Air supply self-providing system of vehicle-mounted compressor and vehicle-mounted compressor

Abstract

The application relates to the field of design and optimization of a vehicle-mounted compressor gas supply system, in particular to a gas source self-provision system of a vehicle-mounted compressor, which comprises a vehicle-mounted compressor unit, the vehicle-mounted compressor unit comprising a compression structure for compressing external natural gas and a process gas distribution unit in communication with a pressurized gas path of the compression structure; a fuel gas delivery unit for providing fuel gas for an engine, the fuel gas delivery unit having a fuel gas inlet end; a starting gas delivery unit for providing starting gas for the engine, the starting gas delivery unit having a starting gas inlet end; the fuel gas inlet end and the starting gas inlet end are both in communication with the process gas distribution unit. The vehicle-mounted compressor can realize power self-provision in a rush repair site, and the independent operation ability and environmental adaptability of the vehicle-mounted compressor in the wild and in a pipe network-free area are expanded. In addition, a vehicle-mounted compressor comprising the above gas source self-provision system is provided.

Description

Technical Field

[0001] This application relates to the design and optimization of on-board compressor air supply systems, and more particularly to an on-board compressor air self-supply system and an on-board compressor. Background Technology

[0002] In emergency repairs of natural gas pipelines, ensuring the operation of vehicle-mounted compressors is crucial. Currently, in field sites with pipeline coverage, the natural gas supply to engines using natural gas faces a fundamental contradiction: while the abundant pipeline natural gas at the repair site could serve as an ideal gas source, the engine fuel or starting gas system of traditional compressors is architecturally isolated and independent from the compressor's natural gas process system. This means that even in environments where gas sources are most readily available, the equipment still needs to rely on external temporary gas sources, resulting in cumbersome operation and insufficient operating range.

[0003] Therefore, how to break down this system isolation and build an integrated system architecture that can convert the natural gas processed by the compressor into its own power and achieve on-site energy self-sufficiency for the vehicle-mounted compressor has become a core technical problem that urgently needs to be solved. Utility Model Content

[0004] The purpose of this application is to provide a gas self-supply system for an on-board compressor and an on-board compressor to solve the problems mentioned in the background art.

[0005] To achieve the above objectives, this application provides the following technical solution:

[0006] Firstly, a gas self-supply system for an on-board compressor includes:

[0007] The vehicle-mounted compressor unit includes a compression unit for compressing external natural gas, and a process gas distribution unit connected to the pressurized gas path of the compression unit.

[0008] A fuel gas delivery unit, the fuel gas delivery unit having a fuel gas inlet end;

[0009] A starter gas delivery unit, wherein the starter gas delivery unit has a starter gas inlet;

[0010] Both the fuel gas inlet and the start-up gas inlet are connected to the process gas distribution unit.

[0011] Furthermore, the process gas distribution unit includes a process gas pipeline, which is provided with a process gas inlet and a process gas outlet.

[0012] A one-way check valve is provided on the process gas pipeline between the process gas inlet and the process gas outlet. The one-way check valve is configured to allow process gas to flow from the process gas inlet to the process gas outlet.

[0013] Both the fuel gas inlet and the starter gas inlet are connected to the pipe section between the one-way check valve and the process gas outlet.

[0014] Furthermore, the output end of the process gas is connected to a downstream pipeline of external natural gas or an upstream pipeline.

[0015] Furthermore, the fuel gas delivery unit includes a fuel gas pipeline with its inlet end connected to the process gas pipeline, and a fuel gas isolation valve, a fuel gas pressure regulating valve, and a fuel gas separator are sequentially arranged along the gas inlet direction of the fuel gas pipeline.

[0016] Furthermore, the fuel gas delivery unit includes a fuel gas control valve assembly, which includes a first fuel gas pressure gauge located before the fuel gas separator, a second fuel gas pressure gauge located after the fuel gas separator, and a fuel gas safety valve located after the fuel pressure regulating valve.

[0017] Furthermore, the fuel gas delivery unit also includes a fuel gas drain valve, which is connected to the drain port of the fuel gas separator.

[0018] Furthermore, the end of the fuel gas delivery unit is connected to the fuel gas inlet of the engine via a flexible connecting pipe.

[0019] Furthermore, the starting gas delivery unit includes a starting gas delivery pipeline and a pressure control valve assembly;

[0020] The start-up gas delivery pipeline includes a main gas line whose inlet end is connected to the process gas pipeline and several branch lines connected to the outlet end of the main gas line.

[0021] The pressure control valve assembly is disposed on the main gas line and located upstream of the several branch lines.

[0022] Furthermore, the starting gas delivery unit includes a starting motor;

[0023] The plurality of branches include a first branch for supplying air to the starter motor, a second branch for supplying air to the engine lubrication system, and a third branch for supplying air to the instrument air system.

[0024] Furthermore, the pressure regulating control valve assembly includes a start-up gas pressure regulating valve, a start-up gas safety valve, a start-up gas isolation valve, and a start-up gas pressure gauge disposed on the main gas line;

[0025] The start-up gas pressure regulating valve, the start-up gas safety valve, the start-up gas isolation valve, and the start-up gas pressure gauge are arranged sequentially along the air intake direction of the main gas path.

[0026] Furthermore, the start-up gas delivery unit includes a venting pipeline assembly, which includes:

[0027] Main venting branch used to discharge gas from the main gas path;

[0028] A bypass branch is used to vent air before system startup, the discharge end of which is connected to the main vent branch.

[0029] Furthermore, the starting air delivery unit includes an engine lubrication system;

[0030] The venting pipeline assembly also includes a lubrication system venting branch for venting the engine lubrication system, the lubrication system venting branch being connected to the main venting branch.

[0031] In addition, an on-board compressor is proposed, including a vehicle body, wherein the vehicle body includes the aforementioned gas self-supply system.

[0032] The technical solutions provided in this application have the following advantages compared with the prior art:

[0033] This application provides a self-sufficient gas supply system for an on-board compressor. By integrating and directly connecting the fuel gas delivery unit and the starter gas delivery unit to the process gas distribution unit of the on-board compressor unit via their respective fuel gas inlets and starter gas inlets, this system breaks down the physical barriers between the two gas circuit systems in traditional designs, constructing an integrated gas supply architecture with the compressor's own process gas circuit as the gas source. Under this architecture, the pressurized process gas processed by the on-board compressor's own compression structure can be simultaneously and stably distributed to both the fuel gas delivery unit and the starter gas delivery unit via the process gas distribution unit. This satisfies the fuel gas supply required for continuous engine operation and the starter gas supply required for initial engine start-up, respectively. This fundamentally achieves self-sufficiency of power for the on-board compressor at the repair site, expanding the independent operation capability and environmental adaptability of the on-board compressor in the field when there is no external gas source. Attached Figure Description

[0034] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application.

[0035] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, for those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0036] One or more embodiments are illustrated by way of example with reference numerals in the accompanying drawings. These illustrations do not constitute a limitation on the embodiments. Elements with the same reference numerals in the drawings are denoted as similar elements. Unless otherwise stated, the figures in the drawings are not to be limited by scale.

[0037] Figure 1 A schematic diagram of the connection of various components of a vehicle-mounted compressor air self-supply system provided in an embodiment of this application;

[0038] Figure 2 This is a schematic diagram showing the connections of the components in the process gas distribution unit.

[0039] Figure 3 This is a schematic diagram showing the connections of the various components in the fuel gas delivery unit.

[0040] Figure 4 This is a schematic diagram showing the connections of the components in the start-up gas delivery unit.

[0041] Explanation of reference numerals in the attached figures:

[0042] 100. Onboard compressor unit; 200. Process gas distribution unit; 300. Fuel gas delivery unit; 400. Start-up gas delivery unit; 500. Downstream pipeline for external natural gas; 600. Flexible connection pipe;

[0043] 201. Process gas inlet; 202. Process gas pipeline; 203. Process gas outlet; 204. One-way check valve;

[0044] 301. Fuel gas inlet; 302. Fuel gas pipeline; 303. Fuel gas shut-off valve; 304. Fuel gas pressure regulating valve; 305. Fuel gas separator; 3051. Drain outlet; 306. Fuel gas control valve.

[0045] Valve assembly;

[0046] 3061. First fuel gas pressure gauge; 3062. Second fuel gas pressure gauge; 3063. Fuel gas safety valve;

[0047] 307. Fuel gas drain valve;

[0048] 401. Starter gas inlet; 4011. Main gas line; 4012. First branch line; 4013. Second branch line.

[0049] Branch road; 4014, Third Branch Road;

[0050] 402. Pressure control valve assembly; 4021. Start-up gas pressure regulating valve; 4022. Start-up gas safety valve;

[0051] 4023. Start the gas shut-off valve; 4024. Start the gas pressure gauge; 4025. Start the gas filter;

[0052] 403. Start the motor;

[0053] 404. Drainage piping assembly; 4041. Main drain branch; 4042. Bypass branch; 4043. Lubrication system drain branch; 4044. First auxiliary drain branch; 4045. Second auxiliary drain.

[0054] Side road;

[0055] 405. Engine lubrication system. Detailed Implementation

[0056] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0057] The following disclosure provides numerous different embodiments or examples for implementing various structures of this application. To simplify the disclosure, specific examples of components and arrangements are described below. These are merely examples and are not intended to limit the scope of this application. Furthermore, reference numerals and / or letters may be repeated in different examples. Such repetition is for simplification and clarity and does not in itself indicate a relationship between the various embodiments and / or arrangements discussed.

[0058] For ease of description, spatial relative terms may be used in the text to describe the relative position or movement of one element or feature relative to another element or feature, as shown in the figure. These relative terms include, for example, "inside," "outside," "middle," "outer," "below," "below," "above," "front," "back," etc. Such spatial relative terms are intended to include different orientations of the device in use or operation, other than those depicted in the figure. For example, if the device in the figure undergoes a positional flip, orientation change, or change of motion, these directional indications will change accordingly. For instance, an element described as "below other elements or features" or "below other elements or features" will subsequently be oriented "above other elements or features" or "above other elements or features." Therefore, the example term "below" can include both upper and lower orientations. The device may be otherwise oriented (rotated 90 degrees or in other directions), and the spatial relative descriptors used in the text will be interpreted accordingly.

[0059] To address the problem in the background art that traditional compressors cannot achieve self-starting and self-operation using pipeline natural gas at the repair site due to the isolation between the engine air supply system and the compressor process system, this application provides a vehicle-mounted compressor air self-supply system and a vehicle-mounted compressor.

[0060] The core of this application lies in the reconstruction of the vehicle-mounted compressor system architecture. For example... Figures 1 to 4 As shown, the gas self-sufficiency system connects the fuel gas delivery unit 300 and the start-up gas delivery unit 400 to the process gas distribution unit 200 of the on-board compressor unit 100, fundamentally breaking the isolation between the two gas circuit systems in the traditional design, and constructing an integrated gas supply architecture with the compressor's own process gas circuit as the hub.

[0061] like Figure 1 As shown, the present technical solution provides a gas self-sufficiency system for a vehicle-mounted compressor (hereinafter referred to as the self-sufficiency system), including: a vehicle-mounted compressor unit 100, which includes a compression unit for compressing external natural gas and a process gas distribution unit 200 connected to the pressurized gas path of the compression unit; a fuel gas delivery unit 300, which has a fuel gas inlet end 301; and a starter gas delivery unit 400, which has a starter gas inlet end 401; both the fuel gas inlet end 301 and the starter gas inlet end 401 are connected to the process gas distribution unit 200.

[0062] The key to this technical solution lies in connecting both the fuel gas inlet 301 and the starter gas inlet 401 to the process gas distribution unit 200, thereby constructing an integrated gas supply architecture with the compressor process gas circuit as its core. This structurally integrates the engine's gas supply system and the compressor's operating system. In this way, both the fuel gas delivery unit 300 and the starter gas delivery unit 400 can use the process gas (pressurized natural gas) produced by the compression structure.

[0063] Furthermore, the process gas distribution unit 200 described above includes a process gas pipeline 202, which has a process gas inlet 201 and a process gas outlet 203. A one-way check valve 204 is installed on the process gas pipeline 202 between the process gas inlet 201 and the process gas outlet 203. The one-way check valve 204 is configured to allow process gas to flow from the process gas inlet 201 to the process gas outlet 203. The fuel gas inlet 301 and the start-up gas inlet 401 are both connected to the pipe section between the one-way check valve 204 and the process gas outlet 203. The process gas outlet is connected to a downstream pipeline 500 or an upstream pipeline of external natural gas.

[0064] Based on the above architecture, the gas supply of this system is achieved in the following way (taking the connection between the output end of the process gas and the downstream pipeline 500 of the external natural gas as an example for explanation):

[0065] During the initial startup phase: After the on-board compressor unit 100 arrives at the repair site and completes its connection with the downstream natural gas pipeline 500, the natural gas accumulated in the downstream pipeline can flow back into the process gas pipeline 202 via the process gas output terminal 203. At this time, due to the blocking effect of the one-way check valve 204, this reverse airflow cannot flow back into the compressor structure, thus effectively protecting the unit. However, the reverse-flowing gas can fill the pipe section between the one-way check valve 204 and the process gas output terminal 203, and supply gas to the fuel gas delivery unit 300 and the starter gas delivery unit 400 respectively via the fuel gas inlet terminal 301 and the starter gas inlet terminal 401 fixedly connected to this pipe section, thereby providing initial startup power for the engine. During this phase, the fuel gas delivery unit 300 simultaneously obtains a gas source, preparing for continuous operation after the engine starts.

[0066] During the self-sustaining operation phase: After the engine starts successfully, the compression structure begins to operate. The compression structure draws natural gas from the site and compresses it to produce high-pressure process gas. This process gas flows forward into the process gas pipeline 202 through the process gas inlet 201, opens the one-way check valve 204 under pressure, and flows to the process gas outlet 203 and downstream pipelines. Simultaneously, this high-pressure process gas also fills the pipeline section downstream of the one-way check valve 204 and continues to be distributed synchronously and continuously to the fuel gas delivery unit 300 and the starter gas delivery unit 400 through the fuel gas inlet 301 and the starter gas inlet 401, providing power for the continuous operation of the engine and thus achieving energy self-sufficiency for the system.

[0067] In summary, this self-sufficient system achieves stable gas supply under two operating conditions by fixing the gas intake points for fuel gas and start-up gas downstream of the one-way check valve 204 in the process gas pipeline 202, and utilizing the one-way conduction characteristic of the one-way check valve 204. During the initial start-up phase, this design allows the use of the pressure stored in the downstream pipeline (or the upstream pipeline under specific operating conditions) as a safe and convenient initial gas source, while preventing gas backflow from impacting the compressor unit. During self-sustaining operation, this design ensures that the self-produced process gas can continuously and reliably supply its own engine while maintaining normal output. Thus, the system constructs a complete closed loop from external gas source start-up to internal gas self-sustaining, fundamentally solving the energy self-sufficiency problem of the on-board compressor at the repair site.

[0068] This design not only ensures the effective delivery of process gas and avoids natural gas leakage and waste, but more importantly, it constructs a safe, continuous and self-sustaining complete gas supply process from external pipeline gas storage to internal self-generated gas maintenance. This structurally integrates the engine's gas supply system and the compressor's operating system, enabling the elimination of dependence on external auxiliary gas sources (such as gas cylinders) at the emergency repair site.

[0069] Furthermore, this addresses the challenge of providing the engine with a stable, clean fuel gas at the appropriate pressure.

[0070] like Figure 3 As shown, the fuel gas delivery unit 300 includes a fuel gas pipeline 302 connected to the process gas pipeline 202 at its inlet end, and a fuel gas isolation valve 303, a fuel gas pressure regulating valve 304 and a fuel gas separator 305 are arranged sequentially along the gas inlet direction of the fuel gas pipeline 302.

[0071] By incorporating clearly defined components on the fuel gas pipeline 302, the gas drawn from the process gas distribution unit 200 is processed and controlled in stages. The fuel gas isolation valve 303 serves as the main switch, used to cut off the gas supply during maintenance or emergencies to ensure safety. The fuel gas pressure regulating valve 304 precisely adjusts the potentially fluctuating high-pressure gas upstream to the stable low pressure required by the engine, ensuring stable combustion conditions. The fuel gas separator 305 removes any liquid oil, water, or solid particulate impurities that may be present in the gas, preventing them from entering the engine and causing wear, corrosion, or poor combustion. These components work together to form a complete fuel gas pretreatment process. This design ensures the quality and reliability of the engine's fuel supply, extends engine life, and improves the operational stability and safety of the entire system.

[0072] Furthermore, the fuel gas delivery unit 300 also includes a fuel gas control valve assembly 306, which includes a first fuel gas pressure gauge 3061 disposed before the fuel gas separator 305, a second fuel gas pressure gauge 3062 disposed after the fuel gas separator 305, and a fuel gas safety valve 3063 disposed after the fuel pressure regulating valve.

[0073] During use, by comparing the readings of the first and second pressure gauges, the operating status of the fuel gas pressure regulating valve 304 and the resistance changes of the fuel gas separator 305 can be monitored in real time (a significant increase in pressure difference indicates possible blockage of the separator), allowing for timely maintenance or replacement. The fuel gas safety valve 3063 is located before the fuel gas separator 305 (or after the pressure regulating valve) and is used to release pressure in case the fuel gas pressure regulating valve 304 fails or the pressure downstream of the fuel gas pressure regulating valve 304 abnormally increases, thereby protecting the safety of subsequent pipelines and the engine fuel system.

[0074] This setup solves the problem of monitoring the pressure at critical points in the fuel gas processing flow to determine system status, diagnose faults, and provide early warnings. It enables monitoring and preventative maintenance of the fuel gas supply status, avoiding insufficient gas supply or pipeline damage caused by undetected filter blockage, and improving the maintainability and operational reliability of the self-sufficient system.

[0075] Furthermore, the fuel gas delivery unit 300 also includes a fuel gas drain valve 307, which is connected to the drain port 3051 of the fuel gas separator 305.

[0076] During use, impurities accumulate at the bottom of the fuel gas separator 305. If these impurities are not cleaned in time, they will affect the separation function of the fuel gas separator 305. Therefore, a controlled discharge channel is established by equipping the separator with a dedicated drain valve. When the impurities inside the separator accumulate to a certain level, the operator can manually or automatically open the drain valve periodically to discharge the liquid and solid impurities collected at the bottom of the separator into the fuel gas delivery unit 300 under gravity, thus ensuring the normal operation of the fuel gas separator 305.

[0077] Furthermore, the end of the fuel gas delivery unit 300 (i.e., the output end of the fuel gas delivery unit 300) is connected to the fuel gas inlet of the engine to supply fuel gas to the engine. However, the engine will vibrate during operation, and excessive amplitude will cause excessive stress on this connection pipeline, leakage or damage to the interface.

[0078] To address this, the end of the fuel gas delivery unit 300 is connected to the engine's fuel gas inlet via a flexible connecting pipe 600. In a preferred embodiment, the flexible connecting pipe 600 is a metal braided hose. The flexible connecting pipe 600 can absorb and compensate for vibrations generated by engine operation, swaying caused by vehicle movement, and dimensional changes caused by temperature variations, thus avoiding fatigue fracture or sealing failure that is prone to occur with rigid connections.

[0079] It should be noted that in some other embodiments, materials with the same properties as metal braided hoses may also be selected, and this is not limited here.

[0080] In summary, the fuel gas delivery unit 300 is responsible for providing stable and clean fuel gas for the continuous operation of the engine, thereby ensuring the long-term power output of the on-board compressor.

[0081] However, the function of the fuel gas delivery unit 300 depends on the engine being running. During the initial system startup phase, the starting gas delivery unit 400 must first provide a high-pressure gas source to drive the starter motor 403 and other devices to ignite or rotate the engine. Only after the engine has successfully started and entered operating condition does the fuel gas delivery unit 300 begin to continuously supply gas to maintain the self-sustaining operation of the engine and the entire compressor system. Therefore, the starting gas delivery unit 400 solves the "first-time startup" problem of the system from standstill to operation, while the fuel gas delivery unit 300 ensures the continuous and stable operation of the system after startup.

[0082] In order to better provide starting air to the engine, such as Figure 4 As shown, the start-up gas delivery unit 400 includes a start-up gas delivery pipeline and a pressure control valve assembly 402; the start-up gas delivery pipeline includes a main gas line 4011 with its inlet end connected to the process gas line 202 and several branch lines connected to the main gas line 4011; the pressure control valve assembly 402 is disposed on the main gas line 4011 and is located upstream of the several branch lines.

[0083] Process gas from process gas distribution unit 200 enters main gas line 4011. Main gas line 4011 serves as a common gas source channel, introducing pressurized natural gas from process gas distribution unit 200. After entering main gas line 4011, pressurized natural gas is processed into start-up gas.

[0084] In detail, the pressure regulating control valve assembly includes a start-up air pressure regulating valve 4021, a start-up air safety valve 4022, a start-up air isolation valve 4023, and a start-up air pressure gauge 4024, all installed on the main air passage 4011. The start-up air pressure regulating valve 4021, the start-up air safety valve 4022, the start-up air isolation valve 4023, and the start-up air pressure gauge 4024 are arranged sequentially along the air intake direction of the main air passage 4011.

[0085] When process gas flows in from the inlet of the main gas path 4011, the start-up gas isolation valve 4023 is initially open, keeping the main gas path 4011 connected to each branch. At this time, the process gas from the process gas distribution unit 200, when flowing through the start-up gas pressure regulating valve 4021, is regulated to the pressure required by each component of the start-up gas delivery unit 400. The start-up gas safety valve 4022 provides overpressure protection in case of pressure regulating valve failure. The start-up gas isolation valve 4023 is used to manually cut off the gas supply for maintenance. The start-up gas pressure gauge 4024 displays the gas pressure after regulation in real time. All pressure regulation, safety protection, and monitoring functions are centrally completed upstream of the main gas path 4011, ensuring stable and safe gas source pressure distributed to each branch.

[0086] Furthermore, a starting air filter 4025 is provided between the starting air isolation valve 4023 and the starting air pressure gauge 4024. Its core function is to filter out oil, impurities and other contaminants in the starting air, ensuring that the starting air entering each branch is pure and free of contaminants. If the starting air contains too many impurities, it can easily lead to wear and jamming of various components in the branch (such as pressure regulating valves and starters), affecting normal operation.

[0087] Meanwhile, the starter air filter and the starter air pressure gauge 4024 can also form a linkage feedback: when the starter air pressure gauge 4024 detects an abnormal pressure value (such as low pressure), it can indirectly reflect that there are too many impurities inside the starter air filter and the filter element is blocked, prompting that the filter needs to be cleaned or replaced in time to ensure that the air path is unobstructed and the pressure is stable.

[0088] The pressure control valve assembly 402 is located upstream of the main gas line 4011. It is responsible for regulating, stabilizing, and ensuring the safety of the process gas entering from the main gas line 4011, ensuring that the gas supply pressure to all branches is within a safe and suitable reference range to meet the starting gas requirements of various components in the starting gas delivery unit 400. The gas supply is then distributed to different equipment through several branches. This centralized upstream pressure regulation avoids the complexity of setting up separate pressure regulating devices for each branch, making the system more compact, lower in cost, and easier to maintain and monitor pressure.

[0089] Furthermore, the starter air delivery unit 400 includes a starter motor 403; and several branches include a first branch 4012 for supplying air to the starter motor 403, a second branch 4013 for supplying air to the engine lubrication system 405, and a third branch 4014 for supplying air to the instrument air system.

[0090] In detail, the starting air, after passing the test by the starting air pressure gauge 4024, enters the first branch 4012, the second branch 4013, and the third branch 4014 respectively. The first branch 4012 supplies air to the starter motor 403, providing the direct mechanical power required for starting the compressor or engine. The second branch 4013 supplies air to the engine lubrication system 405 (such as a pre-supply oil pump), ensuring that the lubricating oil can establish circulation and form an oil film in advance at the moment of engine start-up, avoiding dry friction, which is crucial for engine life. The third branch 4014 supplies air to the instrument air system, providing power to pneumatic control valves or other pneumatic instruments, ensuring that the control system can operate normally during the start-up phase. This solution simultaneously solves the start-up needs of the power, lubrication, and control systems by utilizing a single air source, achieving a fast, coordinated, and reliable start-up delivery unit, and ensuring the safety and normal operation of the core equipment (engine) during the start-up process.

[0091] In addition, depending on actual needs, in one embodiment, the starter motor 403 may include one or two. For example, when there are two starter motors 403, the two starter motors 403 are connected in parallel on the first branch 4012.

[0092] This design aims to avoid insufficient torque or starting difficulties caused by a single starter motor 403, and to improve the redundancy and reliability of the starting system. Therefore, a configuration of two starter motors 403 connected in parallel is adopted. Both motors obtain power from the same air source through the first branch 4012, and simultaneously output torque. Their total output torque is the sum of the torques of each motor, thus overcoming greater starting resistance. In practical applications, they can work simultaneously or be started in batches as needed. This configuration improves starting capability and reliability, while also constituting a redundancy design. Even if one motor fails, the remaining motors can still complete the starting task, reducing the risk of the entire system failing to start due to the failure of a single starter motor 403.

[0093] Furthermore, the start-up gas delivery unit 400 includes a venting pipeline assembly 404, which includes: a main venting branch 4041 for venting gas from the main gas line 4011; and a bypass branch 4042 for venting air before system startup, with the outlet end of the bypass branch 4042 connected to the main venting branch 4041.

[0094] The venting pipeline assembly 404 is designed to address the issues of safely venting residual gas from the start-up gas pipeline after a self-contained system shutdown or maintenance, and how to remove any air that may have entered the pipeline before the first start-up after a long shutdown, preventing "airlock" or air from affecting the performance of starting equipment (such as the starter motor 403). Specifically, the main venting branch 4041 provides the main venting channel. The bypass branch 4042 is specifically used for "purging" before startup. By temporarily connecting to the gas source, it uses gas to "purge" air from the lower points of the pipeline, which then flows into the main venting branch 4041 for unified discharge. This configuration combines safe venting with startup preparation. The main venting branch 4041 ensures operational safety during operation, while the bypass branch 4042 is specifically optimized for reliability before startup, ensuring that the starting equipment receives pure, air-free compressed gas each time it starts, improving startup success rate and equipment efficiency.

[0095] Furthermore, in order to make full use of the starting air, the starting air can also provide pre-lubrication for the engine's lubrication system, so as to avoid dry friction of various parts in the engine, which could lead to damage.

[0096] In detail, the starting air delivery unit 400 includes an engine lubrication system 405; the venting pipeline assembly 404 also includes a lubrication system venting branch 4043 for venting the engine lubrication system 405, the lubrication system venting branch 4043 being connected to the main venting branch 4041.

[0097] Because the engine requires lubrication before and after starting, but is internally self-lubricating during operation, it does not require starting air. After lubrication, to prevent the starting air remaining in the engine lubrication system 405 from affecting operation, it needs to be discharged. For this purpose, a dedicated lubrication system vent branch 4043 is provided to remove the starting air from the lubrication system. This branch is connected to the main vent branch 4041, allowing this portion of process air to be guided to the main vent branch 4041 and ultimately discharged smoothly from the self-contained system.

[0098] In addition, the venting pipeline assembly also includes a first auxiliary venting branch 4044 for venting the starter motor 403, and a second auxiliary venting branch 4045 for pre-lubrication of the engine's lubrication system. Through the cooperation of multiple venting branches, dry burning of various components in the starter air delivery unit is effectively prevented.

[0099] Furthermore, this application also proposes a vehicle-mounted compressor, including a vehicle body, within which is incorporated the aforementioned gas self-supply system. This vehicle-mounted compressor integrates a highly integrated, self-starting gas self-supply system as a core subsystem within its mobile vehicle body. This makes the entire compressor unit an independent, self-sufficient power unit. It solves the problems of traditional vehicle-mounted compressors relying on external starting gas sources, limited mobile deployment flexibility, and difficulty starting in areas without external gas sources. This design expands the application scenarios of vehicle-mounted compressors and improves emergency response and field operation capabilities.

[0100] In the above embodiments, the descriptions of each embodiment have different focuses. For parts that are not described in detail in a certain embodiment, please refer to the relevant descriptions in other embodiments.

[0101] In the description of this application, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this application.

[0102] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this application, "multiple" means two or more, unless otherwise explicitly specified.

[0103] In this application, unless otherwise expressly specified and limited, the terms "installation," "connection," "joining," and "fixing," etc., should be interpreted broadly. For example, they can refer to a connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this application according to the specific circumstances.

[0104] In this application, unless otherwise expressly specified and limited, "above" or "below" the second feature can include direct contact between the first and second features, or contact between the first and second features through another feature between them. Furthermore, "above," "over," and "on top" of the second feature includes the first feature being directly above or diagonally above the second feature, or simply indicates that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature includes the first feature being directly below or diagonally below the second feature, or simply indicates that the first feature is at a lower horizontal level than the second feature.

[0105] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of this application. The illustrative expressions of the above terms in this specification should not be construed as necessarily referring to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. In addition, those skilled in the art can combine and integrate the different embodiments or examples described in this specification.

[0106] Obviously, those skilled in the art can make various modifications and variations to this application without departing from the spirit and scope of this application. Since these modifications and variations fall within the scope of the claims and their equivalents, this application also intends to include these modifications and variations.

[0107] The above description describes specific embodiments of this application, but the scope of protection of this application is not limited thereto. Any person skilled in the art can easily conceive of various equivalent modifications or substitutions within the technical scope disclosed in this application, and these modifications or substitutions should all be covered within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A gas self-supply system for an on-board compressor, characterized in that, include: The vehicle-mounted compressor unit includes a compression unit for compressing external natural gas, and a process gas distribution unit connected to the pressurized gas path of the compression unit. A fuel gas delivery unit, the fuel gas delivery unit having a fuel gas inlet end; A starter gas delivery unit, wherein the starter gas delivery unit has a starter gas inlet; Both the fuel gas inlet and the start-up gas inlet are connected to the process gas distribution unit.

2. The air self-supply system for a vehicle-mounted compressor according to claim 1, characterized in that: The process gas distribution unit includes a process gas pipeline, which is provided with a process gas inlet and a process gas outlet. A one-way check valve is provided on the process gas pipeline between the process gas inlet and the process gas outlet. The one-way check valve is configured to allow process gas to flow from the process gas inlet to the process gas outlet. Both the fuel gas inlet and the starter gas inlet are connected to the pipe section between the one-way check valve and the process gas outlet.

3. The air self-supply system for a vehicle-mounted compressor according to claim 2, characterized in that: The process gas output is connected to either a downstream pipeline or an upstream pipeline of external natural gas.

4. The air self-sufficiency system for a vehicle-mounted compressor according to claim 2, characterized in that: The fuel gas delivery unit includes a fuel gas pipeline whose inlet end is connected to the process gas pipeline, and a fuel gas isolation valve, a fuel gas pressure regulating valve and a fuel gas separator are sequentially arranged along the gas inlet direction of the fuel gas pipeline.

5. The air self-supply system for a vehicle-mounted compressor according to claim 4, characterized in that: The fuel gas delivery unit includes a fuel gas control valve assembly, which includes a first fuel gas pressure gauge located before the fuel gas separator and a second fuel gas pressure gauge located after the fuel gas separator. And a fuel gas safety valve located after the fuel pressure regulating valve.

6. A gas self-supply system for an on-board compressor according to claim 4 or 5, characterized in that: The fuel gas delivery unit also includes a fuel gas drain valve, which is connected to the drain port of the fuel gas separator.

7. A gas self-supply system for an on-board compressor according to claim 4 or 5, characterized in that: The end of the fuel gas delivery unit is connected to the fuel gas inlet of the engine via a flexible connecting pipe.

8. The air self-supply system for a vehicle-mounted compressor according to claim 2, characterized in that: The starter gas delivery unit includes a starter gas delivery pipeline and a pressure control valve assembly; The start-up gas delivery pipeline includes a main gas line whose inlet end is connected to the process gas pipeline and several branch lines connected to the outlet end of the main gas line. The pressure control valve assembly is disposed on the main gas line and located upstream of the several branch lines.

9. The air self-supply system for a vehicle-mounted compressor according to claim 8, characterized in that: The starting gas delivery unit includes a starting motor; The plurality of branches include a first branch for supplying air to the starter motor, a second branch for supplying air to the engine lubrication system, and a third branch for supplying air to the instrument air system.

10. The air self-supply system for a vehicle-mounted compressor according to claim 9, characterized in that: The pressure regulating and control valve assembly includes a start-up gas pressure regulating valve, a start-up gas safety valve, a start-up gas isolation valve, and a start-up gas pressure gauge, which are installed on the main gas line. The start-up gas pressure regulating valve, the start-up gas safety valve, the start-up gas isolation valve, and the start-up gas pressure gauge are arranged sequentially along the air intake direction of the main gas path.

11. The air self-supply system for a vehicle-mounted compressor according to claim 9, characterized in that: The start-up gas delivery unit includes a venting pipeline assembly, which includes: Main venting branch used to discharge gas from the main gas path; A bypass branch is used to vent air before system startup, the discharge end of which is connected to the main vent branch.

12. The air self-supply system for a vehicle-mounted compressor according to claim 11, characterized in that: The starting air delivery unit includes an engine lubrication system; The venting pipeline assembly also includes a lubrication system venting branch for venting the engine lubrication system, the lubrication system venting branch being connected to the main venting branch.

13. A vehicle-mounted compressor, characterized in that: The vehicle includes a vehicle body, wherein the vehicle body includes a gas source self-supply system according to any one of claims 1-12.

Images