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
  • F04B41/00—Pumping installations or systems specially adapted for elastic fluids
  • F04B41/06—Combinations of two or more pumps
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
  • F04D—NON-POSITIVE-DISPLACEMENT PUMPS
  • F04D25/00—Pumping installations or systems
  • F04D25/16—Combinations of two or more pumps ; Producing two or more separate gas flows

Definitions

• the present invention relates to a compressor. It finds particular application in conjunction with a compressor inlet control device which regulates the inlet pressure to an automotive air compressor and will be described with particular reference thereto. It will be appreciated, however, that the invention is also amenable to other applications.
• turbochargers Diesel engines of the type used in heavy vehicles (e.g., trucks) are commonly equipped with turbochargers, which use the exhaust gasses of the engine in order to compress atmospheric air to charge the intake manifold of the engine with air above atmospheric pressure.
• Use of turbochargers increases the efficiency of the engine substantially.
• turbochargers are most commonly used with diesel engines used on heavy duty trucks, it is possible that other devices which mechanically increase the pressure level at the intake manifold of the engine, such as superchargers, may also be used.
• superchargers As used in this patent application, the term "turbocharger" should be construed to also mean supercharger and other devices for mechanically increasing the pressure level at the intake manifold of the engine.
• the present invention pertains to a system including an air compressor powered by the vehicle engine having an intake manifold and a turbocharger to increase the pressure level in the intake manifold of the engine to pressure levels greater than atmospheric pressure.
• the turbocharger has an outlet communicated to the intake manifold.
• the air compressor has an inlet and an outlet.
• the air compressor inlet is communicated with the outlet of the turbocharger so that the air communicated into the inlet of the air compressor has been compressed by the turbocharger to a pressure level greater than atmospheric pressure and the air compressor raises the pressure level at the inlet of the air compressor to a still higher pressure level at the outlet thereof.
• Air compressors have a tendency to pass lubricating oil into the air being compressed.
• turbocharger air tends to reduce this passing of oil into the air being compressed.
• compressor inlet air must be filtered, and by communicating the air compressor with the air (which has already been filtered) at the output of the turbocharger eliminates a separate air filter which would otherwise be necessary.
• the air delivery of the air compressor can be increased.
• use of the turbocharger air is beneficial only if the pressure level of the output of the turbocharger is below a certain pressure level.
• an inlet control device includes a status valve, positioned as a function of a status of a state of a compressor, and a means for regulating a delivered pressure to a compressor inlet as a function of an input pressure, the position of the valve, and a rotational speed of the compressor.
• an inlet control device in another embodiment, includes a status valve and a reed valve.
• the status valve is positioned as a function of a status of a state of a compressor.
• the reed valve delivers a reed output pressure to an inlet of the compressor as a function of 1) a reed input pressure on an input side of the reed valve, 2) the position of the status valve, and 3) a rotational speed of the compressor.
• FIGURE 1 illustrates a control inlet device in a first mode of operation in accordance with one embodiment of the present invention
• FIGURE 2 illustrates the control inlet device in a second mode of operation in accordance with one embodiment of the present invention.
• an inlet control device 10 controls (regulates) an input pressure delivered to a compressor 12.
• the input control device 10 includes a status valve 14 and a control valve 20.
• the control valve 20 has a control valve input side 22, a control valve output side 24, and a control mechanism 26 for regulating how much pressure at the input side 22 of the control valve 20 is delivered to the output side 24.
• the compressor 12 includes an inlet port 28, which communicates fluid (e.g., air) to an inlet manifold 30 of the compressor 12.
• An exhaust port 32 communicates fluid to atmosphere via a restriction device 34 and a crankcase 36 of the compressor 12.
• the status valve 14 is set as a function of a status of a state of the compressor 12.
• the status valve 14 is a piston controlled as a function of a status signal to the compressor 12. More specifically, when the compressor 12 is in the "charge” or “load” condition, a "load” status signal is transmitted to the status valve 14 for setting the status valve 14 to the raised position, as shown in FIGURE 1; when the compressor 12 is in the "not charge” or “unload” condition, an "unload” status signal is transmitted to the status valve 14 for setting the status valve 14 to the lowered position (see FIGURE 2).
• a governor valve sends a signal to the compressor based on an air pressure in a brake reservoir.
• the status valve 14 While in the raised position, the status valve 14 creates free (unrestricted) fluid communication between the output side 24 of the control valve 20 and the compressor inlet 28. Therefore, substantially all of the pressure delivered to the output side 24 of the control valve 20 is delivered to the compressor inlet 28. Furthermore, the status valve 14 substantially seals the exhaust port 32. Therefore, substantially none of the pressure delivered to the output side 24 of the control valve 20 passes to atmosphere via the exhaust port 32 while the status valve 14 is in the raised position. [0013] While in the lowered position (see FIGURE 2), the status valve 14 substantially restricts fluid communication between the output side 24 of the control valve 20 and the compressor inlet 28. Also, any excess air delivered to the output side 24 of the control valve 20 is bled to the exhaust port 32.
• the status valve 14 reduces an orifice 40 between the control valve 14 and the compressor inlet 28 so that only a small portion of the pressure delivered to the output side 24 of the control valve 20 is delivered to the compressor inlet 28 for minimizing the pressure at the compressor inlet 28. Therefore, the status valve 14 acts as a means for reducing the pressure at the compressor inlet 28. Excess pressurized fluid is passed to the exhaust port 32 and vented (bled) to atmosphere via the restriction device 34.
• a position of the status valve 14 controls fluid communication between the compressor inlet 28, the exhaust port 32, and the output side 24 of the control valve 20.
• the control valve 20 reduces pressure at the output side 24 as compared to pressure on the input side 22.
• the pressure reduction at the output side 24 is proportional to the net mass flow rate passing through the control valve 20. More specifically, the pressure on the output side 24 increases as the mass flow rate on the output side 24 increases. In other words, the pressure on the output side 24 decreases as a mass flow of the fluid pressure on the input side 22 increases. Since the mass flow rate is largely determined by the upstream pressure at 22 and the rotation speed of the compressor, the pressure reduction will be lowest at low upstream pressures and low rotational speeds and highest at high upstream pressures and high rotational speeds.
• control valve 20 acts as a means for regulating the pressure delivered to the compressor inlet 28 as a function of an input pressure on the input side 22, the position of the status valve 14, and the mass flow rate.
• the control valve 20 is a reed valve.
• other embodiments including other types of control valves are also contemplated.
• the control valve 20 is a microprocessor controlled inlet- regulating valve.
• the control valve 20 is any type of pressure sensitive inlet regulating valve.
• the control valve 20 controls the amount of the delivered pressure on the output side 24 as a function of the pressure on the input side 22 and the compressor rotational speed.
• the pressure on the input side 22 is proportional to an engine manifold pressure.
• the control valve 20 operates to control the amount of the engine manifold pressure on the input side 22 that is delivered to the output side 24.
• the delivered pressure on the output side 24 of the control valve 20 is inversely proportional to mass flow through the valve 20. Therefore, when the compressor 12 is operating in the "load" mode, the pressure on the input side 22 is increased by fluid being drawn into the compressor and, furthermore, the amount of the pressure delivered from the input side 22 to the output side 24 decreases.
• control valve 20 is a reed valve
• the control mechanism 26 of the reed valve moves closer to a valve plate 42 at the output side 24 as the mass flow rate increases. The same effect is achieved as fluid is being drawn into the compressor inlet 28.
• the mass flow at 22 and 24 must always be equal due to continuity of mass law. If the mass flow rate is zero (0), there is not any movement of the reed 26 toward the plate 42. Therefore, the reed closes off more and more as the mass flow rate increases.
• the inlet control device 10 illustrated in FIGURE 1 is in the raised position when the compressor is in the "load” or “charge” mode of operation. Furthermore, the inlet control device 10 illustrated in FIGURE 2 is in the lowered position when the compressor is in the "unload” or “not charge” mode of operation. Therefore, like components are designated using the same reference numerals in both FIGURES 1 and 2.

Landscapes

• Engineering & Computer Science (AREA)
• Mechanical Engineering (AREA)
• General Engineering & Computer Science (AREA)
• Control Of Positive-Displacement Pumps (AREA)
• Control Of Positive-Displacement Air Blowers (AREA)
• Applications Or Details Of Rotary Compressors (AREA)

Priority Applications (3)

Applications Claiming Priority (2)

Publications (1)

Family

ID=34959949

Family Applications (1)

Country Status (7)

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Citations (5)

Family Cites Families (20)

• 2004
  • 2004-06-10 US US10/865,360 patent/US20050276702A1/en not_active Abandoned
• 2005
  • 2005-01-06 CN CNA2005800187110A patent/CN1965167A/zh active Pending
  • 2005-01-06 DE DE112005001335T patent/DE112005001335T5/de not_active Withdrawn
  • 2005-01-06 AU AU2005257738A patent/AU2005257738A1/en not_active Abandoned
  • 2005-01-06 MX MXPA06013353A patent/MXPA06013353A/es not_active Application Discontinuation
  • 2005-01-06 WO PCT/US2005/000216 patent/WO2006001836A1/en active Application Filing
  • 2005-01-06 CA CA002563940A patent/CA2563940A1/en not_active Abandoned

Patent Citations (5)

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