Combination Power Plant/Fluid Compressor for Service Vehicles

Abstract

A combination power plant/fluid compressor is provided for service vehicles. A small displacement internal combustion engine can be used to drive a fluid compressor, both mounted on a platform that can be mounted on the vehicle. A coupler is used to directly couple power from a pulley mounted on the crankshaft of the engine to the fluid compressor. The engine can operate on fuel from the fuel tank on the vehicle. The engine can be water-cooled and be configured to circulate heated coolant to the engine cooling system on the vehicle. In another embodiment, the engine can be operatively coupled to a stand-alone air conditioning system. In a further embodiment, the engine can be operatively coupled to a stand-alone electrical charging system.

Description

TECHNICAL FIELD

The present disclosure is related to the field of fluid compressors, in particular, fluid compressors used on service vehicles.

BACKGROUND

Air compressors and hydraulic fluid systems are often installed on vehicles used in service industries to provide a source of compressed air or pressurized hydraulic fluid such as is required for air-driven tools or hydraulic power as is required for hydraulic tools and machinery. Notable examples include the heavy equipment industry, the tire service industry and the oil and gas industry among numerous other examples as well known to those skilled in the art. Such vehicles are typically trucks that are adapted for use and particular needs in the various service industries.

It is known to install air compressors or power take-off units (“PTO”) for hydraulic fluid systems in the engine compartments of service vehicles where power can be taken from the service vehicle engine to operate the air compressor or hydraulic fluid system. The disadvantage of this arrangement is that the engine of the service vehicle must be left running or idling in order to keep the air compressor or hydraulic fluid system operational. This can result in increased fuel consumption and maintenance costs for the service vehicle as the vehicle engine is typically larger in power capacity than is what is required to effectively operate the air compressor. In addition, the service intervals for the vehicle engine are reduced due to the increased amount of time the engine is left running to operate the air compressor.

It is, therefore, desirable to provide an air compressor or hydraulic fluid system for a service vehicle that overcomes these shortcomings and disadvantages.

SUMMARY

A combination power plant/fluid compressor for a service vehicle is provided. In one embodiment, a small displacement power plant or internal combustion engine can be provided to operate an air compressor hydraulic fluid system. For the purposes of this specification, the term “fluid compressor” is to be interpreted as meaning either an air compressor and/or a compressor or pump for hydraulic fluid systems. In one embodiment, the power plant can comprise a diesel engine. In another embodiment, the fluid compressor can comprise a screw-style air compressor. The engine and fluid compressor can be mounted on a common platform or skid, the platform being mounted on the front or rear of the service vehicle or at any other suitable location on the vehicle.

In another embodiment, the engine can be selected to operate on the same fuel as the service vehicle thereby making a separate supply of fuel for the engine unnecessary. In a further embodiment, the engine can be a water-cooled engine that can be coupled to the cooling system of the service vehicle engine. In this embodiment, heated coolant from the engine can be circulated through the service vehicle engine cooling system thereby keeping the service vehicle engine warm and easy to start in, for example, cold weather conditions, In another embodiment, an air conditioner compressor can be operatively coupled to the engine as part of a stand-alone air conditioning system, the system including a condenser unit, a receiver drier and an evaporator unit. The evaporator unit can be installed in the ventilation system of the service vehicle or it can be a portable unit that can be placed in the service vehicle. By placing the evaporator unit in the service vehicle's ventilation system, the service vehicle's ventilation system blower motor can be used to circulate air cooled by the evaporator in the service vehicle thereby cooling the interior of the service vehicle cool in, for example, warm weather conditions.

In another embodiment, the input shaft of the fluid compressor can be directly coupled to mounting means disposed on the end of the crankshaft of the engine. Such mounting means can include mounting tabs on a pulley disposed on the end of the engine crankshaft. In one embodiment, splined receivers can be mounted on each of the mounting tabs on the crankshaft pulley and the input shaft of the fluid compressor. The splined receivers can be configured to receive a splined shaft that can be inserted into each of the splined receivers to directly couple the engine to the fluid compressor. In a further embodiment, the splined shaft can be made of nylon or any other suitable material as well known to those skilled in the art.

In another embodiment, the engine can be operatively coupled to a stand-alone electrical charging system comprising an alternator or a generator for use in providing electrical power to the service vehicle and/or charging the battery in the service vehicle to enable the operation of the service vehicle's ventilation system blower motor to circulate cooled air in the service vehicle when the stand-alone air conditioning system is provided thereby negating the need to operate the service vehicle's engine and to prevent the service vehicle's battery being completely drained of power when the stand-alone air conditioning system is being operated.

Broadly stated, a combination power plant/fluid compressor is provided for a service vehicle having a fuel tank, comprising: a platform configured for mounting on the vehicle; an engine having a crankshaft operatively disposed on the platform, the engine configured to operate on fuel from the fuel tank; a fluid compressor operatively disposed on the platform; and a coupler operatively disposed between the engine and the fluid compressor, the coupler configured to couple power directly from the crankshaft of the engine to the fluid compressor.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a side elevation view depicting a combination power plant/fluid compressor for a service vehicle including a stand-alone air conditioning system.

FIG. 2 is a side elevation exploded view depicting the coupler of the combination power plant/fluid compressor of FIG. 1.

FIG. 3 is a side elevation view depicting another embodiment of the combination power plant/fluid compressor of FIG. 1 including a stand-alone electrical charging system.

DETAILED DESCRIPTION OF EMBODIMENTS

Referring to FIG. 1, an embodiment of a combination power plant/fluid compressor for a service vehicle is provided. In this embodiment, apparatus 10 can include engine 12 and fluid compressor 14 mounted on platform 16. Crankshaft 24 of engine 12 can be coupled to input shaft 28 of fluid compressor 14 via coupler 20. In another embodiment, platform 16 can further include cooler/oil tank 18 for fluid compressor 14.

In one embodiment, engine 12 can be supplied with fuel via fuel line 40 from a service vehicle (not shown). Engine 12 can be any suitable internal combustion engine running on gasoline, diesel, bio-diesel, methane, propane or any other suitable fuel. If engine 12 uses the same fuel as the service vehicle, then engine 12 can be supplied with fuel from the service vehicle's fuel tank thereby eliminating the need for a separate fuel tank for engine 12. In a representative embodiment, engine 12 can be a water-cooled, diesel engine in the 10 to 12 horsepower range. An example of a suitable engine is the model Z482-E3B industrial diesel engine as manufactured by Kubota Corporation of Osaka, Japan although it is obvious to those skilled in the art that any suitable or equivalent engine can be used. In this representative embodiment, the water coolant circulating through engine 12 as it is operating becomes heated and can be coupled to the service vehicle's engine (not shown) via hoses 42 to circulate through the cooling system of the service vehicle's engine. In so doing, the service vehicle's engine can be kept warm and thereby easier to start in cold weather conditions.

In one embodiment, fluid compressor 14 can comprise any suitable air compressor known to those skilled in the art for supplying compressed air for use with air tools. In a representative embodiment, fluid compressor 14 can comprise an NK30 screw-type air compressor as manufactured by Rotocomp Verdichter Gmbh in Germany. In another embodiment, fluid compressor 14 can supply compressed air to air tank 50 via air line 44, check valve 46 and air line 48. In a further embodiment, engine 12 can be configured to start, run and stop automatically to keep air pressure in air tank 50 at a predetermined pressure. Pressure sensor 52 can be mounted on air tank 50 and can provide sensor information regarding the air pressure in air tank 50 to auto start module 56 via wires 54. Auto start module 56 can be connected to start/run/stop module 22 disposed on engine 12 via wires 58. When the air pressure in air tank 50 drops below a predetermined low-pressure threshold, auto start module 56 can provide an electronic command to module 22 to start engine 12 and keep engine 12 running until the air pressure in air tank 50 reaches a predetermined high-pressure threshold upon which, auto start module 56 can provide another electronic command to module 22 to stop engine 12 so as to conserve fuel. Auto start module 56 can comprise a microprocessor operatively connected to electronic components that are, in turn, operatively coupled to sensor 52 and engine 12, the microprocessor controlled by a program stored on memory storage means. In another embodiment, auto start module 56 can comprise discrete active and passive electronic components as well known to those skilled in the art for receiving sensor information from sensor 52 and to provide engine start, run and stop commands to start/run/stop module 22 disposed on engine 12. Start/run/stop module 22 provides means to receive signals from auto start module 56 to start and run engine 12 when it is not running as well as to stop engine 12 when it is running. Start/run/stop module 22 can be provided by the manufacturer of engine 12, or it can be provided by a third party manufacturer, such as the manufacturer of remote car starters as well known by those skilled in the art.

Referring to FIG. 2, an exploded view of coupler 20 is shown. In one embodiment, coupler 20 can comprise coupler half 60 that can be fastened to pulley 26 by bolts 72 passing through holes 74 and threading into mounting tabs 70 on pulley 26. Coupler 20 also comprises coupler half 64 that can be fastened to input shaft 28 of compressor 14. In one embodiment, input shaft 28 can be inserted into opening 76 and secured to coupler half 64 by tightening setscrew 78. In another embodiment, input shaft 28 and opening 76 can have complementary mating polygonal cross-sectional shapes or a “D-shape” to enable positive rotational engagement from coupler half 64 to input shaft 28. In a further embodiment, shaft 28 and opening 76 can comprise splines for positive rotational engagement. In yet another embodiment, input shaft 28 can be threaded into opening 76 and secured by setscrew 78 or a locknut (not shown) in addition to any other suitable coupling means obvious to those skilled in the art.

Disposed between coupler halves 60 and 64 can be coupler shaft 68 inserted in both cavities 62 and 66. In one embodiment, splines can be disposed on coupler shaft 68 and in cavities 62 and 66 to enable positive rotational engagement between coupler halves 60 and 64. In other embodiments, cavities 62 and 66 and coupler shaft 68 can have complementary mating polygonal cross-sectional shapes or a “D-shape” to enable positive rotational engagement. In a further embodiment, shaft 68 can be secured in either or both coupler halves 60 and 64 with setscrews (not shown). In yet another embodiment, coupler shaft 68 can be comprised of nylon or any other suitable material for transmitting rotational power as obvious to those skilled in the art.

In another embodiment, apparatus 10 can further comprise means for providing a source of pressurized hydraulic fluid for operating hydraulic mechanisms disposed on the service vehicle, such as jacks, booms, power lift-gates or ramps or any other type of equipment or tools requiring a supply of pressurized hydraulic fluid as well known to those skilled in the art. Referring back to FIG. 1, engine 12 can further comprise hydraulic pump 34 coupled to pulley 26 via belt 30. Hydraulic hoses 38 can be coupled between pump 34 and hydraulic system 36 for the circulation of hydraulic fluid. Pump 34 can further comprise clutch pulley 32 that can engage rotational force from belt 30 to pump 34 when pressurized hydraulic fluid is required for hydraulic system 36, and that can further disengage pump 34 and freewheel when pressurized fluid is not required. In other embodiments, fluid compressor 14 can comprise hydraulic pump 34 as opposed to hydraulic pump 34 coupled to engine 12 via pulley 26 and belt 30. In these embodiments, auto start module 56.

In another embodiment, apparatus 10 can include stand-alone air conditioner system 81 operatively coupled to engine 12, as shown in FIG. 1. In this embodiment, shaft 82 from engine 12 can turn pulley 84 to rotate clutch pulley 88 on air conditioner compressor 80 via belt 86 as well known to those skilled in the art. Compressed coolant disposed in air conditioner system 81 moves from compressor 80 through discharge hose 90 to condenser unit 92. Condensed coolant can then flow from condenser unit 90 to drier unit 96 via hose 94. Coolant can then flow through hose 98 to evaporator unit 100. From evaporator unit 100, evaporated coolant can be drawn to compressor 80 through suction hose 102 to be compressed by compressor 80 and to be continually circulated when air conditioning system 81 is in operation. Evaporator unit 100 can be placed in the ventilation system of the vehicle whereby the vehicle's ventilation system blower motor can blow air through evaporator unit 100 thereby cooling the air that circulated in the vehicle so as to cool the vehicle. In another embodiment, evaporator unit 100 can be a portable unit with its own fan or fans to circulate air through evaporator unit 100 to cool it. In this embodiment, fans can be electric fans powered by electrical power provided by the vehicle's battery or electrical power generated by apparatus 10.

Referring to FIG. 3, another embodiment of apparatus 10 is shown. In this embodiment, engine 12 can be operatively coupled to stand-alone charging system 118. Drive shaft 82 and pulley 84 can move belt 86 to rotate pulley 105 coupled to alternator 104. It is obvious to those skilled in the art that alternator 104 can be substituted with a generator. Alternator 104 can be operatively connected to the positive terminal of battery 114 that can be disposed in the vehicle where the negative terminal of battery 114 can be connected to an electrical ground connection on the vehicle via cable 116. As obvious to those skilled in the art, the connections to the positive and negative terminals of battery 114 can be reversed on vehicles that use a positive ground as opposed to a negative ground as commonly used on vehicles in North America. In one embodiment, alternator 104 can be connected to battery 114 with a battery cable of sufficient size to carry the current supplied from alternator 104 to battery 114. In another embodiment, isolator block 108 can be disposed in the electrical connection between alternator 104 and battery 114 via cables 106 and 112. Isolator block 108 can permit an alternate source of electrical power to charge battery 114. Isolator block 108 can be comprised of diodes, as well known to those skilled in the art, to allow electrical power from two different sources to be delivered to a single load and still isolate one power source from the other. Any equivalent device as well known to those skilled in the art can be used as well.

In one embodiment, cable 110 can provide an electrical connection from the alternator or generator disposed on the engine of the service vehicle so as to enable charging of battery 114 when the vehicle's engine is running or when engine 12 is running. In another embodiment, cable 110 can provide an electrical connection from an alternate source of power such as an external power supply (not shown) that can rectify alternating current (“AC”) electrical power, supplied from a source of commercially-available AC electricity located near where the vehicle is located, to direct current (“DC”) power suitable for charging battery 114, or by a solar panel system disposed on the vehicle (not shown) whereby the solar panel system can charge battery 114 in daylight conditions when engine 12 is not running.

Although a few embodiments have been shown and described, it will be appreciated by those skilled in the art that various changes and modifications might be made without departing from the scope of the invention. The terms and expressions used in the preceding specification have been used herein as terms of description and not of limitation, and there is no intention in the use of such terms and expressions of excluding equivalents of the features shown and described or portions thereof, it being recognized that the scope of the invention is defined and limited only by the claims that follow.

Claims

1. A combination power plant/fluid compressor for a service vehicle having a fuel tank, comprising: a) a platform configured for mounting on the service vehicle;b) a first water-cooled, internal combustion engine having a crankshaft, the first engine operatively disposed on the platform, the first engine configured to operate on fuel from the fuel tank;c) a fluid compressor operatively disposed on the platform; andd) a coupler operatively disposed between the first engine and the fluid compressor, the coupler configured to couple power directly from the crankshaft of the first engine to the fluid compressor.

2. The combination power plant/fluid compressor as set forth in claim 1 wherein the coupler comprises a first coupler half operatively coupled to the crankshaft, a second coupler half operatively coupled to the fluid compressor and a coupler shaft disposed between the first and second coupler halves, the coupler shaft configured to rotationally engage the first coupler half to the second coupler half.

3. The combination power plant/fluid compressor as set forth in claim 2 wherein the coupler halves and the coupler shaft both comprise splines.

4. The combination power plant/fluid compressor as set forth in claim 2 wherein the coupler halves and the coupler shaft comprise complementary cross-sectional shapes.

5. The combination power plant/fluid compressor as set forth in claim 4 wherein the cross-sectional shape is polygonal or D-shaped.

6. The combination power plant/fluid compressor as set forth in claim 1 further comprising means for circulating heated coolant from the first engine to a second engine disposed in the service vehicle.

7. The combination power plant/fluid compressor as set forth in claim 6 wherein the means further comprises hose means configured for circulating the heated coolant.

8. The combination power plant/fluid compressor as set forth in claim 1 further comprising a stand-alone air conditioning system operatively coupled to the engine for use in cooling the interior of the service vehicle.

9. The combination power plant/fluid compressor as set forth in claim 8 further comprising an evaporator configured to be disposed in the service vehicle.

10. The combination power plant/fluid compressor as set forth in claim 9 wherein the evaporator is configured to be installed in a ventilation system disposed in the service vehicle.

11. The combination power plant/fluid compressor as set forth in claim 1 further comprising a stand-alone electrical charging system operatively coupled to the first engine for charging a second charging system disposed in the service vehicle.

12. The combination power plant/fluid compressor as set forth in claim 11 wherein the stand-alone electrical charging system further comprises a solar panel system or an external power supply for charging the second charging system when the first engine is not running.

13. The combination power plant/fluid compressor as set forth in claim 1 wherein the fluid compressor comprises one or more selected from the group consisting of an air compressor and a hydraulic fluid pump.

14. The combination power plant/fluid compressor as set forth in claim 2 wherein the fluid compressor comprises one or more selected from the group consisting of an air compressor and a hydraulic fluid pump.

15. The combination power plant/fluid compressor as set forth in claim 6 wherein the fluid compressor comprises one or more selected from the group consisting of an air compressor and a hydraulic fluid pump.

16. The combination power plant/fluid compressor as set forth in claim 8 wherein the fluid compressor comprises one or more selected from the group consisting of an air compressor and a hydraulic fluid pump.

17. The combination power plant/fluid compressor as set forth in claim 11 wherein the fluid compressor comprises one or more selected from the group consisting of an air compressor and a hydraulic fluid pump.