Classifications

• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02D—CONTROLLING COMBUSTION ENGINES
  • F02D29/00—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto
  • F02D29/04—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto peculiar to engines driving pumps
• • 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
  • F02B33/00—Engines characterised by provision of pumps for charging or scavenging
  • F02B33/32—Engines with pumps other than of reciprocating-piston type
  • F02B33/34—Engines with pumps other than of reciprocating-piston type with rotary pumps
  • F02B33/36—Engines with pumps other than of reciprocating-piston type with rotary pumps of positive-displacement type
• • 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
  • F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
  • F02B37/04—Engines with exhaust drive and other drive of pumps, e.g. with exhaust-driven pump and mechanically-driven second pump
• • 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
  • F02B39/00—Component parts, details, or accessories relating to, driven charging or scavenging pumps, not provided for in groups F02B33/00 - F02B37/00
  • F02B39/02—Drives of pumps; Varying pump drive gear ratio
  • F02B39/04—Mechanical drives; Variable-gear-ratio drives
• • 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
  • F02B39/00—Component parts, details, or accessories relating to, driven charging or scavenging pumps, not provided for in groups F02B33/00 - F02B37/00
  • F02B39/02—Drives of pumps; Varying pump drive gear ratio
  • F02B39/12—Drives characterised by use of couplings or clutches therein
• • 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
  • F02B67/00—Engines characterised by the arrangement of auxiliary apparatus not being otherwise provided for, e.g. the apparatus having different functions; Driving auxiliary apparatus from engines, not otherwise provided for
  • F02B67/10—Engines characterised by the arrangement of auxiliary apparatus not being otherwise provided for, e.g. the apparatus having different functions; Driving auxiliary apparatus from engines, not otherwise provided for of charging or scavenging apparatus
• • 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
  • 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
  • F04B39/12—Casings; Cylinders; Cylinder heads; Fluid connections
  • F04B39/123—Fluid connections
• • 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
• • 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

• the present invention relates to a compressor system and a method for operating a compressor system, in particular in one
• 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.
• 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.
• 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.
• 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.
• 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
• 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.
• 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.
• 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
• 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 Compressor generated compressed air into the air inlet of the internal combustion engine.
• 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.
• 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.
• the compressed air supply line can be fluidly connected via a supply inlet to the air intake line.
• 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.
• the compressor system may further comprise an exhaust gas turbocharger, which between the air filter and the air inlet of the
• 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.
• the internal combustion engine may have a diesel engine, a gasoline engine or a Wankel engine.
• the compressor can be oil-injected
• Screw compressor a water-injected screw compressor, a dry-compressing screw compressor or a centrifugal compressor exhibit.
• the compressor system can continue a clutch
• the present invention provides a mobile construction compressor having a compressor system according to the invention.
• 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
• 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.
• the exhaust gas turbocharger may include a turbine wheel coupled to the exhaust pipe and a compressor wheel configured to
• 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.
• FIG. 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
• Fig. 1 shows a schematic illustration of a compressor unit 44.
• Compressor system 44 includes an internal combustion engine 1 and a connected via a clutch 3 to the internal combustion engine 1
• 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 Vietnameseschaltbares gear or a
• the clutch 3 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
• 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.
• torque-actuated clutches in particular torque-actuated safety clutches, are to be regarded as non-shiftable clutches.
• the compressor 4 may include an oil-injected compressor block.
• Fig. 1 is an example of a single-stage oil-injected
• Screw compressor shown as a compressor 4 is shown as a compressor 4.
• other compression principles for the compressor 4 such as water-injected screw compressors, dry-compressing screw compressors, centrifugal compressors or similar compressor types.
• 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.
• 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.
• 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.
• 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 Compressed air consumer 45 or a compressed air network.
• compressed air line 7 further, not explicitly shown in Fig. 1 components can be arranged, for example Druck Kunststoffnachkühler with cyclone separator, filter,
• 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.
• 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.
• the electronic control device 12 may be externally connected to an operation 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
• 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
• 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.
• 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.
• 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.
• valve 11 can be closed by the electronic control device 12 when the internal combustion engine 1 after successful
• Compressor system 44 Compressed air as additional air volume for 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.
• the compressed air supplied via the compressed air supply line 10 is advantageously already by the compressed air supplied via the compressed air supply line 10
• 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.
• 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.
• 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
• Main unit represents or the internal combustion engine 1 drives only the compressor 4.
• 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.
• 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.
• 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
• 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 Olabscheide mattersers 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%.
• 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
• 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.
• FIGS. 2 to 7 show further schematic illustrations for modifications and modifications of the compressor installation 44 according to the invention.
• Compressor system 44 in Fig. 1 differ.
• the compressor unit 44 may also have a
• 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 Heilein let 46 of the internal combustion engine 1 (Fig. 3).
• the exhaust gas turbocharger 34 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 Heilein let 46 of the internal combustion engine 1 (Fig. 3).
• the exhaust gas turbocharger 34 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 Heilein let 46 of the internal combustion engine 1 (Fig. 3).
• 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.
• 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
• 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.
• the air intake line 32 can be coupled via the feed inlet 15 to the air intake line 32, as shown in Fig. 4.
• 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.
• 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
• 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
• Charge air line 35 are fed.
• the compressed air generated by the compression in the compressor 4 can also be used in addition to the
• 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 ,
• 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.
• 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.
• 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.
• Ambient air density can or should be used.
• 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
• 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.
• 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
• Fig. 8 shows a block diagram of a method M for operating a
• Compressor system in particular a compressor unit 44 as in
• the method M can in particular for a start phase of a
• a compressor unit 44 can be used.
• step Ml starting of the internal combustion engine 1 takes place, which drives the compressor in step M2.
• 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.

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Citations (8)

• 2013
  • 2013-11-20 MX MX2016006496A patent/MX2016006496A/es active IP Right Grant
  • 2013-11-20 WO PCT/EP2013/074306 patent/WO2015074690A1/de active Application Filing
• 2014
  • 2014-11-06 AR ARP140104170A patent/AR098323A1/es active IP Right Grant

Patent Citations (9)

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