the rear cooler set 82 and air flow C passes over the compressor 118.
  • the mid louvers 70 are located near the engine 114 to allow the secondary air flow D to enter the housing 22 and cool the engine 114.
  • the secondary air flow D is generally cooler than air flow C when they mix into combined air flow E.
  • the temperature of combined air flow E is generally lower than the temperature of air flow C, so additional heat can be transferred to combined air flow F as it passes through the front cooler set 130.
  • the dual fan design of the air compressor unit 10 generates the proper air flow to draw enough air into the housing 22 and cool the compressor unit 10. Additionally, the strategically located louvers 66, 70 with baffles 78 limit the amount of noise emitted from the air compressor unit 10. The air flow through the housing 22 increases the reliability of the air compressor unit 10 in a wide range of operating conditions and environments.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Cooling, Air Intake And Gas Exhaust, And Fuel Tank Arrangements In Propulsion Units (AREA)
  • Compressor (AREA)

Abstract

L'invention concerne un compresseur d'air portatif qui comprend un boîtier présentant une extrémité arrière et une extrémité avant. Le boîtier comprend une louvre arrière située à proximité de l'extrémité arrière, une sortie de ventilation à située proximité de l'extrémité avant et une louvre intermédiaire située entre l'extrémité arrière et l'extrémité avant. Un ensemble refroidisseur arrière et un ventilateur arrière sont disposés à l'intérieur du boîtier entre la louvre arrière et la louvre intermédiaire. Le ventilateur aspire de l'air de refroidissement dans le boîtier à travers la louvre arrière et l'ensemble refroidisseur arrière. Un ventilateur avant et un ensemble refroidisseur avant sont disposés à l'intérieur du boîtier entre la louvre intermédiaire et la sortie de ventilation. Le ventilateur avant aspire de l'air de refroidissement dans le boîtier à travers la louvre intermédiaire et l'envoie à travers l'ensemble refroidisseur avant. La configuration des composants internes du compresseur et des louvres arrière et intermédiaire dans le boîtier optimise l'écoulement de l'air de refroidissement à travers le boîtier.
PCT/US2001/049832 2001-01-05 2001-12-28 Dispositif d'admission d'air de refroidissement WO2002053912A2 (fr)

Priority Applications (2)

Application Number Priority Date Filing Date Title
US10/451,692 US20050013704A1 (en) 2001-01-05 2001-12-28 Cooling air inlet arrangement
AU2002235243A AU2002235243A1 (en) 2001-01-05 2001-12-28 Cooling air arrangement for compressor

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
US25998901P 2001-01-05 2001-01-05
US60/259,989 2001-01-05

Publications (3)

Publication Number Publication Date
WO2002053912A2 WO2002053912A2 (fr) 2002-07-11
WO2002053912A3 WO2002053912A3 (fr) 2003-01-30
WO2002053912A9 true WO2002053912A9 (fr) 2003-04-24

Family

ID=22987343

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/US2001/049832 WO2002053912A2 (fr) 2001-01-05 2001-12-28 Dispositif d'admission d'air de refroidissement

Country Status (3)

Country Link
US (1) US20050013704A1 (fr)
AU (1) AU2002235243A1 (fr)
WO (1) WO2002053912A2 (fr)

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US6129056A (en) * 1999-08-23 2000-10-10 Case Corporation Cooling system for work vehicle

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US20050013704A1 (en) 2005-01-20
AU2002235243A1 (en) 2002-07-16
WO2002053912A2 (fr) 2002-07-11
WO2002053912A3 (fr) 2003-01-30

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