WO2003021108A1 - Engine driven compressor - Google Patents
Engine driven compressor Download PDFInfo
- Publication number
- WO2003021108A1 WO2003021108A1 PCT/US2002/027602 US0227602W WO03021108A1 WO 2003021108 A1 WO2003021108 A1 WO 2003021108A1 US 0227602 W US0227602 W US 0227602W WO 03021108 A1 WO03021108 A1 WO 03021108A1
- Authority
- WO
- WIPO (PCT)
- Prior art keywords
- pressure
- tank
- compressor
- control system
- inlet valve
- Prior art date
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
- F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
- F04B—POSITIVE-DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS
- F04B49/00—Control, e.g. of pump delivery, or pump pressure of, or safety measures for, machines, pumps, or pumping installations, not otherwise provided for, or of interest apart from, groups F04B1/00 - F04B47/00
- F04B49/22—Control, e.g. of pump delivery, or pump pressure of, or safety measures for, machines, pumps, or pumping installations, not otherwise provided for, or of interest apart from, groups F04B1/00 - F04B47/00 by means of valves
- F04B49/225—Control, e.g. of pump delivery, or pump pressure of, or safety measures for, machines, pumps, or pumping installations, not otherwise provided for, or of interest apart from, groups F04B1/00 - F04B47/00 by means of valves with throttling valves or valves varying the pump inlet opening or the outlet opening
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
- F04B—POSITIVE-DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS
- F04B2203/00—Motor parameters
- F04B2203/06—Motor parameters of internal combustion engines
- F04B2203/0605—Rotational speed
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
- F04B—POSITIVE-DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS
- F04B2205/00—Fluid parameters
- F04B2205/05—Pressure after the pump outlet
Definitions
- the present invention relates to a compressor assembly, and more particularly to a compressor assembly including an engine driven compressor, an electronic controller that controls the engine speed and a pneumatic controller that controls an inlet valve of the compressor.
- control of the discharge air pressure from the compressor is achieved by control of the engine speed and the compressor inlet opening.
- increasing the engine speed or opening the inlet valve increases the discharge pressure.
- a compressor assembly commonly includes a separator tank, an air end for compressing the air and driven by an engine, and a control system, h operation, air enters the air end through an inlet valve, the air end compresses the air to pressures above normal atmospheric pressures, and delivers the air to a separator tank. The air is discharged through an outlet valve.
- Fig. 1 illustrates a schematic diagram of a prior art compressor assembly 10 including a mechanically controlled engine 14 having a pneumatic control system 18.
- the engine 14 drives an air end 22 that compresses the air.
- a mixture of compressed air and oil flows from the air end 22 to a separator tank 26, where the oil is separated from the air.
- the tank 26 discharges compressed air through an outlet valve 30 to a customer.
- the customer determines compressor demand for compressed air from the tank 26.
- the pneumatic control system 18 includes a cylinder assembly 42, an inlet valve 46, and an engine throttle lever 50, all of which are connected to a pivot lever 54. As the control pipe 38 is pressurized, the cylinder assembly
- Extension of the cylinder assembly 42 pivots the pivot lever 54 to open the inlet valve 46 and actuates the engine throttle 50 to increase the engine speed.
- the pneumatic control system 18 adjusts the inlet valve 46 and actuates the engine throttle 50 simultaneously.
- the engine speed is at a point somewhere between low idle and full speed, and the compressor inlet valve 46 is partly closed. Since the compressor inlet flow is partially closed, the inlet losses are high and the compressor efficiency drops.
- the invention relates to a compressor assembly comprising a compressor including a fluid inlet having an inlet valve, an engine that drives the compressor, a tank that receives pressurized fluid from the compressor.
- a control system is in fluid communication with the tank, and a pressure regulator permits fluid flow from the tank to the control system when the pressure within the tank exceeds a setpoint pressure.
- An electronic controller controls the speed of the engine in response to fluid pressure within the control system.
- a pneumatic controller controls the inlet valve in response to fluid pressure within the control system. The electronic controller is separate from the pneumatic controller.
- a control pressure sensor senses fluid pressure within the control system and provides a control pressure signal to the electronic controller.
- the electronic controller may include software control logic that receives the control pressure signal and determines the new desired speed of the engine.
- the electronic controller may provide an output signal to the engine that adjusts the speed of the engine to the new desired speed in response to the control pressure signal.
- a tank pressure sensor senses fluid pressure within the tank and provides a tank pressure signal to the electronic controller. The electronic controller may determine the setpoint pressure in response to the control pressure signal and the tank pressure signal.
- the engine speed and the inlet valve may be separately controlled to increase efficiency of the compressor assembly.
- the inlet valve remains substantially open, while the electronic controller adjusts engine speed between the maximum and minimum speed for the engine. Once the engine reaches the minimum speed, the pneumatic controller may adjust the inlet valve between an open condition and a closed condition. For maximum part-load efficiency, the inlet valve should remain fully open during part-load operation while engine speed is modulated to match flow demand.
- BRTEF DESCRIPTION OF THE DRAWINGS Fig. 1 is a schematic diagram of a prior art compressor assembly.
- Fig. 2 is a schematic diagram of a compressor assembly embodying the present invention.
- Fig. 3 is a graph illustrating the control of the compressor assembly of Fig. 2.
- Fig. 4 is a diagram illustrating the control logic of the compressor assembly of Fig. 2.
- FIG. 2 illustrates a compressor assembly 110 that electronically controls engine speed, and pneumatically controls an inlet opening.
- the compressor assembly 110 compresses fluids, such as air or other similar fluids, to pressures above normal atmospheric pressure.
- the compressor may be a screw compressor, a piston compressor, a scroll compressor or a centrifugal compressor, and may be an oil flooded compressor or an oil free compressor.
- the engine may be any conventional internal combustion engine, such as a diesel engine.
- the compressor assembly 110 includes an air end 114, or compressor, that compresses the air, and an engine 118 that drives the air end 114. Air enters the air end 114 through an inlet opening 122.
- the compressor includes a capacity control device that controls air flow into the inlet opening 122.
- the capacity control device includes an inlet valve 126, such as a butterfly valve.
- the capacity control device may also include an unloader valve.
- the air end 114 compresses the air and delivers the air to a separator tank 130. If the compressor assembly 110 includes an oil- filled compressor, the oil is separated from the compressed air in the separator tank 130.
- the air may collect in the tank 130, or the air end 114 may discharge compressed air directly to a discharge air pipe.
- the tank 130 includes an outlet valve 134 that controls discharge air flow from the tank 130 to a user.
- the user may include air powered machinery, or other similar devices connected to an air system.
- the customer generally determines compressor demand based on the need for compressed air within the air system. As demand increases, more compressed air is discharged from the tank 130, and the tank pressure generally decreases. As demand decreases, less air is discharged from the tank 130, and tank pressure generally increases.
- a pressure regulator 138 When the pressure within the tank 130 exceeds a setpoint pressure, a pressure regulator 138 permits air to flow from the tank 130 into a control system 142.
- the control system 142 is a closed pneumatic system, such as a conduit, piping or tubing, and helps relieve pressure above the setpoint within the tank 130. As pressure within the tank 130 increases above the setpoint, pressure within the control system 142 also increases proportionately.
- the compressor assembly 110 includes a pneumatic controller 146 that controls the inlet valve 126.
- the inlet valve 126 influences compressor capacity, the compressor discharge pressure, and the pressure within the tank 130.
- the pneumatic controller 146 includes a cylinder assembly 150 having a cylinder 154 in fluid communication with the control system 142, and a piston rod 158 at least partially disposed within the cylinder 154 and movable with respect to the cylinder 154 between an extended condition and a retracted condition.
- a pivot lever 162 is coupled to the piston rod 158 and the inlet valve 126, and the inlet valve 126 is pivotally coupled adjacent the inlet opening 122.
- the piston rod 158 retracts and moves the inlet valve 126 toward the closed condition, or unloaded position.
- a biasing member 164 such as a spring, may bias the inlet valve 126 toward the open condition, or loaded position.
- the piston rod 158 extends and the inlet valve 125 moves toward the open condition. Opening the inlet valve 126 generally increases the tank pressure or discharge pressure, and closing the inlet valve 126 generally decreases the tank pressure or discharge pressure.
- the compressor assembly 110 may include a partial-load compressor, and the inlet valve 126 may be positionable between the open condition and the closed condition.
- Fig. 2 illustrates the inlet valve 126 in a partially loaded position.
- the compressor assembly 110 includes an electronic controller 166 that controls the speed of the engine 118.
- the electronic controller 166 niay include an electronic control module (ECM), a computer, or other similar electronic processors.
- the engine 118 is an electronically controlled engine. Engine speed influences the compressor discharge pressure, and the pressure within the tank 130. Increasing engine speed generally increases the tank pressure or discharge pressure, and decreasing engine speed generally decreases the tank pressure or discharge pressure.
- a control pressure sensor 170 senses fluid pressure within the control system 142 and provides a control pressure signal 174 to the electronic controller 166 identifying the pressure within the control system 142. In Fig. 2, the control pressure signal 174 is represented by line 174.
- the compressor assembly 110 may also include a tank pressure sensor 178 that senses fluid pressure within the tank 130 and provides a tank pressure signal 182 to the electronic controller 166. In Fig. 2, the tank pressure signal 182 is represented by line 182.
- the electronic controller 166 controls engine speed in response to the pressure within the control system 142.
- the electronic controller 166 receives the control pressure signal 174 from the control pressure sensor 170, determines the appropriate engine speed, and provides an output signal 186 to the engine 118 to control the engine speed. In Fig. 2, the output signal 186 is represented by line 186. If the control system pressure is above a desired level, the electronic controller 166 decreases engine speed. If the control system pressure is below a desired level, the electronic controller 166 increases engine speed.
- the engine 118 is generally adjustable between a maximum speed and a minimum speed, or idle speed. Increasing engine speed generally increases the tank pressure and control system pressure, and the decreasing engine speed generally decreases the tank pressure and control system pressure.
- Fig. 3 represents a control strategy for the compressor assembly 110.
- Fig. 3 illustrates a graph including control system pressure, tank pressure, and engine speed in relation to time as compressor demand changes over a period of time.
- Figs. 2 and 3 illustrate how the compressor assembly 110 responds to changes in compressor discharge pressure or customer demand.
- Points (A)-(H) represent various changes in demand for the compressor assembly 110.
- the engine 118 has a minimum or idle speed of 1200 RPM and a maximum or full speed of 1800 RPM.
- the setpoint pressure for the pressure regulator 138 and pressure within the tank 130 is approximately 150 psig, and the desired level for pressure within the control system 142 is approximately 4 psig.
- demand is relatively high.
- Tank pressure is below the setpoint and control system pressure is zero. Since control system pressure is zero and below the desired level, the electronic controller 166 increases engine speed to full speed and the pneumatic controller 146 allows the compressor inlet valve 126 to open fully. From point A to point B, demand remains high and the engine speed increases from idle to full speed.
- the electronic controller 166 begins lowering engine speed in order to match the decreasing demand.
- the desired level is approximately 4 psig.
- Software logic in the electronic controller 166 generally controls engine speed such that the control system pressure is near the desired level. Maintaining a small pressure within the control system 142 may help the compressor assembly 110 respond more quickly to changes in compressor demand and separator tank pressure.
- other digital logic e.g., an ASIC, discrete circuitry, etc.
- the process described above operates in reverse for an increase in demand from zero to full compressor capacity.
- demand increases which causes tank pressure and control system pressure to decrease as compressed air is discharged from the tank 130.
- the pneumatic controller 146 moves the inlet valve 126 toward the open condition as the control system pressure decreases toward the desired level.
- the inlet valve 126 is at the open condition, and the electronic controller 166 begins increasing engine speed as demand continues to increase.
- the electronic controller 166 continues to increase engine speed to maintain the control system pressure near the desired level.
- the engine 118 reaches full speed.
- the compressor assembly 110 is at maximum flow, or full capacity, when the engine 118 is at full speed and the inlet valve 126 is fully open. As shown on Fig. 3 beyond point H, any increase in demand when the compressor assembly 110 is at maximum flow will decrease the tank pressure and control system pressure. When the tank pressure decreases below the setpoint, the control system pressure will be zero.
- the compressor assembly 110 can maintain a steady-state position at any operating point if the compressed air demand remains steady. As demand begins to increase from zero ("unloaded") to a small percentage of full compressor capacity, the pressure in the separator tank 130 begins to drop. This lowers the control system pressure, and allows the inlet valve 126 to open slightly while the engine remains at low idle. As the demand continues to increase to the point where the tank pressure is only slightly above the setpoint, the electronic controller 166 begins increasing engine speed as needed to match demand, and attempts to maintain the control system pressure at the desired level (e.g., 4 psi). The compressor assembly 110 may operate in this state to provide part-load flow demands up to the point of maximum engine speed. At maximum engine speed, the compressor assembly 110 reaches full capacity, or maximum flow.
- the electronic controller 166 includes software that controls the engine speed based on the signal 174 provided by the control pressure sensor 170.
- Fig. 4 schematically illustrates a control algorithm that controls engine speed for the compressor assembly 110 of Fig. 2.
- the control algorithm includes a PID control where the control system pressure is the measured as a variable input. Additionally, a comparison value is applied to the algorithm. In the illustrated embodiment, the comparison valve is the desired level, shown as approximately 4 psig. The difference between the desired level and the actual control system pressure is computed (could be positive or negative). This error is then acted upon by the PID algorithm to compute an adjustment or new speed for the engine.
- the electronic controller 166 then provides the output signal 186 including this new speed to the engine 118.
- the tank pressure or discharge air pressure is also monitored during the above process. If the rate of change (rise or fall) of this discharge pressure exceeds given limits, the integral term in the PID algorithm will be reset to a specific value. For example, if the rate of change is negative, the reset value will be 1800 RPM (revolutions per minute). If the rate of change is positive, the reset value will be 1200 RPM. These reset values will cause the electronic controller 166 to make an immediate speed change (increase or decrease) in order to affect the corresponding air pressure change. Moreover, resetting the integral term allows the compressor assembly 110 to be more responsive to changes in load or demand.
- the electronic controller 166 uses the tank pressure signal 182 provided by the tank pressure sensor 178 for determining the setpoint pressure, or regulated pressure. That is, an operator does not need to input a new setpoint pressure directly into the electronic controller 166.
- the pressure regulator 138 maybe adjusted manually. Once the pressure regulator 138 is adjusted to a new setpoint pressure, for example from 150 psig to 125 psig, the regulator 138 begins bleeding air into the control system 142 once the tank pressure rises slightly above the new setpoint pressure. When this occurs, the electronic controller 166 measures the separator tank pressure from tank pressure sensor 178 and may readjust the software control logic based on the new setpoint pressure. Therefore, automatic compensation is made and no direct user adjustment is required for the electronic controller 166. This simplifies and reduces the cost of the electronic controller 166 and/or control panel since no pressure select adjustment switches or output display features are needed for user adjustment.
- the electronic controller 166 is compatible with multiple compressors, and each compressor or compressor model includes a unique electronic identification (ID).
- ID unique electronic identification
- the electronic controller 166 reads this ID and, based upon the ID, executes a control algorithm for that machine or model. Using the ID allows for a single software package for a family of machines where only the control algorithm varies.
- a connection 194 between the compressor assembly 110 and the electronic controller 166 may include the ID that identifies the air end 114 or compressor model to the electronic controller 166 and software.
- the electronic controller 166 prevents undesired adjusting of the pressure regulator 138 above a maximum value allowable for the compressor assembly 110. This protects the compressor assembly 110 beyond operation range or design limitations such as engine horsepower and tank pressure.
- the design limitations of the compressor assembly 110 such as maximum discharge pressure or tank pressure, are known to the electronic controller 166 by the electronic ID of the controller.
- a model identification plug in the electrical wiring harness may connect to the electronic controller 166, and is used as the identifier.
- Each compressor, or family of similar compressors is installed with the plug, which has a particular resistor value in it. This value is interpreted by the electronic controller 166 as a voltage level, and is compared to a table programmed into the software.
- the software uses the table to determine the compressor model identity and operation range parameters. This allows for a common software package to be used across multiple compressor models, precluding the need for the software to be model-specific.
- the electronic controller 166 determines whether the regulator 138 is set too high. If the regulator 138 is set too high, the electronic controller may actuate an alarm or stop the compressor assembly 110.
- the electronic controller 166 automatically detects whether a failed diaphragm is present in the pressure regulator 138.
- a common failure of a pressure regulator is that a hole develops in an elastomer diaphragm. This results in the control system remaining at zero pressure even when the separator tank pressure rises beyond the setpoint pressure. The ultimate result is that the compressor continues to build pressure until a relief valve setting in the tank 130 or air system is reached. In oil flooded compressors, venting of the separator tank pressure through the safety relief valve often results in releasing compressor oil into the compressor package, and/or onto the ground. This results in a messy condition that requires expensive cleanup.
- the electronic controller 166 knows the rated package discharge pressure from the electrical harness identification plug outlined above. Once the pressure in the separator tank 130 rises above a set amount beyond the maximum rated value for the compressor assembly 110 and the control pressure sensor 170 does not detect any pressure in the control system 142, the electronic controller 166 infers that the diaphragm of the pressure regulator 138 has failed. The electronic controller 166 then shuts down the compressor assembly 110 before the separator tank pressure rises to the point of relief valve venting, and may indicate an alarm condition through an alarm light.
- the compressor assembly 110 may include a starting system 204 to assist in starting the compressor assembly 110.
- the starting system 204 is interconnected to the control system 142 and includes a second compressor 208, first solenoid 212, second solenoid 216, and a checkvalve 220.
- the starting system 204 increases fluid pressure within the control system 142 during starting such that the pneumatic controller 146 closes the inlet valve 126.
- the solenoids 212, 216 may actuate to permit or restrict fluid flow through the control system 142.
- the second compressor 208 may then increase the pressure within the control system 142 to actuate the inlet valve 126.
- the first solenoid 212 is normally closed and may be energized to open during starting, and then de-energized to close during normal operation of the compressor assembly 110.
- the second solenoid 216 is normally open and may be energized to close during starting to permit the second compressor 208 to actuate the pneumatic controller 146 and close the inlet valve 126.
- the second solenoid 216 may then be de-energized to open during normal operation of the compressor assembly 110.
- the checkvalve 220 may permit one-way fluid flow such that the second compressor 208 may actuate the pneumatic controller 146, but the control system pressure does not flow toward the second compressor 208.
- the second compressor 208 includes a 24 VDC Air Compressor.
- an engine driven compressor assembly 110 including a electronic controller 166 that electronically controls the engine speed and a pneumatic controller 146 that pneumatically controls the inlet valve 126 and the capacity of the compressor. It is envisioned that one or more embodiments described above may be combined into a single embodiment.
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
- Control Of Positive-Displacement Pumps (AREA)
- Transition And Organic Metals Composition Catalysts For Addition Polymerization (AREA)
- Compressors, Vaccum Pumps And Other Relevant Systems (AREA)
Abstract
Description
Claims
Priority Applications (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
EP02757470A EP1427941B1 (en) | 2001-08-30 | 2002-08-30 | Engine driven compressor |
DE60228858T DE60228858D1 (en) | 2001-08-30 | 2002-08-30 | MOTOR-DRIVEN COMPRESSOR |
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
US31610001P | 2001-08-30 | 2001-08-30 | |
US60/316,100 | 2001-08-30 |
Publications (1)
Publication Number | Publication Date |
---|---|
WO2003021108A1 true WO2003021108A1 (en) | 2003-03-13 |
Family
ID=23227464
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
PCT/US2002/027602 WO2003021108A1 (en) | 2001-08-30 | 2002-08-30 | Engine driven compressor |
Country Status (4)
Country | Link |
---|---|
EP (1) | EP1427941B1 (en) |
AT (1) | ATE408063T1 (en) |
DE (1) | DE60228858D1 (en) |
WO (1) | WO2003021108A1 (en) |
Cited By (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP2018127906A (en) * | 2017-02-06 | 2018-08-16 | 北越工業株式会社 | Control method for engine-driven compressor, and engine-driven compressor |
Citations (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US4232997A (en) * | 1978-04-27 | 1980-11-11 | Grimmer Schmidt Corp. | Method and apparatus for controlling compressors |
US5888051A (en) * | 1994-08-05 | 1999-03-30 | Mcloughlin; John E. | Pump pressure control system |
US6041765A (en) * | 1995-12-28 | 2000-03-28 | Cummins Engine Company, Inc. | Internal combustion engine with air/fuel ratio control |
Family Cites Families (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US5224836A (en) * | 1992-05-12 | 1993-07-06 | Ingersoll-Rand Company | Control system for prime driver of compressor and method |
US5540558A (en) * | 1995-08-07 | 1996-07-30 | Ingersoll-Rand Company | Apparatus and method for electronically controlling inlet flow and preventing backflow in a compressor |
US5967757A (en) * | 1997-03-24 | 1999-10-19 | Gunn; John T. | Compressor control system and method |
-
2002
- 2002-08-30 DE DE60228858T patent/DE60228858D1/en not_active Expired - Fee Related
- 2002-08-30 EP EP02757470A patent/EP1427941B1/en not_active Expired - Lifetime
- 2002-08-30 AT AT02757470T patent/ATE408063T1/en not_active IP Right Cessation
- 2002-08-30 WO PCT/US2002/027602 patent/WO2003021108A1/en not_active Application Discontinuation
Patent Citations (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US4232997A (en) * | 1978-04-27 | 1980-11-11 | Grimmer Schmidt Corp. | Method and apparatus for controlling compressors |
US5888051A (en) * | 1994-08-05 | 1999-03-30 | Mcloughlin; John E. | Pump pressure control system |
US6041765A (en) * | 1995-12-28 | 2000-03-28 | Cummins Engine Company, Inc. | Internal combustion engine with air/fuel ratio control |
Cited By (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP2018127906A (en) * | 2017-02-06 | 2018-08-16 | 北越工業株式会社 | Control method for engine-driven compressor, and engine-driven compressor |
Also Published As
Publication number | Publication date |
---|---|
DE60228858D1 (en) | 2008-10-23 |
EP1427941B1 (en) | 2008-09-10 |
ATE408063T1 (en) | 2008-09-15 |
EP1427941A1 (en) | 2004-06-16 |
EP1427941A4 (en) | 2006-04-05 |
Similar Documents
Publication | Publication Date | Title |
---|---|---|
JP2754079B2 (en) | Control method and control device for compressor system | |
JP3229862B2 (en) | Compressor device and control device used for it | |
US6474953B2 (en) | Compressor control system and method for controlling the same | |
US6238188B1 (en) | Compressor control at voltage and frequency extremes of power supply | |
JP2591898B2 (en) | Control device and control method for main drive unit of compressor | |
EP1552155B1 (en) | Compressor with capacity control | |
WO2009067434A1 (en) | Pump suction pressure limiting speed control and related pump driver and sprinkler system | |
JPH10510340A (en) | Fluid compression system control method and control system | |
US4232997A (en) | Method and apparatus for controlling compressors | |
US5642989A (en) | Booster compressor system | |
EP3918201A1 (en) | A method for controlling a compressor towards and unloaded state | |
EP1427941B1 (en) | Engine driven compressor | |
US7114913B2 (en) | Lubricant-cooled gas compressor | |
EP0521639B1 (en) | Unloading valve for an air compressor system | |
US2225854A (en) | Compressor regulator | |
US2380226A (en) | Automatic compressor regulator | |
JP2952377B2 (en) | Capacity control device for compressor | |
GB2082798A (en) | Compressor | |
US2361870A (en) | Compressor regulator | |
JP4344213B2 (en) | Engine-driven compressor discharge pressure changing method and engine-driven compressor capable of changing discharge pressure | |
JPH109147A (en) | Reciprocating compressor control method | |
JP2803238B2 (en) | Compressor capacity control device | |
JP2952378B2 (en) | Capacity control device for compressor | |
JPH077592Y2 (en) | Compressor capacity control device | |
JP4467409B2 (en) | Engine-driven compressor operation control method and engine-driven compressor |
Legal Events
Date | Code | Title | Description |
---|---|---|---|
AK | Designated states |
Kind code of ref document: A1 Designated state(s): AE AG AL AM AT AU AZ BA BB BG BR BY BZ CA CH CN CO CR CU CZ DE DK DM DZ EC EE ES FI GB GD GE GH GM HR HU ID IL IN IS JP KE KG KP KR KZ LC LK LR LS LT LU LV MA MD MG MK MN MW MX MZ NO NZ OM PH PL PT RO RU SD SE SG SI SK SL TJ TM TN TR TT TZ UA UG US UZ VC VN YU ZA ZM ZW Kind code of ref document: A1 Designated state(s): AE AG AL AM AT AU AZ BA BB BG BY BZ CA CH CN CO CR CU CZ DE DM DZ EC EE ES FI GB GD GE GH HR HU ID IL IN IS JP KE KG KP KR LC LK LR LS LT LU LV MA MD MG MN MW MX MZ NO NZ OM PH PL PT RU SD SE SG SI SK SL TJ TM TN TR TZ UA UG US UZ VC VN YU ZA ZM |
|
AL | Designated countries for regional patents |
Kind code of ref document: A1 Designated state(s): GH GM KE LS MW MZ SD SL SZ UG ZM ZW AM AZ BY KG KZ RU TJ TM AT BE BG CH CY CZ DK EE ES FI FR GB GR IE IT LU MC PT SE SK TR BF BJ CF CG CI GA GN GQ GW ML MR NE SN TD TG Kind code of ref document: A1 Designated state(s): GH GM KE LS MW MZ SD SL SZ TZ UG ZM ZW AM AZ BY KG KZ MD RU TJ TM AT BE BG CH CY CZ DE DK EE ES FI FR GB GR IE IT LU MC NL PT SE SK TR BF BJ CF CG CI CM GA GN GQ GW ML MR NE SN TD TG |
|
121 | Ep: the epo has been informed by wipo that ep was designated in this application | ||
DFPE | Request for preliminary examination filed prior to expiration of 19th month from priority date (pct application filed before 20040101) | ||
WWE | Wipo information: entry into national phase |
Ref document number: 2002757470 Country of ref document: EP |
|
WWP | Wipo information: published in national office |
Ref document number: 2002757470 Country of ref document: EP |
|
NENP | Non-entry into the national phase |
Ref country code: JP |
|
WWW | Wipo information: withdrawn in national office |
Country of ref document: JP |