WO2015074690A1

WO2015074690A1 - Compressor system and method for operating a compressor system

Info

Publication number: WO2015074690A1
Application number: PCT/EP2013/074306
Authority: WO
Inventors: Stephan Hummel; Björn WEID
Original assignee: Kaeser Kompressoren Se
Priority date: 2013-11-20
Filing date: 2013-11-20
Publication date: 2015-05-28
Also published as: MX2016006496A; AR098323A1

Abstract

The present invention relates to a compressor system (44) comprising a compressor (4), which is designed to generate compressed air via an output line (5), a combustion engine (1), which is coupled to the compressor (4) via a coupling (3) and which is designed to drive the compressor (4) and a compressed air supply line (10), which is coupled between the output line (5) of the compressor (4) and an air intake (46) of the combustion engine (1) and which is designed to feed back compressed air generated by the compressor (4) into the air intake (46) of the combustion engine (1).

Description

TITLE

COMPRESSOR SYSTEM AND METHOD FOR OPERATING A COMPRESSOR SYSTEM

Technical area

The present invention relates to a compressor system and a method for operating a compressor system, in particular in one

Starting phase of a used for the drive of a compressor

Internal combustion engine.

Background of the invention Mobile or mobile compressor systems are used for example in mining or sandblasting, the compressor block by a

Internal combustion engine, such as a diesel engine, a gasoline engine, a gas engine or similar engines is driven. The compressor block draws in air from the environment and generates from it, driven by the internal combustion engine, compressed air for use by connected tools.

At higher altitudes, air pressure and thus air density decrease. Due to the reduced Verbrennungsluftansaugmenge or the reduced amount of sucked oxygen thereby also reduce the performance of internal combustion engines, causing problems in the starting phase of the

Internal combustion engines can lead. Under certain circumstances, it is therefore also possible that the internal combustion engine can no longer be started.

One way to support internal combustion engines is the simple turbocharging. The drive of an exhaust gas turbocharger is done via the

Engine exhaust volume flow, which is not yet available in sufficient quantity during the starting process of the internal combustion engine to provide reliable for the drive of the compressor wheel of the exhaust gas turbocharger and thus for the air compression. Until the onset of the turbocharger caused by the "turbo effect" of the internal combustion engine therefore operates as a naturally aspirated engine.

Another way of getting the start of internal combustion engines in large Improving heights is the use of higher-lift and more powerful combustion engines. As a result, power reductions due to a smaller amount of air can be compensated in order to always be able to provide the power required for starting. However, such internal combustion engines entail higher costs, since not only the internal combustion engine itself is more expensive to manufacture, but also the bodywork, the chassis and other components of the compressor system have to be adapted to the larger internal combustion engine. Various other approaches in the automotive sector also deal with the problem:

The document DE 10 2010 054 049 AI describes the injection of compressed air into an internal combustion engine, thereby assisting the starting of the internal combustion engine at low temperatures. Here is one in a

Compressed air tank stored compressed air used in a compressed air brake system.

The document DE 10 2008 000 326 AI describes the injection of additional compressed air into an internal combustion engine to thereby assist the starting process of a vehicle. For this purpose, it is proposed to remove the required compressed air either from the compressed air reservoir of the brake system or to generate it as needed by an electrically operated pump.

The publication DE 10 2011 005 502 AI discloses a demand-dependent activation of a compressor for feeding compressed air into a

Internal combustion engine under unfavorable environmental conditions.

The document DE 10 2008 008 723 B4 discloses a pressure increase in

Engine intake of an internal combustion engine by compressed air, which is previously briefly generated from other sources and cached.

The document DE 10 2010 033 591 AI relates to a method for starting an internal combustion engine, is sucked in before the ignition of a fuel-air mixture in a cylinder ambient air, compressed and introduced with compressed compressed air from an air reservoir in the cylinder.

The approaches in the vehicle sector is common, class compressed air already before Support of internal combustion engines is pre-produced and in one

Storage must be kept ready or that compressed air is taken from external systems such as a brake system to support the internal combustion engines.

However, there is a need for solutions for the operation of

Compressor plants that are at higher altitudes above sea level

ensure reliable starting of internal combustion engines of compressor plants. There is a particular need for solutions that allow such reliable starting without compressed air before the

Use must be pre-produced.

Summary of the Invention Therefore, in accordance with a first aspect of the invention, there is provided a compressor system including a compressor configured to generate pressurized air via an output line, an internal combustion engine coupled to the compressor via a clutch, and configured to: to drive the compressor, and a compressed air supply line, which between the output line of the compressor and an air inlet of the

Combustion engine is coupled, and which is designed to compressed air generated by the compressor in the air inlet of the

Regenerate internal combustion engine. According to a second aspect, the invention relates to a method for operating a compressor system, in particular a device according to the invention

Compressor plant according to the first aspect. The inventive method comprises the steps of starting the internal combustion engine, the driving of the compressor by means of the internal combustion engine, the generation of compressed air by the compressor, and the feeding back through the

Compressor generated compressed air into the air inlet of the internal combustion engine.

According to one embodiment of the compressor system according to the invention, the compressor system may further comprise a valve disposed in the compressed air supply line and an electronic control device coupled to the valve and adapted to selectively supply compressed air via the compressed air supply line the To drive internal combustion engine.

According to a further embodiment of the invention

Compressor plant, the compressor system may further comprise an air filter and an air intake line, which between the air filter and the

Air inlet of the internal combustion engine for sucking ambient air is coupled through the air filter.

According to a further embodiment of the invention

Compressor plant, the compressed air supply line can be fluidly connected via a supply inlet to the air intake line.

According to a further embodiment of the invention

Compressor plant, the compressor system may further comprise an exhaust gas turbocharger, which between the air filter and the air inlet of the

Internal combustion engine is coupled, wherein the supply inlet between the exhaust gas turbocharger and the air inlet is arranged.

According to an alternative embodiment of the invention

Internal combustion engine is coupled, wherein the supply inlet between the air filter and the exhaust gas turbocharger is arranged. According to a further embodiment of the invention

Compressor plant, the compressor system may further comprise an air cooler, which is coupled between the exhaust gas turbocharger and the air inlet of the internal combustion engine. According to a further embodiment of the invention

Compressor unit, the internal combustion engine may have a diesel engine, a gasoline engine or a Wankel engine.

According to a further embodiment of the invention

Compressor plant, the compressor can be oil-injected

Screw compressor, a water-injected screw compressor, a dry-compressing screw compressor or a centrifugal compressor exhibit.

According to a further embodiment of the invention

Compressor system, the compressor system can continue a clutch

have, which couples the internal combustion engine to the compressor, wherein the clutch is designed as a non-detachable or non-switchable coupling.

In another aspect, the present invention provides a mobile construction compressor having a compressor system according to the invention.

In an additional aspect, the present invention provides a

Compressor plant with a compressor, which is designed to generate compressed air via an output line, an internal combustion engine, which is coupled via a coupling to the compressor, and which

is configured to drive the compressor, an exhaust gas turbocharger, which is coupled to an exhaust pipe of the internal combustion engine, and a compressed air supply line which between the output line of the

Compressor and the exhaust pipe is coupled, and which is adapted to feed back the compressed air generated by the compressor in the exhaust gas turbocharger.

According to one embodiment of the compressor system of the additional aspect, the exhaust gas turbocharger may include a turbine wheel coupled to the exhaust pipe and a compressor wheel configured to

Combustion air for feeding back into the internal combustion engine

sucked, wherein the turbine wheel is adapted to be driven by the compressed air from the compressed air supply line.

Brief summary of the drawings

The invention will be more closely understood in the following with reference to the exemplary embodiments as illustrated in the accompanying drawings

described. The accompanying drawings are for better understanding of the present

Invention and illustrate exemplary embodiments of the invention. They serve to explain principles, advantages, technical effects and Variations. Of course, other embodiments and many of the intended advantages of the invention are also conceivable, particularly with a view to the following detailed description of the invention. The elements in the drawings are not necessarily drawn to scale and for reasons of clarity partly simplified or schematized. The same reference numerals designate the same or similar components or elements.

Fig. 1 shows a schematic illustration of a compressor system with according to an embodiment of the invention.

Fig. 2 shows a schematic illustration of a compressor unit with according to a further embodiment of the invention. Fig. 3 shows a schematic illustration of a compressor unit with according to a further embodiment of the invention.

4 shows a schematic illustration of a compressor installation according to a further embodiment of the invention.

Fig. 5 shows a schematic illustration of a compressor plant according to a further embodiment of the invention.

Fig. 6 shows a schematic illustration of a compressor system with according to a further embodiment of the invention.

Fig. 7 shows a schematic illustration of a compressor unit with according to a further embodiment of the invention. FIG. 8 shows a flow chart of a method for operating a

Compressor system according to another embodiment of the invention.

Although specific embodiments are described and illustrated herein, it will be apparent to those skilled in the art that a plethora of other alternative and / or equivalent implementations may be selected for the embodiments without substantially the gist of the present invention departing. In general, all variations, modifications and

Variations of the embodiments described herein are also considered to be covered by the invention. Detailed description of the embodiments

Fig. 1 shows a schematic illustration of a compressor unit 44. The

Compressor system 44 includes an internal combustion engine 1 and a connected via a clutch 3 to the internal combustion engine 1

Compressor 4. The internal combustion engine 1 may be equipped, for example, with an electric starter (not shown in FIG. 1) and a motor control unit 2. The engine control unit 2 may be, for example, an electronic or a mechanical control unit. The internal combustion engine 1 may for example be implemented as a diesel engine, a gasoline engine, a Wankel engine or in other designs, and may be adjustable in its speed.

The clutch 3 can be performed, for example, as a flexible coupling, optionally with gear. Alternatively, it is also possible, the clutch 3 as a torsionally rigid coupling or as nichtschaltbares gear or a

non-switchable belt drive to implement. In general, it may be advantageous to design the clutch 3 as a non-detachable or non-shiftable clutch, that is to say as a form-locking connection element which is not separable from the compressor 4 during operation of the internal combustion engine 1, for example as

Gear coupling, dog clutch, spring-loaded coupling, rubber coupling or as universal joint. For example, in the context of the present invention

Couplings with predetermined breaking point, in particular couplings with breaking point as overload protection, to be regarded as non-releasable couplings, since such couplings can not or should not be solved in normal operation. Furthermore, it may be advantageous to design the clutch 3 as a non-shiftable clutch. In the context of the present invention, for example, torque-actuated clutches, in particular torque-actuated safety clutches, are to be regarded as non-shiftable clutches.

For example, the compressor 4 may include an oil-injected compressor block. In Fig. 1 is an example of a single-stage oil-injected

Screw compressor shown as a compressor 4. However, it is of course also possible to choose other compression principles for the compressor 4, such as For example, water-injected screw compressors, dry-compressing screw compressors, centrifugal compressors or similar compressor types.

At the air inlet of the compressor 4, an inlet valve 16 is arranged, which is designed to control the intake via an air filter 18 in an air intake 17 air quantity. Air can be drawn in from the surroundings of the compressor installation 44 and compressed in the compressor 4 through the open inlet valve 16. In the case of the single-stage oil-injected screw compressor, a compressor oil is used as a coolant / lubricant during compression

Compression chamber injected. The compressed air is combined with the

Compressor oil passed through an output line 5 in an oil separation tank 6, in which the compressor oil can be separated again from the compressed air. The compression can be done in one or more stages. Of course, in other compressor types, for example in dry-compressing screw compressors, the oil separation tank 6 can be dispensed with, since after the compression process in the compressor no medium has to be separated from the compressed air. Via a compressed air line 7, which the oil separation tank 6 with a

Minimum pressure check valve 8 connects, the compressed air can be provided to the outside, for example, for schematically indicated

Compressed air consumer 45 or a compressed air network. In the compressed air line 7 further, not explicitly shown in Fig. 1 components can be arranged, for example Druckluftnachkühler with cyclone separator, filter,

Compressed air heater and the like.

The compressor oil, which has been separated from the compressed air in the oil separation tank 6, can be returned from the oil separation tank 6 through a pipe system and a cooler in the compressor 4, to lubricate the compressor 4 and cool accordingly.

The compressor system 44 also has an electronic control device 12, which is connected via a control line 23 to a pressure sensor 14, which is designed to detect the pressure in the oil separation tank 6.

Furthermore, the electronic control device 12 is coupled to the engine control unit 2 via a control line 22. The electronic control device 12 may drive the engine control unit 2 to set various operating states of the internal combustion engine 1.

The electronic control device 12 is also coupled to the intake valve 16 via a control line 21, and is configured to control the valve position of the intake valve 16. For example, the electronic control device 12 may be externally connected to an operation panel 30. About the control panel 30, the operation of the compressor system 44 can be adjusted or controlled.

The internal combustion engine 1 is via an air filter 31 and a

Air intake 32 supplied with combustion air. It is also conceivable that for the air supply of the compressor 4 and the

Internal combustion engine 1 only a common air filter is used instead of the separate air filters 18 and 31.

The air intake pipe 32 is connected via a compressed air supply line 10 with the

Oil separation tank 6 connected. For this purpose, the compressed air supply line 10 is fluidically coupled to the air intake line 32 via a supply inlet 15. The compressed air supply line 10 is designed to be able to supply the internal combustion engine 1 with additional compressed air as needed. This can be done, for example, in the starting phase of the internal combustion engine 1, when the amount of combustion air to be increased in a high altitude operation above sea level or at low temperatures.

The amount of combustion air, which enters the internal combustion engine 1 via the compressed air supply line 10, can be controlled via a valve 11, for example a 2/2-way valve. The valve 11 can be arranged at any point in the compressed air supply line 10. The valve 11 can

for example, electrically via a control line 20 through the electronic

Control device 12 are controlled. It can also be provided that the valve be pneumatically controlled. The valve 11 may also be designed to be infinitely variable. In the air intake pipe 32, or alternatively in the air filter 31, a

Check valve 33, for example, a purely mechanical check valve 33, are arranged to ensure that the compressed air from the Compressed air supply line 10 enters the internal combustion engine 1, and does not flow through the air filter 31 into the environment.

The valve 11 may be opened by the electronic control device 12 via the control line 20 before or at the start of the engine. This compressed air is continuously through the oil separator 6 and over the

Compressed air supply line 10 is guided in the air intake pipe 32. Alternatively, it is also possible to connect the compressed air supply line 10 directly to the air inlet 46 of the internal combustion engine 1, for example on an (not shown in Fig. 1) Luftansaugkrümmer (not shown). Via the air inlet 46, the compressed air from the compressed air supply line 10 then flows into the engine cylinders of the internal combustion engine 1.

For compressor types without necessary oil separator 6, such as dry compressing screw compressors, it may also be provided to branch off directly from the output line 5, the compressed air supply line 10 to the internal combustion engine 1 to be able to supply the compressed air generated by the compressor 4 can. The electronic control device 12 can via the opening degree of the inlet valve 16 and / or the opening degree of the valve 11 the

Change amount of combustion air. It may be possible, for example, the amount of combustion air to the respective combustion air demand of

Adjust internal combustion engine 1. All potentially relevant parameters such as pressure, temperature, airspeed, speed and the like may be detected by the electronic controller 12. Depending on one or more of the detected parameters, the electronic control unit 12 can then control the engine control unit 2, the intake valve 16 and the valve 11 to provide the internal combustion engine 1 with an optimum combustion air quantity for the respective engine speed and / or the prevailing ambient conditions in the starting phase to deliver.

In particular, the valve 11 can be closed by the electronic control device 12 when the internal combustion engine 1 after successful

Passing through a compressed-air-assisted starting phase, it runs stably. In this case, then no additional air through the compressed air supply line 10 for Air intake duct 32 and directed to the air inlet 46. The

Internal combustion engine 1 sucks the entire necessary combustion air in normal operation then again completely through the air filter 31. However, it is also possible during the entire operating time of

Compressor system 44 Compressed air as additional air volume for the

Combustion process of the internal combustion engine 1 via the

Compressed air supply line 10 to provide. In this case, it may be provided to accordingly cool the compressed air compressed by the compressor 4 before it is fed into the internal combustion engine 1.

By using the compressed air supply line 10 starting problems at high altitudes and / or at low temperatures of the internal combustion engine 1 can be avoided. Immediately at the beginning of the starting phase of the compressor unit 44, the compressed air of the connected compressor 4 can be used and that of the internal combustion engine 1 as "additional combustion air" for

Will be provided. In addition, the compressed air supplied via the compressed air supply line 10 is advantageously already by the

Pre-heated compression process. Due to the increased increase in the amount of air or oxygen, for the internal combustion engine 1, in particular for a diesel engine, a significant increase in the power possible during the starting process can be achieved.

In the starting phase, the internal combustion engine 1 is provided with a larger quantity of air or oxygen by virtue of the fact that the compressed air in the compressor 4 is returned to the internal combustion engine 1. The

Compressed air can be provided in addition to or instead of the regular engine air intake from the environment through the air filter 31 and the air intake 32 - so depending on the pressure conditions before and after the check valve 33, the combustion air flow from a mixture of compressed air from the compressed air supply line 10 and the intake air from the

Air intake 32 are formed. This can be done in particular

Be advantageous compressor systems in which the compressor 4 the

Main unit represents or the internal combustion engine 1 drives only the compressor 4.

By implementing the compressed air supply line 10, compressed air for the Starting phase of the internal combustion engine 1 can be used, which is produced substantially "just-in-time", ie during the startup process itself. This is advantageous over the use of stored compressed air or compressed air, which must be removed from other external systems.

The delivery amount of the compressor 4 can be adjusted by constructive measures regarding the intake volume or the transmission ratio, so that they required in the starting process amount of combustion air

Internal combustion engine 1 corresponds. For example, the ratio of compressor delivery quantity to rated engine power can be selected greater than 0.05 (m ³ / min) / kW.

The electronic controller 12 may adjust the various operating modes of the compressor system 44 as follows.

In the operating state "standstill", the compressor drive stops, the inlet valve

16 is open and the pressure in the oil separation tank 6 corresponds approximately to the ambient pressure. The minimum pressure check valve 8 is closed and the compressor 4 provides no compressed air 45. On request, the changes

Operating state from "standstill" to the operating state "motor start".

The electronic control device 12 may be designed to, the

Internal combustion engine 1 and its engine control unit 2 to transmit a start signal, as a result of which the internal combustion engine 1 is started and accelerated to idle speed of the compressor 4. The compressor 4 sucks air from the environment via the intake line already with the first revolution

17, it compresses and conveys them into the oil separation tank 6. The pressure in the oil separation tank 6 rises up to the idling pressure, and the inlet valve 16 begins to close. Since the minimum pressure check valve 8 opens only to a higher pressure in the oil separation tank 6, no compressed air 45 is conveyed to the outside.

Once the inlet valve 16 is closed, the compressor 4 sucks no or almost no more air from the environment. A small amount of air can be passed through a vent valve of the Olabscheidebehälters 6 back to the intake of the compressor 4 and are promoted in this way continuously in a circle. The power required by the compressor 4, for example, under normal conditions in the operating state "engine start" in the peak amount to 60% of the power consumption in the operating state "load run". The required power is under normal conditions - based on the power available at engine start - up to 100%.

Furthermore, in the control device 12 of the compressor installation 44, an "altitude start mode" can be provided which, in the case of start problems or generally when the compressor installation 44 is used, is at a certain height above the

Sea level is active and ensures that the internal combustion engine 1, the additional combustion air via the compressed air supply line 10 is provided. The supply of additional combustion air during the starting process can of course also be used manually or at low altitude. The installation altitude of the compressor installation 44 may be, for example, by an ambient pressure sensor or by an integrated charge air sensor of

Internal combustion engine 1 can be determined.

About the operating state "engine start", the compressor 4 in the

In the operating state "idling", the valve positions are identical to those in the operating state "engine start." The compressor drive also continues to rotate unchanged.The bleeding valve ensures that the pressure in the oil separator reservoir 6 does not exceed the idling pressure Compressed air requirement exists, starting from the operating state "idle" on the operating state "pressure build-up" the operating state "load run" can be achieved. In the operating state "pressure build-up", the internal combustion engine 1 is accelerated to load speed, the inlet valve 16 is opened and the

Bleed valve closed. Air is sucked in from the environment through the open inlet valve 16, compressed and conveyed into the oil separation container 6. Once the pressure in Olabscheidebehälter 6 exceeds a minimum pressure and higher than the pressure in the connected compressed air network 45 or

connected compressed air consumer 45, opens the

Minimum pressure check valve 8. When the inlet valve 16 is fully opened and the load speed is reached, the operating state "load run" is reached. In the "load run" operating state, the inlet valve 16 remains open and conveys compressed air outwards. As long as there is a demand for the generation of additional compressed air, the compressor 4 remains in the "load run" operating state. Should the

Compressed air generation are set, the compressor 4 changes over the operating state "pressure reduction" in the operating state "idle".

In the operating state "pressure reduction", the inlet valve 16 is closed and the venting valve is opened, the pressure in the oil separating reservoir 6 is reduced to the idling pressure

Operating state "idle".

FIGS. 2 to 7 show further schematic illustrations for modifications and modifications of the compressor installation 44 according to the invention. Out

For reasons of clarity, only those features and structural properties of the modifications and modifications of the compressor installation 44 according to the invention are explained in FIGS. 2 to 7, which of those of

Compressor system 44 in Fig. 1 differ.

As shown in FIGS. 2 and 3, the compressor unit 44 may also have a

Turbocharged engine without additional charge air cooling as

Use internal combustion engine 1. In this case, the compressor system 44 comprises an exhaust gas turbocharger 34, which can be installed in the air intake line 32 between the air filter 31 and the check valve 33 (FIG. 2) or between the supply inlet 15 and the Luftein let 46 of the internal combustion engine 1 (Fig. 3). For example, as shown schematically in FIG. 2, the

Compressed air supply line 10 are connected directly between exhaust gas turbocharger 34 and air inlet 46 to provide the internal combustion engine 1, the additional amount of combustion air available. But it is also possible to connect the compressed air supply line 10 to the input of the exhaust gas turbocharger 34, so that the additional combustion air is fed into the air intake pipe 32 and processed by the exhaust gas turbocharger 34, as schematically illustrated in Fig. 3.

In order to provide an additional amount of combustion air in a compressor unit 44 with a turbocharged engine and additional recooling of the charge air, the compressor unit 44 may have a first charge air line 35 through which the air of the air intake line 32 is directed into a charge air cooler 37 is as illustrated in Figs. 4 to 6 respectively. The cooled charge air can then via a second charge air line 38 into the air inlet 46 of the

Internal combustion engine 1 are passed. Various constructive structures are conceivable: On the one hand, the compressed air supply line 10 can be coupled via the feed inlet 15 to the air intake line 32, as shown in Fig. 4. On the other hand, the

Compressed air supply line 10 are coupled via the supply inlet 15 to the first Ladeluftleitu ng 35, as shown in Fig. 5. Finally, it is also possible, the compressed air supply line 10 via the feed inlet 15 directly to the second

Coupling charge air line 38, as shown in Fig. 6. The choice of

Connection point of the compressed air supply line 10 can be selected depending on the requirements of the temperature of the additional combustion air: is a re-cooling of the additional combustion air necessary, for example, if for the internal combustion engine 1 only a low

Air intake temperature is allowed, the combustion air from the

Compressed air supply line 10 in the air intake pipe 32 or the first

Charge air line 35 are fed. According to Fig. 7, the compressed air generated by the compression in the compressor 4 can also be used in addition to the

Exhaust gas volume flow of the internal combustion engine 1, the turbine wheel 42 of the exhaust gas turbocharger 34 to drive. The compressed air supply line 10 can be connected directly to the exhaust gas turbocharger 34 or to the exhaust pipe 39.

The turbine wheel 42 of the exhaust gas turbocharger 34 drives via a shaft

Compressor 41 of the exhaust gas turbocharger 34, which sucks the combustion air through the air filter 31 and the air intake pipe 32. The additional drive of the turbine wheel 42 by the compressed air from the compressed air supply line 10, which is then discharged via an exhaust pipe 40 back to the environment, causes a faster response of the exhaust gas turbocharger 34, ie the exhaust gas turbocharger 34 immediately after the start of the operation of the internal combustion engine 1 , At the same time, the startup time of the exhaust gas turbocharger 34 is shortened. This advantageously leads to an increase in the amount of combustion air for the internal combustion engine 1 during the starting process. In contrast to known approaches from the vehicle sector is the

Compressor 4 is constantly coupled to the internal combustion engine 1 during the starting process of the internal combustion engine 1. As a result, in compressor systems 44, as shown in FIGS. 1 to 7, the compressor 4 is already driven in the starting phase, since non-shiftable clutches 3 are used here. Compared to the known approaches, in which the internal combustion engine provided additional compressed air is produced and stored in time before use, the compressor systems 44 of FIG. 1 to 7, the compressed air, which is produced during the starting process of the internal combustion engine 1 anyway by the compressor 4, immediately supply the internal combustion engine 1 as combustion air.

This is particularly advantageous when using the compressor systems 44 of FIGS. 1 to 7 in mobile construction site compressor or construction compressors, which also at low temperatures or at high altitudes at reduced

Ambient air density can or should be used. However, the compressor systems 44 shown in FIGS. 1 to 7 can also be used in stationary systems, that is to say in systems which are usually not suitable for

Application are provided in different places.

For the purposes of the present invention, mobile compressors can be mounted, for example, on a chassis which, for example, has a drawbar, at least one axle and corresponding wheels and of one

Towing vehicle can be pulled. Alternatively, mobile compressors may be acutely equipped with a sled so that the compressor can be dragged there for a limited distance. It is also possible to design mobile compressors smaller extent portable or hand portable, that is, an operator of the mobile compressor can

Manually move the compressor from one location to another.

Fig. 8 shows a block diagram of a method M for operating a

Compressor system, in particular a compressor unit 44 as in

Connection with FIGS. 1 to 7 shown schematically and explained. The method M can in particular for a start phase of a

Internal combustion engine 1 a compressor unit 44 can be used.

In a first step Ml, starting of the internal combustion engine 1 takes place, which drives the compressor in step M2. In step M3, compressed air is generated by the compressor 4. The generated compressed air can be fed back into the air inlet 46 of the internal combustion engine 1 in step M4.

LIST OF REFERENCE NUMBERS

1 internal combustion engine

2 engine control unit

3 clutch

4 compressor

5 output line

6 oil separator tank

7 compressed air line

8 minimum pressure check valve

9 control valve

10 compressed air supply line

11 valve

12 Electronic control device

14 pressure sensor

15 feed inlet

16 inlet valve

17 air intake line

18 air filters

20 control line

21 control line

22 control line

23 control line

30 Control panel

31 air filters

32 air intake line

33 check valve

34 turbocharger

35 charge air line

37 intercooler

38 charge air line

39 exhaust pipe

40 exhaust pipe

41 compressor wheel

42 turbine wheel

44 compressor system

45 compressed air network / compressed air consumer 46 air intake

M method

Ml process step

M2 process step M3 process step

M4 process step

Claims

claims

1. compressor system (44), with

a compressor (4), which is adapted to compressed air over a

To produce output line (5);

an internal combustion engine (1) which is coupled to the compressor (4) via a clutch (3) and which is adapted to drive the compressor (4); and

a compressed air supply line (10) which between the output line (5) of the compressor (5) and an air inlet (46) of the

Internal combustion engine (1) is coupled, and which is adapted to feed back by the compressor (4) generated compressed air in the air inlet (46) of the internal combustion engine (1).

The compressor unit (44) of claim 1, further comprising:

a valve (11) disposed in the compressed air supply line (10); and

an electronic control device (12), which is coupled to the valve (11) and which is adapted to the valve (11) for the selective supply of compressed air via the compressed air supply line (10) in the

Internal combustion engine (1) to control.

3. A compressor system (44) according to any one of claims 1 and 2, further comprising: an air filter (31); and

an air intake passage (32) coupled between the air cleaner (31) and the air inlet (46) of the internal combustion engine (1) for drawing in ambient air through the air cleaner (31).

4. compressor unit (44) according to claim 3, wherein the compressed air supply line (10) via a supply inlet (15) is fluidly connected to the air intake line (32).

5. The compressor system (44) of claim 4, further comprising:

an exhaust gas turbocharger (34), which between the air filter (31) and the

Air inlet (46) of the internal combustion engine (1) is coupled,

wherein the supply inlet (15) between the exhaust gas turbocharger (34) and the Air inlet (46) is arranged.

6. The compressor system (44) of claim 4, further comprising:

an exhaust gas turbocharger (34), which is coupled between the air filter (31) and the air inlet (46) of the internal combustion engine (1),

wherein the supply inlet (15) between the air filter (31) and the

Exhaust gas turbocharger (34) is arranged.

7. Kornpressoranlage (44) according to any one of claims 5 and 6, further comprising: an air cooler (37) which is coupled between the exhaust gas turbocharger (34) and the air inlet (46) of the internal combustion engine (1).

8. compressor unit (44) according to one of claims 1 to 7, wherein the

Internal combustion engine (1) comprises a diesel engine, a gasoline engine or a Wankel engine.

9. compressor unit (44) according to one of claims 1 to 8, wherein the

Compressor (4) an oil-injected screw compressor, one

water-injected screw compressor, a dry compressing screw compressor or a centrifugal compressor.

10. The compressor system (44) according to any one of claims 1 to 9, further comprising:

a clutch (3), which the internal combustion engine (1) to the

Compressor (4) coupled, wherein the clutch (3) is designed as a non-detachable or non-switchable coupling.

11. Mobile compressor with a compressor system (44) according to one of

Claims 1 to 10.

12. A method (M) for operating a compressor system (44) according to any one of claims 1 to 10 or for operating a compressor according to claim 11, comprising the steps:

Starting (Ml) the internal combustion engine (1);

Driving (M2) of the compressor (4) by means of the internal combustion engine

(I);

Generating (M3) compressed air by the compressor (4); and

Regeneration (M4) of compressed air generated by the compressor (4) in the Air inlet (46) of the internal combustion engine (1).

13. Compressor system (44), with:

a compressor (4), which is adapted to compressed air over a

To produce output line (5);

an internal combustion engine (1) which is coupled to the compressor (4) via a clutch (3) and which is adapted to drive the compressor (4);

an exhaust gas turbocharger (34), which with an exhaust pipe (39) of the

Combustion engine (1) is coupled; and

a compressed air supply line (10) which is coupled between the output line (5) of the compressor (5) and the exhaust pipe (39) and which is adapted to feed back compressed air generated by the compressor (4) into the exhaust gas turbocharger (34).

14. The compressor system (44) of claim 13, wherein the exhaust gas turbocharger (34) comprises:

a turbine wheel (42) coupled to the exhaust conduit (39); and a compressor wheel (41) adapted to draw combustion air for regeneration into the internal combustion engine (1),

wherein the turbine wheel (42) is adapted to be driven by the compressed air from the compressed air supply line (10).