U.S. patent application number 12/338244 was filed with the patent office on 2010-06-24 for air compressor system.
This patent application is currently assigned to Bendix Commercial Vehicle Systems. Invention is credited to David D. Colavincenzo.
Application Number | 20100158702 12/338244 |
Document ID | / |
Family ID | 42266390 |
Filed Date | 2010-06-24 |
United States Patent
Application |
20100158702 |
Kind Code |
A1 |
Colavincenzo; David D. |
June 24, 2010 |
AIR COMPRESSOR SYSTEM
Abstract
In one aspect of the present invention, a compressor system
includes a compressor shaft for generating compressed air, a clutch
that, when engaged, transfers power from a vehicle engine to drive
the compressor shaft and that, when disengaged, does not transfers
power from the vehicle engine to drive the compressor shaft. An
electric motor that, when activated, drives the compressor shaft. A
control module that sets the compressor into one of at least three
modes of operation as a function of respective statuses of various
vehicle components. The compressor shaft is driven by both the
clutch and the electric motor during at least one of the modes.
Inventors: |
Colavincenzo; David D.;
(Castalia, OH) |
Correspondence
Address: |
CALFEE HALTER & GRISWOLD, LLP
800 SUPERIOR AVENUE, SUITE 1400
CLEVELAND
OH
44114
US
|
Assignee: |
Bendix Commercial Vehicle
Systems
Elyria
OH
|
Family ID: |
42266390 |
Appl. No.: |
12/338244 |
Filed: |
December 18, 2008 |
Current U.S.
Class: |
417/16 ; 417/223;
417/364; 417/374; 417/410.1; 417/53 |
Current CPC
Class: |
F04C 18/0215 20130101;
F04C 18/16 20130101; Y02T 10/62 20130101; B60L 50/62 20190201; F04C
28/06 20130101; F04C 2240/45 20130101; F04B 35/002 20130101; B60L
1/003 20130101; Y02T 10/7072 20130101; Y02T 10/70 20130101; B60L
50/90 20190201 |
Class at
Publication: |
417/16 ; 417/223;
417/410.1; 417/374; 417/364; 417/53 |
International
Class: |
F04B 49/00 20060101
F04B049/00 |
Claims
1. A compressor system, comprising: a compressor shaft for
generating compressed air; a clutch that, when engaged, transfers
power from a vehicle engine to drive the compressor shaft and that,
when disengaged, does not transfers power from the vehicle engine
to drive the compressor shaft; an electric motor that, when
activated, drives the compressor shaft; and a control module that
sets the compressor into one of at least three modes of operation
as a function of respective statuses of various vehicle components,
the compressor shaft being driven by both the clutch and the
electric motor during at least one of the modes.
2. The compressor system as set forth in claim 1, wherein: during a
first of the modes of operation, the clutch is engaged to drive the
compressor shaft while the electric motor is not activated.
3. The compressor system as set forth in claim 2, wherein: the
control module sets the compressor in the first mode of operation
when a status of an engine vehicle component is running, but a
charge available on an engine battery vehicle component is below a
predetermined threshold.
4. The compressor system as set forth in claim 1, wherein: during a
second of the modes of operation, the clutch is engaged to drive
the compressor shaft while the electric motor is activated.
5. The compressor system as set forth in claim 4, wherein: the
control module sets the compressor in the second mode of operation
when a status of an engine vehicle component is running and when a
charge available on an engine battery vehicle component is at least
a predetermined threshold.
6. The compressor system as set forth in claim 5, wherein: the
control module varies an amount of the clutch engagement and an
amount of the motor activation as a function of a speed of the
engine and the charge on the engine battery.
7. The compressor system as set forth in claim 1, wherein: during a
third of the modes of operation, the clutch is disengaged to not
drive the compressor shaft while the electric motor is
activated.
8. The compressor system as set forth in claim 7, wherein: the
control module sets the compressor in the third mode of operation
when a status of an engine vehicle component is not running and
when a charge available on an engine battery vehicle component is
at least a predetermined threshold.
9. The compressor system as set forth in claim 1, wherein: during a
fourth of the modes of operation, the motor is activated to drive
the compressor shaft independent of whether the clutch is engages;
and the motor includes a generator that acts to generate electrical
power generated when service brake of the vehicle is applied.
10. The compressor system as set forth in claim 9, wherein: the
generated electrical power charges the battery vehicle
component.
11. The compressor system as set forth in claim 10, wherein: if the
air system is above a predetermined pressure level and the battery
is above a predetermined charge when the service brake is applied,
the clutch is disengaged to unload the compressor while the motor
assists braking through engine retardation.
12. The compressor system as set forth in claim 1, further
including: a clutch control that transmits a control signal to the
clutch for engaging/disengaging the clutch as a function of a
control signal the clutch control receives from the control
module.
13. The compressor system as set forth in claim 12, wherein: the
control signal transmitted from the clutch control to the clutch is
a pneumatic signal; and the control signal transmitted from the
control module to the clutch control is an electronic signal.
14. A compressor system, comprising: a compressor shaft for
generating compressed air into a reservoir; a clutch, mounted to a
vehicle engine and the compressor shaft, that, when engaged,
transfers power from the vehicle engine to drive the compressor
shaft and that, when disengaged, does not transfers power from the
vehicle engine to drive the compressor shaft; a clutch control
communicating with the clutch, the clutch being engaged/disengaged
as a function of a clutch control signal; a motor, mounted to the
clutch, that, when activated, drives the compressor shaft; and a
control module, communicating with the clutch control and the
motor, setting the compressor into one of a plurality of modes of
operation by transmitting respective control signals to the clutch
control and the motor as a function of respective statuses of
various vehicle components, the compressor shaft being driven by
both the engine, via the clutch, and the motor during one of the
modes.
15. The compressor system as set forth in claim 14, wherein: the
clutch control receives an electronic signal from the control
module that indicates whether the clutch is to be
engaged/disengaged; the clutch control communicates a pneumatic
signal to the clutch, as a function of the electronic signal from
the control module, for engaging/disengaging the clutch; and the
motor receives an electronic signal from the control module that
indicates whether the motor is to be activated.
16. The compressor system as set forth in claim 14, further
including: a vehicle battery electrically communicating with the
motor, the vehicle battery providing electric power to the motor
when the motor is driving the compressor shaft.
17. The compressor system as set forth in claim 16, wherein:
braking power generated when a vehicle service brake is applied is
transformed by the motor into electrical power that is stored in
the vehicle battery.
18. The compressor system as set forth in claim 16, wherein:
braking power generated when a vehicle service brake is applied
assists braking through engine retardation.
19. The compressor system as set forth in claim 14, wherein: the
control module sets the compressor in the one mode of operation
when a status of an engine vehicle component is running and when a
charge available on an engine battery vehicle component is at least
a predetermined threshold.
20. A compressor system, comprising: a compressor shaft for
generating compressed air; a clutch that, when engaged, transfers
power from a vehicle engine to drive the compressor shaft and that,
when disengaged, does not transfers power from the vehicle engine
to drive the compressor shaft; a motor that, when activated, drives
the compressor shaft; and means for setting the compressor into one
of at least three modes of operation as a function of respective
statuses of various vehicle components, the compressor shaft being
driven by both the engine, via the clutch, and the motor in at
least one of the modes.
21. The compressor system as set forth in claim 20, wherein the
means for setting includes: a control module that receives signals
representing the respective statuses of the various vehicle
components, the control module generating control signals for
setting the compressor into one of the modes of operation as a
function of received signals.
22. The compressor system as set forth in claim 21, further
including: a clutch control that receives one of the signals
generated by the control module, the clutch engaging/disengaging as
a function of a control signal transmitted from the clutch control
that is based on the received signal from the control module.
23. The compressor system as set forth in claim 22, wherein: the
motor receives a control signal from the control module that
activates/deactivates the motor.
24. The compressor system as set forth in claim 20, wherein: the
means for setting controls respective amounts that the motor drives
the compressor shaft and that the clutch drives the compressor
shaft as a function of the respective statuses of various vehicle
components.
25. The compressor system as set forth in claim 24, wherein: the
vehicle component statuses include the engine speed, the speed of
the compressor shaft, the speed of the motor, a pressure of the
compressed air in an associated reservoir, a level of charge on a
vehicle battery, and whether a vehicle service brake is
applied.
26. A method for driving a compressor, the method including:
engaging/disengaging a clutch that transfers power from a vehicle
engine to drive a compressor shaft; activating/deactivating a motor
that drives the compressor shaft; receiving respective status
signals into a control module from various vehicle components;
generating control signals in the control module, as a function of
the status signals, for engaging/disengaging the clutch and
activating/deactivating the motor for selectively setting the
compressor in one of a plurality of operating modes, the compressor
shaft being driven by both the clutch and the motor during at least
one of the operating modes.
27. The method for driving a compressor as set forth in claim 26,
wherein the step of engaging/disengaging the clutch includes:
transmitting the control signal from the control module to a clutch
control; and transmitting a clutch control signal, based on the
signal transmitted from the control module, from the clutch control
to the clutch.
28. The method for driving a compressor as set forth in claim 26,
further including: selectively determining respective amounts of
the engagement of the clutch and of the activation of the motor as
a function of the engine speed, the speed of the compressor shaft,
the speed of the motor, a pressure of the compressed air in an
associated reservoir, a level of charge on a vehicle battery, and
whether a vehicle service brake is applied.
29. The method for driving a compressor as set forth in claim 26,
further including: charging a vehicle battery via the motor during
a second of the operating modes.
Description
BACKGROUND
[0001] The present invention relates to a compressor. It finds
particular application in conjunction with different modes of
operating an air compressor and will be described with particular
reference thereto. It will be appreciated, however, that the
invention is also amenable to other applications.
[0002] Hybrid electric vehicles and vocational vehicles (e.g.,
utility trucks) utilize air for braking systems or tools when the
vehicle engine is not running. Typically, an air compressor not
driven by the vehicle's engine must be separately specified, which
requires a space claim on the vehicle and associated wiring and
plumbing. Specifying an additional compressor results in increased
vehicle complexity and cost.
[0003] Compressors capable of being driven by both engine power and
an on-board electric motor are known. However, none of the
conventional compressors are capable of simultaneously being driven
by a vehicle engine and an electric motor. In addition, no control
system for setting a compressor in various modes of operation as a
function of vehicle conditions is disclosed.
[0004] The present invention provides a new and improved apparatus
and method which addresses the above-referenced problems.
SUMMARY
[0005] In one aspect of the present invention, a compressor system
includes a compressor shaft for generating compressed air, a clutch
that, when engaged, transfers power from a vehicle engine to drive
the compressor shaft and that, when disengaged, does not transfers
power from the vehicle engine to drive the compressor shaft. An
electric motor that, when activated, drives the compressor shaft. A
control module that sets the compressor into one of at least three
modes of operation as a function of respective statuses of various
vehicle components. The compressor shaft is driven by both the
clutch and the electric motor during at least one of the modes.
BRIEF DESCRIPTION OF THE DRAWINGS
[0006] In the accompanying drawings which are incorporated in and
constitute a part of the specification, embodiments of the
invention are illustrated, which, together with a general
description of the invention given above, and the detailed
description given below, serve to exemplify the embodiments of this
invention.
[0007] FIG. 1 illustrates a schematic representation of a vehicle
including a compressor in accordance with one embodiment of an
apparatus illustrating principles of the present invention.
DETAILED DESCRIPTION OF ILLUSTRATED EMBODIMENT
[0008] With reference to FIG. 1, a simplified component diagram of
an exemplary vehicle 10 including an exemplary compressor 12 and
associated control system are illustrated in accordance with one
embodiment of the present invention. It is contemplated that the
compressor 12 is a piston-type compressor, a screw-type compressor,
a scroll-type compressor, or any other type of compressor.
[0009] The vehicle 10 includes an engine 14 and at least one
vehicle battery 16. The compressor 12 includes a clutch 20, which
is mounted to a mechanical drive port 22 on the engine 14. The
clutch 20 is driven by mechanical power transmitted from the engine
14 via the drive port 22 whenever the engine 14 is running. The
clutch 20 is mechanically connected to a shaft 24 of the compressor
12. A clutch control 26 (e.g., a clutch control valve) controls
whether the clutch 20 is engaged or disengaged. More specifically,
when the clutch 20 is engaged, the mechanical power from the engine
is transmitted to the compressor shaft 24, via the clutch 20, for
driving the shaft 24 to generate compressed air. For example, air
generated by the shaft 24 is transmitted to a reservoir 30 where it
is stored and compressed. When the clutch 20 is disengaged, the
clutch 20 does not transmit mechanical power from the engine to the
compressor shaft 24 and, therefore, the shaft 24 does not generate
air for the reservoir 30.
[0010] In one embodiment, the clutch control 26 transmits a
pneumatic signal to the clutch 20 via a pneumatic line 32. However,
other embodiments in which other types of signals (e.g., electronic
signals) are transmitted to the clutch 20 are also
contemplated.
[0011] A motor 34 (e.g., an electric motor) is mechanically
connected to the compressor shaft 24. Like the clutch 20, the motor
34 is capable of driving the shaft 24 to generate compressed air.
The motor is driven by electrical power supplied via an electrical
connection to the vehicle battery 16.
[0012] A control module 36 controls operation of the clutch control
26 and the motor 34. In one embodiment, the control module 36 is an
electronic device that transmits electronic control signals to the
clutch control 26 and the motor 34 via respective control lines 40,
42. More specifically, the control module 36 transmits a control
signal to the clutch control 26 to engage the clutch 20 when it is
desired to drive the compressor shaft 24 via the vehicle engine 14.
Similarly, the control module 36 transmits a control signal to the
motor 34 when it is desired to drive the compressor shaft 24 via
the motor 34. Although the illustrated embodiment includes
electronic control signals transmitted from the control module 36
to the clutch control 26 and the motor 34, it is to be understood
that other embodiments, including other types of control signals
(e.g., pneumatic) are also contemplated.
[0013] The control module 36 receives status signals from various
sensors 44 associated with vehicle components representing
respective vehicle functions. For example, the control module 36
receives status signals indicating a speed of the engine 14, a
speed of the compressor 12, a speed of the motor 34, a pressure in
the reservoir 30, an amount of charge on the vehicle battery 16,
and/or whether vehicle service brakes are applied (e.g., whether a
brake foot pedal is depressed). In one embodiment, the control
module 36 receives electronic status signals from the various
vehicle components. However, other embodiments including other
types of control signals (e.g., pneumatic) are also
contemplated.
[0014] The compressor shaft 24 is capable of being driven by the
engine 14 (via the clutch 20) and/or the motor 34. The control
module 36 transmits the respective control signals to the clutch
control 26 and the motor 34, as a function of the status signals
received from the various vehicle components, to set the compressor
12 into various modes of operation. As discussed in more detail
below, the control module 36 automatically chooses a compressor 12
operating mode as a function of the status signals received from
the various vehicle components.
[0015] In one embodiment, the control module 36 sets the compressor
12 to operate in one of a plurality (e.g., three (3)) modes i) an
Active Clutch mode, ii) a Compressor Assist Mode, and iii) an
Electric Drive mode.
[0016] The Active Clutch mode of operation is the traditional mode
of operation for a compressor having a clutch and may be selected
while the engine 14 is running. During this mode of operation, the
clutch 20 is engaged to load the compressor 12, and the clutch 20
is disengaged to unload the compressor 12. The Active Clutch mode
provides energy savings when the compressor 12 is unloaded. The
control module 36 may set the compressor 12 to operate in the
Active Clutch mode when the engine 14 is running, but the charge
available on the battery 16 is below a predetermined threshold.
[0017] The Compressor Assist mode of operation is a mode in which
both the engine 14 and the motor 34 are used to drive the
compressor 12. During this mode of operation, the clutch 20 is
engaged to load the compressor 12. At the same time, the motor 34
provides additional assistance for driving the compressor 12 for
reducing load on the engine 14. When the clutch 20 is disengaged,
the motor 34 similarly stops providing any assistance for driving
the compressor 12, and the compressor 12 is unloaded.
[0018] While in the Compressor Assist mode, as the compressor 12
works to deliver compressed air to the reservoir 30 (e.g., the
vehicle air system), the motor 34 draws energy from the vehicle
battery 16 to assist in driving the compressor shaft 24. As
discussed above, this assistance reduces a load on the vehicle
engine 14. The assistance provided by the motor 34 drives the
compressor shaft 24 such that any disruption to a drive train of
the engine 14 is reduced and/or minimized. For example, any gear
lash in the drive train of the engine 14 would not be reversed when
the motor 34 is assisting the compressor shaft 24.
[0019] It is contemplated that during the Compressor Assist mode,
the control module 36 selectively varies the amount of engagement
of the clutch 20 and the amount of activation of the motor 34 as a
function of a speed of the engine and the charge on the engine
battery. The amount of clutch 20 engagement and motor 34 activation
is set by the control module 36 to optimize performance of the
compressor 12.
[0020] The Compressor Assist mode is advisable when the compressor
12 is in a loaded mode and the vehicle battery 16 is charged above
a predetermined charge threshold. In one embodiment, the Compressor
Assist mode is used when the compressor 12 is loaded and the
vehicle battery 16 is charged above about a 90% charge threshold.
Although about a 90% charge threshold is contemplated in one
embodiment, it is to be understood that other embodiments in which
the compressor 12 is set to the Compressor Assist mode at other
charge thresholds are also contemplated. This mode of operation
typically offers the most benefit during periods of high demand for
compressed air and frequent brake applications (e.g., intra-city
driving).
[0021] The Electric Drive mode of operation is a mode during which
the compressor 12 is driven solely by the motor 34. During this
mode of operation, the clutch 20 is disengaged so that the
compressor shaft 24 is not driven by the engine 14. This mode of
operation is useful when there is a demand for pressurized air, but
the pressure in the reservoir 30 is below a predetermined pressure
threshold and the engine 14 is not running. In one embodiment, the
predetermined pressure threshold is about 120 psi. Although about a
120 psi pressure threshold is contemplated in one embodiment, it is
to be understood that other embodiments in which the compressor 12
is set to the Electric Drive mode at other pressure thresholds are
also contemplated.
[0022] A demand for air when the engine 14 is not running can
occur, for example, in an electric/hybrid vehicle when the vehicle
is running solely on electric power. This condition may also occur
on a conventional (e.g., non-hybrid) vehicle (e.g., a utility truck
or repair vehicle) that requires compressed air for systems in
addition to a braking system.
[0023] In an alternate embodiment, the electric motor 34 also acts
as an electric generator. In this embodiment, it is possible for
the compressor 12 to operate in an additional mode of operation.
More specifically, the compressor 12 may operate in an Energy
Storage mode. During this mode of operation, engine braking power
is used to drive the compressor 12 as well as generate electrical
power to charge the vehicle battery 16. In this embodiment, it is
contemplated that the compressor 12 operates as a head unloaded
compressor so that the motor 34 is capable of providing electrical
power to the compressor shaft 24 independent of whether the
compressor 12 is loaded/unloaded (e.g., independent of whether the
clutch 20 is engaged/disengaged).
[0024] While the compressor 12 is in the Electric Drive mode, if
both the air system and electrical system are charged above
respective predetermined thresholds at the time a vehicle brake
(e.g., a vehicle service brake) is applied, the clutch 20 is
disengaged to unload the compressor 12 while the motor 34 is used
to assist braking through engine retardation.
[0025] Although the embodiments described above include electrical
components such as the control module 36, the motor 34, and the
clutch control valve 26, it is to be understood that other
embodiments including hydraulic components in place of the
electrical components are also contemplated. For example, a
hydraulic pump and motor may be substituted for the motor 34.
[0026] The present invention describes a compressor 12 that is
mounted to, and driven by, the engine 14 on the vehicle 10. In
addition, the compressor 12 may be electrically driven by the
vehicle battery 16 when the engine 14 is not running. High fuel
prices and other factors are driving fuel economy improvements and
the development of hybrid electric vehicles. One advantage of the
embodiments of the preset invention described above are that the
clutch technology produces fuel economy improvements while keeping
the benefits of an engine mounted compressor. Although hybrid
electric vehicles may still include a diesel engine, the compressor
is advantageously capable of being electrically driven and mounted
remotely from the engine because the engine does not run
continuously. Combining a clutch and electric drive components on a
single compressor has only recently been possible.
[0027] Specifying an electrically driven compressor on a vehicle
requires a space claim on the vehicle frame. Such a compressor also
requires mounting and isolation along with oil and filter
maintenance. Mounting a compressor to an engine of the vehicle (as
opposed to the frame) saves the space and isolation requirements on
the vehicle frame and, furthermore, does not require special
maintenance. These benefits translate into cost savings for
engine/electrically driven compressors mounted to an engine (e.g.,
a hybrid engine) relative to frame mounted electrically driven
compressors.
[0028] Advantages of the embodiments of the present invention
include added convenience and simplicity associated with engine
driven compressors while providing an air compressor that is
capable of operating as engine driven, electrically driven, or a
combination of both engine and electrically driven. The embodiments
of the present invention are contemplated for use with hybrid
electric and utility vehicles where compressor operation is desired
when the engine is not running. An engine driven compressor offers
ease of installation and efficient operation when the engine is
running, while electrically driven compressors are completely
independent of the engine and offer various operational advantages.
The embodiments of the present invention operate the compressor in
whichever mode is advantageous the operating condition. It
simplifies the compressor installation while improving fuel economy
beyond that of a compressor clutch alone and creates a compressor
that can be operated when the engine is not running as is desired
with hybrid/electric drive trains and utility vehicles.
[0029] While the present invention has been illustrated by the
description of embodiments thereof, and while the embodiments have
been described in considerable detail, it is not the intention of
the applicants to restrict or in any way limit the scope of the
appended claims to such detail. Additional advantages and
modifications will readily appear to those skilled in the art.
Therefore, the invention, in its broader aspects, is not limited to
the specific details, the representative apparatus, and
illustrative examples shown and described. Accordingly, departures
may be made from such details without departing from the spirit or
scope of the applicant's general inventive concept.
* * * * *