WO2018188768A1

WO2018188768A1 - Compressor system with temperature monitoring device controllable in closed-loop and/or open-loop fashion

Info

Publication number: WO2018188768A1
Application number: PCT/EP2017/073590
Authority: WO
Inventors: Gilles Hebrard; Jean-Baptiste Marescot; Jörg MELLAR; Thomas Weinhold
Original assignee: Knorr-Bremse Systeme für Nutzfahrzeuge GmbH
Priority date: 2017-04-12
Filing date: 2017-09-19
Publication date: 2018-10-18
Also published as: CN110678654A; BR112019020975A2; KR20190138849A; EP3596340A1; DE102017107933A1; JP2020516812A; EP3596340B1

Abstract

The present invention relates to a compressor system (100, 200; 100', 200') of a vehicle, in particular of a utility vehicle, having at least one compressor (10, 10') which has at least one oil sump (22a, 22a') and at least one temperature monitoring device (66, 166, 266; 66a, 166b, 266c, 266d), and having at least one heat exchanger (74, 74'), wherein the compressor (10, 10'), the oil sump (22a, 22a'), the heat exchanger (74, 74') and the temperature monitoring device (66, 166, 266; 66a, 166b, 266c, 266d) are operatively connected, wherein furthermore, the temperature monitoring device (66, 166, 266; 66a, 166b, 266c, 266d) has at least one compressor start-up switching state and at least one compressor low-temperature switching state, wherein the compressor start-up switching state is assigned to at least one first temperature range of the oil (22, 22') and the compressor low-temperature switching state is assigned to at least one second temperature range of the oil (22, 22'), wherein, in the compressor start-up switching state, the oil (22, 22') flowing out of the compressor (10, 10') can be recirculated to said compressor at least via the heat exchanger (74, 74') for the purposes of warming the oil (22, 22'), and in the compressor low-temperature switching state, the oil (22, 22') flowing out of the compressor (10, 10') can be recirculated to said compressor not via the heat exchanger (74, 74').

Description

DESCRIPTION

Compressor system with adjustable and / or controllable temperature monitoring device

The present invention relates to a compressor system of a vehicle, in particular of a commercial vehicle, with at least one compressor having at least one oil sump and at least one temperature monitoring device.

Such oil-lubricated compressors with devices for monitoring the oil temperature are already known from the prior art.

Thus, DE 34 22 398 A1 shows a method and an apparatus for operating a screw compressor plant. An additional safety device is effective as a function of the temperature of the oil separated from the compressed air and prevents the transition from idling operation of the screw compressor to standstill below a presettable oil temperature.

In addition, DE 10 2004 060 417 A1 discloses a compact screw compressor for mobile use in a vehicle. According to a measure improving the invention, an oil circuit, which is required for cooling the screw compressor unit, can be coupled via a heat exchanger to a thermostatically controlled cooling circuit of the vehicle.

Moreover, DE 10 2010 015 150 A1 discloses a device for monitoring and / or displaying an oil level fluctuating in different operating states of a screw compressor in an oil sump of the screw compressor.

From DE 10 2010 035 559 A1 a method is also shown for a defined secondary consumer drive system with a synchronous switching device used in a hybrid vehicle.

In addition, EP 1 156 213 A1 discloses a method for regulating a fan in a compressor unit, wherein the compressor unit comprises at least one compressor element, a motor and a cooling device. In addition, DE 603 04 555 T2 shows a method for controlling the oil recirculation in an oil-sprayed shear dryer.

The oil-lubricated compressor systems known from the prior art, which are used, for example, in hybrid vehicles, usually have a water-cooled heat exchanger for cooling the oil located inside the compressor system.

The cooling of the oil is usually controlled by a wax thermostat, which supplies the oil from a certain temperature threshold for cooling the heat exchanger. In the case of low ambient temperature, the so-called switching point of the wax thermostat can not be achieved because the compressor is usually not operated continuously, but operates in a part-load cycle. As a result, the oil temperature and the component temperatures of the compressor usually remain comparatively low at low ambient temperatures. In this context, it becomes difficult to reach the usual operating temperature, which is in the range of about 90 ° C. This can also lead to unwanted water condensation or moisture condensation in the housing and valves of the compressor.

It is therefore the object of the present invention, a compressor system of a vehicle, in particular a commercial vehicle, of the type mentioned in an advantageous manner further, in particular to the effect that the compressor can be improved in terms of its temperature management, it is facilitated, the usual Operating temperature to be able to operate the compressor more efficiently overall and to prevent any condensation.

This object is achieved by a compressor system with the features of claim 1. Thereafter, it is provided that a compressor system of a vehicle, in particular a commercial vehicle, at least one compressor having at least one oil sump and at least one temperature monitoring device, and at least one heat exchanger wherein the compressor, the oil sump, the heat exchanger and the temperature monitoring device are operatively connected, wherein the temperature monitoring device at least one Kompressoranlaufschaltzustand and at least one Kompressomiedertemperaturschaltzustand, the Kompressoranlaufschalt- state at least a first temperature range of the oil and the Kompressenniedertemper- raturschaltzustand at least a second Associated with the temperature range of the oil, wherein in the compressor start-up switching state, the effluent from the compressor oil this little at least over the heat exchanger for heating the oil is traceable and in the compressor low temperature switching state, the effluent from the compressor oil this is not traceable via the heat exchanger.

The invention is based on the idea that the oil of the compressor at low temperatures of the components of the compressor, for example due to low outside temperatures and / or during the startup process when needed, e.g. after a long standstill, to warm. The heating of the oil via a heat exchanger of the compressor system, which is connected to a heat source of the utility vehicle. To control the heating of the oil, the compressor system additionally has a temperature monitoring device which can be regulated as a function of the respective operating temperature of the compressor. For example, if the temperature of the compressor and its oil is in a first, low temperature range (e.g., below 0 ° C) during start-up, the temperature monitor is configured to additionally heat the oil of the compressor via the heat exchanger. The temperature monitor is in a compressor startup state at this first low temperature range. As the oil continues to warm due to compressor operation as well as the supply of preheated oil, the temperature monitor, after transitioning from the first low to a second temperature range, switches to a compressor low temperature condition in which the oil exiting the compressor does not More is returned via the heat exchanger and heated there.

Incidentally, it can be provided that the compressor further comprises an oil filter, so that in the compressor low temperature switching state of the temperature monitoring device, the effluent from the compressor oil this is at least traceable via the oil filter. The provision of an oil filter is beneficial for minimizing wear of the compressor since the oil filter filters operational and wear-promoting particles from the oil and thus cleanses it. In addition, it is particularly advantageous, during the compressor low temperature switching state of the temperature monitoring device, to recirculate the oil flowing out of the compressor via the oil filter since the oil has already reached approximately the average temperature of the heat exchanger and can continue to be heated via the compressor operation and furthermore, not additionally load the heat exchanger.

It is further conceivable that the temperature monitoring device has at least one compressor normal temperature switching state, wherein in the compressor normal temperature switching state, the oil flowing out of the compressor is at least supplied to the latter via the heat exchanger. exchanger for cooling the oil is traceable. In the normal operating state of the compressor, the oil, if it continues to be recirculated only via the oil filter, would heat up to such an extent after a certain period of operation that, as a result, the legally permissible maximum temperature would be exceeded or temperature-induced damage to the compressor would occur. Consequently, at an oil temperature exceeding the second temperature range (eg, about 80 ° C to about 90 ° C), the temperature monitor changes to a compressor normal temperature switching state, so that the oil is returned to the compressor via the heat exchanger again, however in this case for its cooling.

In addition, it is conceivable that the temperature monitoring device has at least one temperature-dependent operable control and / or regulating valve. The provision of a control and / or regulating valve allows a very precise, reliable and loss-free allocation of the oil flow to the oil filter or the heat exchanger within the various switching states of the temperature monitoring device.

In addition, it can be provided that the temperature-dependent operable control and / or regulating valve, a 4/2-way control and / or regulating valve, in particular a 4/2-way solenoid control and / or regulating valve is. The design as a 4/2 -way magnetic control and / or regulating valve is particularly advantageous because it can be controlled or regulated in response to electrical control signals, for example, an electronic control or regulating device very quickly and with a large functional variability. In addition, the 4/2-way control and / or regulating valve can also be designed as a pneumatically or electro-pneumatically actuated 4/2-way control and / or regulating valve.

Incidentally, it is possible that the temperature-dependent actuated control and / or regulating valve is in the compressor start switching state, if the oil temperature is less than or equal to a temperature of a further medium that is in the heat exchanger. This is a very simple and efficient way to control or regulate the control and / or regulating valve by means of a control or regulating device, since essentially the oil temperature is to be compared with the temperature of the further medium , This can be done, for example, such that a control or regulation device of an air treatment device of the commercial vehicle initially receives and compares the temperature signals of the oil temperature and the temperature of the further medium via a CAN bus. Depending on this, the control and / or regulating valve can then be controlled or regulated by means of a correspondingly output signal. In the case of a pneumatically or electro-pneumatically actuated 4/2-way control and / or control valve, it is conceivable that to compare corresponding signals of the oil temperature and the temperature of the other medium in the heat exchanger as already described above by means of the electronic control or regulating device and to generate depending on a pneumatic switching signal.

Furthermore, it is conceivable that at an oil temperature of less than about 50 ° C, in particular less than about 40 ° C, the temperature-dependent operable control and / or control valve is in the compressor startup switching state. Especially in a temperature range of less than about 50 ° C, the heating of the oil through the heat exchanger is particularly efficient, since the heat exchanger usually operated in a mean nominal temperature range of about 40 ° C to about 50 ° C. becomes.

It is also conceivable that at an oil temperature of greater than about 50 ° C., in particular greater than about 40 ° C., and at an oil temperature of less than about 90 ° C., in particular less than about 80 ° C., the temperature-dependent operable control and / or regulating valve is in the compressor compressor temperature switching state. In a temperature range above approx. 40 ° C, the compressor is already sufficiently preheated so that, as a result of its further operation, it can now independently guarantee the further heating of the oil without additional support from the heat exchanger.

In addition, it can be provided that, at an oil temperature of greater than approximately 90 ° C., in particular greater than approximately 80 ° C., the temperature-dependent actuatable control and / or regulating valve is in the compressor normal temperature switch state exceed a temperature range of about 80 ° C to about 90 ° C, which in the interest of operational safety, a renewed cooling of the oil is necessary and therefore the control and / or control valve changes in the compressor normal temperature switched state.

In addition, it is conceivable that the temperature monitoring device has at least one first wax thermostatic valve and at least one second wax thermostatic valve. Since wax thermostatic valves are relatively inexpensive, well-tested and reliable temperature-dependent switching valves, their use within the temperature monitoring device is particularly advantageous.

In this regard, it can be provided that at an oil temperature of greater than about -50 ° C, in particular greater than about -40 ° C, and at an oil temperature of less than about 50 ° C, in particular Especially smaller than about 40 ° C, the first wax thermostatic valve in a first switching state and the second wax thermostatic valve is in a first switching state, so that the effluent from the compressor oil this at least over the heat exchanger for heating the oil traceable is. Especially in a temperature range of be- tween about -50 ° C and 50 ° C, the heating of the oil through the heat exchanger is loading Sonder efficient because the heat exchanger usually at a temperature range of about 40 ^C C to about 50 ° C is operated. The end of approx. 40 ^C C to approx. 50 ° C of this temperature range is due to the opening and closing characteristics of the first wax thermostatic valve.

It is also conceivable that at an oil temperature of greater than about 50 ° C, especially greater than about 40 ° C, and at an oil temperature of less than about 90 ° C, especially less than about 80 ° C, the first wax thermostatic valve in a second switching state and the second wax thermostatic valve is in a first switching state, so that the effluent from the compressor oil at least this is traceable via the oil filter. At a temperature range above approx. 40 ° C, the oil of the compressor is already sufficiently preheated and, as a result of its operation, it can now independently guarantee further heating of the oil. The end of about 80 ° C to about 90 ^e C this temperature range is due to the opening and closing characteristics of the second wax thermostatic valve.

Moreover, it is conceivable that at an oil temperature of greater than about 90 ° C., in particular greater than about 80 ^e C, and at an oil temperature of less than about 120 ° C., in particular less than about 110 ° C., the first wax thermostatic valve is in a second switching state and the second wax thermostatic valve is in a second switching state, so that the effluent from the compressor oil this is at least traceable via the heat exchanger for cooling the oil. Depending on the load condition of the compressor, its oil temperature can exceed a temperature range of approx. 80 ° C to approx. 90 ° C. In the interest of operational safety, cooling of the oil is again necessary, resulting in the respective second switching state of the first and second wax thermostatic valve, so that the oil flowing out of the compressor is returned to it via the heat exchanger.

Furthermore, it is conceivable that the operation of the compressor at an oil temperature of greater than about 120 ° C, in particular greater than about 110 ° C, can be switched off. For reasons of operational safety, it is important to switch off the operation of the compressor from an oil temperature of greater than approx. 120 ° C, so that, firstly, the heat exchanger is not overloaded or at elevated temperatures. temperatures must be designed and therefore more expensive and, secondly, the compressor can cool down as a result of the standstill.

Furthermore, it can be provided that the vehicle, in particular the commercial vehicle, has a hybrid drive, in particular a hybrid main drive, or an electric drive, in particular an electric main drive. In particular, in connection with a hybrid main drive or a main electric drive of the vehicle, the possibility of advantageously using the waste heat of the electrical components (for example electric motors or power electronics) as heat source for heating the oil of the compressor.

In addition, it can be provided that the heat exchanger is a liquid-liquid heat exchanger. Liquid-liquid heat exchangers are distinguished by very high thermal efficiencies due to the usable fluids, whereby the heating or cooling of the oil can be carried out even more efficiently and advantageously.

In addition, it is conceivable that the heat exchanger is fluid-connected at least to an electrical component of the vehicle to be cooled, in particular of the commercial vehicle. In particular, the power electronics or the electric motor of a hybrid or electric main drive of the commercial vehicle require an additional cooling circuit, which can be used to heat the oil of the compressor via the heat exchanger mentioned. Due to the relatively rapid heating of these electrical components in particular the heating of the oil of the compressor can be done even faster and thereby more efficient.

In addition, it can be provided that the compressor is a displacement compressor, in particular a screw compressor and / or a vane compressor. Positive displacement compressors have a very good efficiency at low to medium mass or volumetric flows and can be constructed relatively simply and thus with optimized weight. Other concepts of positive displacement compressors such as reciprocating compressors, scroll compressors, liquid ring compressors, free piston compressors, or rotary compressors may also be used. It is also conceivable that the compressor is a turbocompressor.

Further details and advantages of the present invention will now be explained in more detail with reference to two embodiments illustrated in the figures.

Show it: 1 shows a partially schematic sectional view of a first or second embodiment of a compressor system according to the invention with a compressor in the form of a screw compressor;

FIG. 2 shows a first schematic illustration of a first exemplary embodiment of a temperature monitoring device according to the invention of the first exemplary embodiment of the compressor system according to FIG. 1; FIG.

FIG. 3 shows a second schematic illustration of the first exemplary embodiment of the temperature monitoring device according to FIG. 2; FIG.

4 shows a first schematic illustration of a second exemplary embodiment of a temperature monitoring device according to the invention of the second exemplary embodiment of the compressor system according to FIG. 1;

5 is a second schematic representation of the second embodiment of the temperature monitoring device according to FIG. 4;

6 is a third schematic representation of the second embodiment of the temperature monitoring device according to FIG. 4;

7 is a schematic sectional view of a compressor in the form of a vane cell compressor 10 'of a third or fourth embodiment of a compressor system according to the invention;

8 is a schematic perspective illustration of the third or fourth embodiment of the compressor system according to FIG. 7;

9 shows a first schematic representation of a third exemplary embodiment of a temperature monitoring device according to the invention of the third exemplary embodiment of the compressor system according to FIG. 8;

10 is a second schematic representation of the third embodiment of the temperature monitoring device according to FIG. 9;

1 is a first schematic representation of a fourth exemplary embodiment of a temperature monitoring device according to the invention of the fourth exemplary embodiment of the compressor system according to FIG. 8;

FIG. 12 shows a second schematic illustration of the fourth exemplary embodiment of the temperature monitoring device according to FIG. 11; FIG.

13 shows a third schematic illustration of the fourth exemplary embodiment of the temperature monitoring device according to FIG. 11; 14 shows a temperature-time diagram of a heating of the oil of a compressor and of a cooling circuit of a vehicle according to a conventional compressor system;

FIG. 15 shows a temperature-time diagram of a heating of the oil of a compressor and of a cooling circuit of a vehicle according to a compressor system according to the invention according to FIGS. 1 to 13; FIG. and

FIG. 16 shows a comparison of the diagrams according to FIG. 14 and FIG.

1 shows a schematic sectional view of a compressor 10 of a compressor system 100, 200 in the sense of a first or second exemplary embodiment of the present invention.

The compressor 10 according to FIG. 1 is a screw compressor 10.

The screw compressor 10 has a mounting flange 12 for the mechanical fastening of the screw compressor 10 to a drive in the form of an electric motor (not shown here).

Shown, however, is the input shaft 14, via which the torque from the electric motor to one of the two screws 16 and 18, namely the screw 16 is transmitted.

The screw 18 meshes with the screw 16 and is driven by this.

The screw compressor 10 has a housing 20 in which the essential components of the screw compressor 10 are housed.

The housing 20 is filled with oil 22.

The oil 22 forms in the assembled and operational state of the screw compressor 10 in the lower housing portion of an oil sump 22a.

Air inlet side, an inlet port 24 is provided on the housing 20 of the screw compressor 10. The inlet nozzle 24 is designed such that an air filter 26 is arranged on it. In addition, an air inlet 28 is provided radially on the air inlet pipe 24. In the area between inlet port 24 and the point at which the inlet port 24 attaches to the housing 20, a spring-loaded valve insert 30 is provided, designed here as an axial seal.

This valve insert 30 serves as a check valve.

Downstream of the valve core 30, an air supply channel 32 is provided, which supplies the air to the two screws 16, 18.

On the output side of the two screws 16, 18, an air outlet pipe 34 is provided with a riser 36.

In the region of the end of the riser 36, a temperature sensor 38 is provided, by means of which the oil temperature can be monitored.

Furthermore, a holder 40 for an air de-oiling element 42 is provided in the air outlet area.

The holder 40 for the air de-oiling element has in the assembled state in the area facing the bottom (as also shown in FIG. 1) the air de-oiling element 42.

Further provided in the interior of the Luftentölelements 42 is a corresponding filter screen or known filter and Ölabscheidevorrichtungen 44, which are not specified in detail.

In the central upper area, relative to the assembled and ready-to-use state (ie as shown in FIG. 1), the holder for the air de-oiling element 40 has an air outlet opening 46 which leads to a check valve 48 and a minimum pressure valve 50. The check valve 48 and the minimum pressure valve 50 may also be formed in a common, combined valve.

Following the check valve 48, the air outlet 51 is provided.

The air outlet 51 is usually connected to known compressed air consumers. In order to return the oil 22 located and separated in the air de-oiling element 42 back into the housing 20, a riser 52 is provided, which has the outlet of the holder 40 for the air oil element 42 when passing into the housing 20 a filter and check valve 54.

Downstream of the filter and check valve 54, a nozzle 56 is provided in a housing bore. The oil return line 58 leads back approximately in the middle region of the screw 16 or the screw 18 in order to supply oil 22 again.

Within the assembled state of the bottom portion of the housing 20, an oil drain plug 59 is provided. About the oil drain plug 59, a corresponding oil drain opening can be opened, via which the oil 22 can be drained.

In the lower region of the housing 20 and the projection 60 is present, to which the oil filter 62 is attached. Via an oil filter inlet channel 64, which is arranged in the housing 20, the oil 22 is first passed to a temperature monitoring device 66, which is designed as a thermostatic valve 66 a.

Instead of the thermostatic valve 66, a control and / or regulating device can be provided by means of which the oil temperature of the oil 22 located in the housing 20 can be monitored and adjusted to a desired value.

Downstream of the thermostatic valve 66 is then the oil inlet of the oil filter 62, the oil 22 via a central return line 68 back to the screw 18 or the screw 16, but also to the oil-lubricated bearing 70 of the shaft 14 leads. In the region of the bearing 70, a nozzle 72 is provided, which is provided in the housing 20 in connection with the return line 68.

The cooler 74 is connected to the projection 60.

In the upper region of the housing 20 (relative to the mounted state) there is a safety valve 76, via which an excessive pressure in the housing 20 can be reduced.

Before the minimum pressure valve 50 is a bypass line 78, which leads to a relief valve 80. Air can be returned to the region of the air inlet 28 via this relief valve 80, which is activated by means of a connection to the air supply 32. In this area, a vent valve not shown in detail and also a nozzle (reduction in diameter of the feeding line) may be provided.

In addition, approximately at the level of the conduit 34 in the outer wall of the housing 20, an oil level sensor 82 may be provided. This oil level sensor 82 can, for example, be an optical sensor and is designed and set up in such a way that it can be determined from the sensor signal whether the oil level is above the oil level sensor 82 during operation or if the oil level sensor 82 is exposed and the oil level accordingly drops is.

In connection with this monitoring, an alarm unit can also be provided which outputs or forwards an appropriate error message or warning message to the user of the system.

The function of the screw compressor 10 shown in FIG. 1 is as follows:

Air is supplied via the air inlet 28 and passes through the check valve 30 to the screws 16, 18, where the air is compressed. The compressed air-oil mixture, which rises by a factor of between 5 and 16 times compression after the screws 16 and 18 through the outlet conduit 34 via the riser 36, is blown directly onto the temperature sensor 38.

The air, which still partially carries oil particles, is then guided via the holder 40 into the air de-oiling element 42 and, provided the corresponding minimum pressure is reached, enters the air outlet line 51.

The oil 22 located in the housing 20 is maintained at operating temperature via the oil filter 62 and possibly via the heat exchanger 74.

If no cooling is necessary, the heat exchanger 74 is not used and is not switched on.

The corresponding connection takes place via the thermostatic valve 68. After the purification in the oil filter 62, oil is supplied via the line 68 to the screw 18 or the screw 16, but also to the bearing 72. The screw 16 or the screw 18 is supplied via the return line 52, 58 with oil 22, here is the purification of the oil 22 in the air de-oiling 42nd About the electric motor not shown in detail, which transmits its torque via the shaft 14 to the screw 16, which in turn meshes with the screw 18, the screws 16 and 18 of the screw compressor 10 are driven.

It is ensured via the relief valve 80 (not shown) that the high pressure which prevails in the operating state, for example on the output side of the screws 16, 18, can not be locked in, but that, in particular, when the compressor starts up in the region the feed line 32 always has a low inlet pressure, in particular atmospheric pressure. Otherwise, starting the compressor initially would result in a very high pressure on the output side of the screws 16 and 18, which would overload the drive motor.

FIG. 2 shows a first schematic illustration of a first exemplary embodiment of a temperature monitoring device 166 according to the invention.

FIG. 2 also shows a first exemplary embodiment of a compressor system 100 according to the invention of a commercial vehicle.

The compressor system 100 includes a compressor 10.

The compressor 10 is shown in FIG. 2 and also in connection with the further figure description of the following figures 3 to 6 as a screw compressor 10 is formed.

The compressor 10 also includes an oil sump 22a having oil 22, an oil filter 62, a temperature monitor 166, and a heat exchanger 74.

The temperature monitoring device 166 is designed as a temperature-dependent operable control or regulating valve 166b.

2, the temperature-dependent operable control or regulating valve 166b is a 4/2-way solenoid control or regulating valve 166b.

Furthermore, the temperature-dependent operable control or regulating valve 166b may be a pneumatically actuatable control or regulating valve 166b. The oil sump 22 a of the compressor 10, the oil filter 62, the temperature monitoring device 166 and the heat exchanger 74 are operatively connected.

Thus, the compressor 10 is connected to the 4/2-way solenoid control valve 166b via a compressor output line 102.

The 4/2-way solenoid control valve 166 b is disposed downstream of the compressor 10.

The 4/2-way solenoid control valve 166b is further connected to the heat exchanger 74 via a valve output line 104.

The heat exchanger 74 further includes a heat exchanger input line 106 and a heat exchanger output line 108.

The 4/2-way solenoid control or regulating valve 166b is additionally connected to the heat exchanger 74 via a valve inlet line 110.

In addition, the 4/2-way solenoid control valve 166b is connected to the oil filter 62 via an oil filter input line 112.

The oil filter 62 is disposed downstream of the 4/2-way solenoid control valve 166b.

Further, the oil filter 62 is connected to the compressor 10 via a compressor input line 114.

The oil filter 62 is also disposed upstream of the compressor 10.

The 4/2-way solenoid control valve 166b is also electrically or pneumatically connected by a signal line 116 to an electronic or pneumatic control device (not shown in FIG. 2).

The function of the first exemplary embodiment of the compressor system 100 with a temperature monitoring device 166 in the form of the 4/2-way magnetic control or regulating valve 166b can be described as follows: Since the oil 22 in the oil sump 22a is continuously supplied with its working pressure during operation of the compressor 10, once the compressor 10 has started operating, the oil 22 of the oil sump 22a near the compressor discharge line 102 flows out of the compressor 10 off.

The oil 22 then flows through the compressor discharge line 102 until it enters the 4/2-way solenoid control valve 166b.

Depending on the oil temperature, the 4/2-way solenoid control or regulating valve 166b corresponding to the three temperature ranges associated switching states.

Accordingly, the 4/2-way solenoid control valve 166b has a compressor startup switch state, a compressor low temperature switch state, and a compressor normal temperature switch state.

The oil temperature may be sensed by a temperature sensor that senses the temperature of the oil 22 within the oil sump 22a, within the 4/2-way solenoid control valve 166b, or within the connection line 102, in the form of a signal to the one Temperature sensor electrically connected control or regulating device are transmitted.

In response to the signal from the temperature sensor, the 4/2-way solenoid control valve 166b may be operated by the controller.

At an oil temperature of less than about 40 ° C is 4/2-way solenoid control valve 166 b in the compressor start-up switching state (see Fig. 2).

The compressor startup switch state is thus associated with a first temperature range of the oil 22.

This first temperature range of less than about 40 ° C exists when the compressor 10 was not in operation for a long period of time, for example when the commercial vehicle was at a standstill overnight. Alternatively, the 4/2-way solenoid control valve 166b may be in the compressor run state if the oil temperature is less than or equal to a temperature of another medium that is in the heat exchanger 74.

The medium may be water or a water-ZGlykol mixture or a similar coolant.

The temperature of the medium can also be transmitted in the form of a corresponding signal to a control or regulation device electrically connected to the temperature sensor by means of a further temperature sensor which detects its temperature within the heat exchanger 74, within the heat exchanger input line 106 or within the heat exchanger output line 108 become.

It is also possible for the control or regulating device to receive the temperature value of the further medium via the data bus of the commercial vehicle from a measuring point assigned to the vehicle cooling circuit.

In response to a comparison of the respective signals of both temperature sensors, the 4/2-way solenoid control valve 166b may be operated by the control means.

In the compressor start-up switching state, the oil 22 flowing out of the compressor 10 is traceable at least via the heat exchanger 74 for heating the oil 22.

Thus, in the compressor startup state, the compressor output line 102 is connected to the valve exit line 104 via the 4/2-way solenoid control valve 166b, whereby the oil 22 from the 4/2-way solenoid control valve 166b first enters the Heat exchanger 74 flows in and is heated as a result.

After flowing through the heat exchanger 74, the oil 22 again flows through the valve inlet line 110 into the 4/2-way solenoid control valve 166b and flows through it again.

Then, the oil 22 leaves the 4/2-way solenoid control valve 166b and flows into the oil filter 62 via the oil filter input pipe 112, where it is cleaned. Subsequently, the heated oil 22 flows out of the oil filter 62 and flows through the compressor s input line 114 again in the compressor 10 a.

By the inflow of preheated by the heat exchanger 74 oil 22 so the heating of the compressor 10 is accelerated as a whole.

The 4/2-way solenoid control valve 166b remains up to an oil temperature of less than about 40 ° C in the compressor startup state.

At an oil temperature of greater than about 40 ° C and at an oil temperature of less than about 80 ° C, the temperature-dependent operable 4/2-way solenoid control valve 166b is in the compressor low temperature switching state.

Thus, the compressor low temperature switching state is associated with a second temperature range of the oil 22.

3 shows a second schematic representation of the 4/2-way solenoid control or regulating valve 166b according to FIG. 2 in the compressor-low temperature switching state.

In the compressor low temperature switching state, the oil 22 flowing out of the compressor 10 is not traceable via the heat exchanger 74.

Consequently, in the compressor-low temperature switching state of the 4/2-way solenoid control valve 166b, the oil 22 flowing out of the compressor 10 is traceable to it at least via the oil filter 62.

Here, the compressor output line 102 is connected directly to the oil filter input line 112 via the 4/2-way solenoid control valve 166b, whereby the heat exchanger 74 is bypassed.

As a result, the oil 22 first flows into the 4/2-way solenoid control valve 166b via the compressor output line 102.

Then, the oil 22 leaves the 4/2-way solenoid control valve 166b and flows into the oil filter 62 via the oil filter input pipe 112, where it is cleaned. Subsequently, the oil 22 flows out of the oil filter 62 and flows via the compressor inlet line 114 again into the compressor 10.

The 4/2-way solenoid control valve 166b remains up to an oil temperature of less than about 80 ° C in the compressor low temperature state.

At an oil temperature greater than about 80 ^e C, the 4/2-way solenoid control valve 166 b is in the compressor normal temperature switching state.

Consequently, the compressor normal temperature switching state is associated with a third temperature range of the oil 22.

Since the oil 22 in the compressor normal temperature switching state again flows through the heat exchanger 74 (in this case, however, for its cooling), the same switching position of the 4/2-way solenoid control valve 166b results as in the compressor start-up. switching state (see Fig. 2).

In Kompressormormaltemperaturschaltzustand the effluent from the compressor 10 oil 22 is therefore this again traceable at least via the heat exchanger 74 for cooling the oil 22.

Thus, in the compressor normal temperature switch state, the compressor output line 102 is connected to the valve exit line 104 via the 4/2-way solenoid control valve 166b, whereby the oil 22 from the 4/2-way solenoid control valve 166b into the heat exchanger 74 flows in and cools as a result.

Finally, the heat exchanger 74 is usually operated at an average temperature of about 40 ° C to 50 ° C.

After flowing through the heat exchanger 74, the oil 22 flows through the valve inlet line 1 10 back into the 4/2-way solenoid control valve 166b and flows through it again.

Then, the oil 22 leaves the 4/2-way solenoid control valve 166b and flows into the oil filter 62 via the oil filter input pipe 112, where it is cleaned. Subsequently, the cooled oil 22 flows out of the oil filter 62 and flows via the compressor input line 1 14 again into the compressor 10.

By the inflow of the cooled by the heat exchanger 74 oil 22 so the further heating of the compressor 10 is slowed down during its further operation.

The heat exchanger 74 is formed as a liquid-liquid heat exchanger 74.

The medium which cools or heats the oil 22 of the compressor 10, depending on the switching state of the 4/2-way solenoid control valve 166b, is water or a water / glycol mixture or similar coolant.

The medium (coolant) is the heat exchanger 74 by means of another fluid circuit in the form of a cooling circuit of the commercial vehicle by means of the heat exchanger input line 106 and the heat exchanger output line 108 and discharged again.

Further, the heat exchanger 74 is fluidly connected to an electrical component (not shown in FIG. 3) of the utility vehicle to be cooled.

4 further shows a first schematic illustration of a second exemplary embodiment of a temperature monitoring device 266 according to the invention.

FIG. 4 also shows a second exemplary embodiment of the compressor system 200 according to the invention according to FIG. 1 of a commercial vehicle.

The compressor system 200 includes a compressor 10 having a housing 20.

The compressor 10 also includes an oil sump 22a having oil 22, an oil filter 62, a temperature monitor 266, and a heat exchanger 74.

The temperature monitoring device 266 according to the invention has a first wax thermostat valve 266c and a second wax thermostat valve 266d.

The oil sump 22a is connected via a compressor output line 202 to the first wax thermostatic valve 266c. The first wax thermostatic valve 266c is located downstream of the oil sump 22a.

The first wax thermostatic valve 266c is also connected to the second wax thermostatic valve 266d via a first thermostatic valve line 204.

In addition, from the first thermostatic valve line 204, a second thermostatic valve line 206 branches off, which additionally connects the first thermostatic valve line 204 to the second wax thermostatic valve 266d.

The second wax thermostatic valve 266d is located downstream of the first wax thermostatic valve 266c.

The second wax thermostatic valve 266d is also connected to the oil filter 62 via an oil filter input line 208.

The oil filter 62 is disposed downstream of the second wax thermostatic valve 266d.

In addition, the second wax thermostatic valve 266d is connected to the heat exchanger 74 via a thermostatic valve outlet line 210.

The heat exchanger 74 is arranged downstream of the second wax thermostatic valve 266d.

Incidentally, the first wax thermostatic valve 266c is connected to the thermostatic valve output pipe 210 via a thermostatic valve bypass passage 212.

The heat exchanger 74 is also connected via a second oil filter inlet line 214 to the oil filter 62.

The oil filter 62 is further connected to the compressor 10 via a compressor input line 216.

The compressor output line 202, the first thermostatic valve line 204, the second thermostatic valve line 206, the first oil filter inlet line 208, the thermostatic valve bypass line 212 and the compressor inlet line 216 are arranged within a housing projection 218 of the housing 20 of the compressor 10. The thermostatic valve outlet line 210 and the second oil filter inlet line 214 are arranged at least partially within the housing projection 218.

Outside the housing projection 218, thermostatic valve outlet line 210 and the second oil filter inlet line 214 are designed as overhead lines and connected to the housing extension 218 via corresponding connections.

On an end facing away from the housing 20 of the housing projection 218 of the oil filter 62 is also arranged.

The function of the second embodiment of the compressor system 200 with a temperature monitoring device 266 in the form of the first and second wax thermostatic valve 266c, 266d can be described as follows:

At an oil temperature of greater than about -40 ° C and at an oil temperature of less than about 40 ° C, the first wax thermostatic valve 266c is in a first switching state and the second wax thermostatic valve 266d also in a first switching state.

As a result, the oil 22 flowing out of the compressor 10 can be returned to the latter at least via the heat exchanger 74 for heating the oil 22.

Since the oil sump 22a is acted upon by working pressure of the compressor 10, the oil 22 can flow out of this at all.

In the first switching state of the first wax thermostatic valve 266c, the compressor outlet line 202 and the thermostatic valve bypass line 212 are fluidly connected to each other via the first wax thermostatic valve 266c.

The second wax thermostatic valve 266d is thus bridged.

The oil 22 consequently flows from the oil sump 22a via the compressor outlet line 202, the first wax thermostatic valve 266c, the thermostatic valve bypass line 212 and via the thermostatic valve outlet line 210 into the heat exchanger 74 and is heated there. The heated oil 22 in turn flows out of the heat exchanger 74 and is supplied by means of the second oil filter input line 214 to the oil filter 62, where it is cleaned.

After cleaning, the preheated oil 22 flows out of the oil filter 62 and flows through the compressor inlet line 216 again into the compressor 10, where it contributes to its additional heating.

The first switching state of the first wax thermostatic valve 266c and the first switching state of the second wax thermostatic valve 266d are thus assigned to a compressor start-up switching state.

The compressor 10 continues to heat up due to its operation and the continuous supply of preheated oil 22 until an oil temperature of about 40 ° C is reached.

From this temperature, the so-called switching point of the first wax thermostatic valve 266c is reached.

It then changes from the first switching state to its second switching state.

The aim is that the wax thermostatic valve 266c is fully opened at about 40 ° C.

This is also achieved by the switching state of the embodiment shown in FIG. 5.

5 shows in this respect a second schematic representation of the second embodiment of the temperature monitoring device 266 in the form of the first and second

Wax thermostatic valve 266c, 266d as shown in FIG. 4.

At an oil temperature of greater than about 40 ° C and at an oil temperature of less than about 80 ° C, the first wax thermostatic valve 266c are in a second switching state and the second wax thermostatic valve 266d in a first switching state.

As a result, the oil 10 flowing out of the compressor 10 is traceable to it at least via the oil filter 62. In the second switching state of the first wax thermostatic valve 266c and in the first switching state of the second wax thermostatic valve 266d, the first oil filter inlet line 208 is fluidically connected to the first thermostatic valve line 204 via the second wax thermostatic valve 266d, and also the first thermostatic valve line 204 via the first wax thermostatic valve 266c to the compressor outlet line 202 fluidly connected.

The oil 22 from the oil sump 22a thus flows into the oil filter 62 through the compressor output line 202, via the first wax thermostatic valve 266c, through the first thermostatic valve line 204, via second wax thermostatic valve 266d, and through the first oil filter input line 208, and is cleaned there.

After cleaning, the oil 22 flows out of the oil filter 62 and flows via the compressor input line 216 again into the compressor 10, where it is supplied to the compressor 10 again.

The second switching state of the first wax thermostatic valve 266c and the first switching state of the second wax thermostatic valve 266d is thus associated with a compressor low temperature switching state.

The compressor 10 continues to heat up as a result of its operation until an oil temperature of about 80 ° C is reached.

From this temperature of about 80 ° C, the so-called switching point of the second

Wax thermostatic valve 266d reached.

It then changes from the first switching state to its second switching state.

6 shows in this regard a third schematic representation of the second exemplary embodiment of the temperature monitoring device 266 in the form of the first and second

Wax thermostatic valve 266c, 266d as shown in FIG. 4.

At an oil temperature of greater than about 80 ° C and at an oil temperature of less than about 110 ° C, the first wax thermostatic valve 266c are in a second switching state and the second wax thermostatic valve 266d in a second switching state. As a result, the oil 22 flowing out of the compressor 10 can be conveyed to the latter at least via the heat exchanger 74 for cooling the oil 22.

In the second switching state of the first wax thermostatic valve 266c and in the second switching state of the second wax thermostatic valve 266d, the thermostatic valve output line 210 is fluidly connected to the first and second thermostatic valve lines 204, 206 via the second wax thermostatic valve 266d, and also the first thermostatic valve line 204 via the first wax thermostatic valve 266c the compressor output line 202 fluidly connected.

The oil 22 from the oil sump 22a thus flows through the compressor output line 202 via the first wax thermostatic valve 266c in the first and in the second Thermostatven- tilleitung 204, 206 and on the second wax thermostatic valve 266d and via the thermostatic valve outlet line 210 in the heat exchanger 74 and is Chilled there.

The cooled oil 22 in turn flows out of the heat exchanger 74 and is supplied by means of the second oil filter inlet line 214 to the oil filter 62, where it is cleaned.

After cleaning, the cooled oil 22 flows out of the oil filter 62 and continues to flow into the compressor 10 via the compressor input line 216, where it contributes to its cooling.

The second switching state of the first wax thermostat valve 266c and the second switching state of the second wax thermostat valve 266d are thus assigned to a compressor normal temperature switching state.

The compressor 10 will not heat up due to its operation over an oil temperature of about 1 10 ° C, since the heat exchanger 74 is sufficiently dimensioned to prevent further heating.

The operation of the compressor 10 is also switched off at an oil temperature of greater than about 1 10 ° C.

The heat exchanger 74 is designed as a liquid-liquid heat exchanger 74. The medium which cools or heats the oil 22 of the compressor 10 depending on the switching state of the first and second wax thermostatic valves 266c, 266d is water or a water / glycol mixture or the like coolant.

The medium (coolant) is the heat exchanger 74 by means of another fluid circuit in the form of a cooling circuit (not shown in Fig. 2 to 6) of the commercial vehicle via the heat transfer input line 106 and the heat exchanger output line 108 and discharged again.

The further fluid circuit thus serves, depending on the oil temperature of the compressor 10, as a heat source or as a heat sink.

The heat exchanger 74 is therefore fluidly connected to an electrical component to be cooled (not shown in FIG. 3) of the commercial vehicle.

Additionally or alternatively, the heat exchanger 74 may be fluidly connected to an electrical and / or electronic module of the commercial vehicle to be cooled.

For this purpose, the commercial vehicle has a main hybrid drive or an electric main drive.

7 shows a schematic sectional view of a compressor 10 'in the form of a vane-type cell compressor 10' of a third or fourth exemplary embodiment of a compressor system 100 ', 200' according to the invention.

The compressor 10 'according to FIG. 7 is a vane compressor 10' (English, rotary vane compressor).

The compressor 10 is formed according to FIG. 7 and also in connection with the further figure description of the following FIGS. 8 to 13 as vane compressor 10 '.

The vane compressor 10 'has an eccentrically mounted rotary piston 16' with seven radially slidably guided therein and spring-loaded dividers 17 'on.

The rotary piston 16 'is surrounded by a hollow cylindrical housing 20', on whose housing inner wall the separating slide 17 'seal. Between the housing inner wall and the rotary piston 16 ', a sickle-shaped chamber is formed, which is divided into an inlet chamber 21' and in a compression chamber 23 '.

Incidentally, the sickle-shaped chamber is subdivided by the separating slides 17 'into individual sickle chamber areas.

The inlet chamber 21 'is also fluidly connected to an air inlet opening 32' in the housing 20 '.

The compression chamber 23 'is also fluidly connected to an air outlet 34 "in the housing 20'.

The function of the vane compressor 10 'can now be described as follows:

As a result of the rotation of the rotary piston 16 'and the isolating vanes 17', air from the air inlet port 32 'enters the inlet chamber 21' where it is trapped between two adjacent dividers 17 'in a sickle chamber region.

As a result of the further rotation of the rotary piston 16 ', the trapped air first passes through the inlet chamber 21' and the adjoining compression chamber 23 ', where it is then compressed due to the cross-sectional tapering of the compression chamber 23'.

In this compressed state, the compressed air is supplied to the air outlet opening 34 'connected to the compression chamber 23', from where it can then be made available to further compressed air devices or compressed air consumers of a commercial vehicle.

FIG. 8 shows, in a schematic perspective representation, the third or fourth exemplary embodiment of the compressor system 100 ', 200' with the vane compressor 10 'according to FIG. 7.

The vane compressor 10 'is flanged by means of the mounting flange 12' to an electric motor 13 'which has a control device 13a' operatively connected to it for controlling it.

The housing 20 'of the vane compressor 10' is also filled with oil 22 '. The oil 22 'forms in the assembled and operational state of the vane compressor 10' in the lower housing portion of an oil sump 22a 'from.

The vane compressor 10 'additionally has an air filter 26' and an air de-oiling element 42 '.

Via the air filter 26 ', an air inlet 28' is fluidly connected to the air inlet port 32 '(not shown in FIG. 8) in the housing 20' of the vane compressor 10 '.

Further, the air outlet 34 '(not shown in FIG. 8) in the housing 20' of the vane compressor 10 'is fluidly connected to the air outlet 51' via the air de-oiling element 42 '.

Between the electric motor 13 'and the vane compressor 10', a heat exchanger 74 'is further arranged.

FIG. 9 shows a first schematic representation of a third exemplary embodiment of a temperature monitoring device 166 'according to the invention of the third exemplary embodiment of the compressor system 100' according to FIG. 8.

The third exemplary embodiment of the temperature monitoring device 166 'according to the invention shown in FIG. 9 has substantially the same structural and functional features as the first exemplary embodiment of the temperature monitoring device 166 according to the invention shown in FIG.

Identical or comparable features or elements are provided with the same, but provided with additional prime reference numerals.

Only the following structural feature difference should be shown:

The third embodiment of the compressor system 100 'has a vane cell compressor 10'.

10 shows a second schematic representation of the third exemplary embodiment of the temperature monitoring device 166 'according to FIG. 9. The third exemplary embodiment of the temperature monitoring device 166 'according to the invention shown in FIG. 10 also has substantially the same structural and functional features as the first exemplary embodiment of the temperature monitoring device 166 according to the invention shown in FIG. 3.

11 shows a first schematic illustration of a fourth exemplary embodiment of a temperature monitoring device 266 'according to the invention of the fourth exemplary embodiment of the compressor system 200' according to FIG. 8.

The fourth exemplary embodiment of the temperature monitoring device 266 'according to the invention shown in FIG. 11 has substantially the same structural and functional features as the second exemplary embodiment of the temperature monitoring device 266 according to the invention shown in FIG. 4.

Only the following structural feature difference should be shown:

The fourth embodiment of the compressor system 200 'has a vane cell compressor 10'.

FIG. 12 shows a second schematic representation of the fourth exemplary embodiment of the temperature monitoring device 266 'according to FIG. 11.

The fourth exemplary embodiment of the temperature monitoring device 266 'according to the invention shown in FIG. 12 also has substantially the same structural and functional features as the second exemplary embodiment of the temperature monitoring device 266 according to the invention shown in FIG. 5. Identical or comparable features or elements are provided with the same, but provided with additional prime reference numerals.

FIG. 13 shows a third schematic illustration of the fourth exemplary embodiment of the temperature monitoring device 266 'according to FIG. 11.

The fourth exemplary embodiment of the temperature monitoring device 266 'according to the invention shown in FIG. 13 also has essentially the same structural and functional features as the second exemplary embodiment of the temperature monitoring device 266 according to the invention shown in FIG.

FIG. 14 shows a temperature-time diagram of a heating of the oil of a compressor as well as a heating of a cooling circuit of a commercial vehicle with a conventional compressor system.

15 shows a temperature-time diagram of a heating of the oil of a compressor 10, 10 'and a heating of a cooling circuit of a commercial vehicle according to a compressor system 100, 200 according to the invention; 100 ', 200' according to FIGS. 1 to 13.

FIG. 16 shows a comparison of the temperature-time diagrams according to FIG. 14 and FIG. 15.

LIST OF REFERENCE NUMBERS

10 screw compressor

12 mounting flange

14 input shaft

16 screw

18 screw

20 housing

22 oil

22a oil sump

24 inlet ports

26 air filters

28 air intake

30 valve insert

32 air supply duct

34 air outlet pipe

36 riser

38 temperature sensor

40 holder for an air de-oiling element

42 air deoiling element

44 filter screen or known filter or Ölabscheidevorrichtungen

46 air outlet opening

48 check valve

50 minimum pressure valve

51 air outlet

52 riser

54 Filter and check valve

56 nozzle

58 Oil return line

59 oil drain plug

60 approach

62 oil filter

64 oil filter inlet channel

66 temperature monitoring device

66a thermostatic valve

68 return line 70 bearings

72 nozzle

74 heat exchanger

76 safety valve

78 bypass line

80 relief valve

82 oil level sensor

100 compressor system

102 compressor output line

104 valve outlet line

106 heat exchanger input line

108 heat exchanger output line

110 Valve input line

112 oil filter input line

114 Compressor input line

116 Signal line166 Temperature monitoring device

166b 4/2-way solenoid control valve

200 compressor system

202 compressor output line

204 first thermostatic valve line

206 second thermostatic valve line

208 first oil refinery

210 Thermostat valve output line

212 Thermostatic valve bypass line

214 second oil filter input line

216 Compressor input line

218 housing attachment

266 temperature monitoring device

266c first thermostatic valve

266d second thermostatic valve

10 'vane compressor

12 'mounting flange

13 'electric motor

13a 'control device of the electric motor 16 'rotary piston

17 'isolating slide

20 'housing

2V inlet chamber

22 'oil

22a 'oil sump

23 'compression chamber

26 'air filter

28 'air intake

32 'air inlet opening

34 'air outlet

42 'air deoiling element

51 'air outlet

62 'oil filter

74 'heat exchanger

100 'compressor system

102 'compressor output line

104 'Valve outlet line

106 'heat exchanger input line

108 "heat exchanger output line

1 10 'Valve input line

1 12 'oil inlet pipe

1 14 'Compressor input line

116 'signal line

166 'Temperature monitoring direction

166b '4/2-way solenoid control valve

200 'compressor system

202 'compressor output line

204 'first thermostatic valve line

206 'second thermostatic valve line

208 'first oil filter input line

210 'Thermostat valve output line

212 'Thermostatic valve bypass line

214 'second oil filter input line 216 'compressor input line

218 'housing approach

266 'temperature monitoring device

266c 'first thermostatic valve

266d 'second thermostatic valve

Claims

A compressor system (100, 200, 100 ', 200') of a vehicle, in particular a commercial vehicle, having at least one compressor (10, 10), the at least one oil sump (22a, 22a ') and at least one temperature monitoring device (66; 166, 266, 166 ', 266'), and with at least one heat exchanger (74, 74 '), wherein the compressor (10, 10'), the oil sump (22a, 22a '), the heat exchanger (74, 74 ') and the temperature monitoring means (66; 166, 266; 166', 266 '), the temperature monitoring means (66; 166, 266; 166', 266 ') having at least one compressor startup switch state and at least one compressor low temperature switch state wherein the compressor run switch state is associated with at least a first temperature range of the oil (22, 22 ') and the compressor low temperature switch state is associated with at least a second temperature range of the oil (22, 22 "), wherein in the compressor start switch state that from the compressor Sor (10, 10 ') outflowing oil (22, 22') this at least over the heat exchanger (74. 74 ') is traceable to the heating of the oil (22, 22') and in the Kompressorniedertemperaturschaltzu- stand from the compressor (10, 10 ") effluent oil (22, 22) this is not traceable via the heat exchanger (74, 74 ') ,

2. Compressor system (100, 200, 100 ", 200) according to claim 1,

characterized in that

the compressor (10, 10 ') further comprises an oil filter (62, 62'), such that in the compressor low temperature switching state the temperature monitoring device (66; 166, 266; 166 ', 266') is fed from the compressor (10, 10 ') outflowing oil (22, 22 ') this at least via the oil filter (62, 62') is traceable.

A compressor system (100, 200, 100 ', 200') according to claim 1 or claim 2,

characterized in that

the temperature monitoring device (66; 166, 266; 166 ', 266') has at least one compressor normal temperature switching state, wherein in the compressor normal temperature switching state, the oil (22, 22 ') flowing out of the compressor (10, 10') at least via the heat exchanger (74, 74 ') for cooling the oil (22, 22') is traceable.

4. Compressor system (100, 100 ') according to one of the preceding claims,

characterized in that

the temperature monitoring device (166; 166 ') has at least one temperature-dependent actuatable control and / or regulating valve (166b, 166b').

5. Compressor system (100, 100 ') according to one of the preceding claims, characterized in that

the temperature-dependent operable control and / or regulating valve (166b, 166b ') a 4/2 -Wege- control and / or regulating valve (166b, 166b'), in particular a 4/2-way magnetic control and / or Control valve (166b, 166b '), is.

6. compressor system (100, 100 ') according to one of the preceding claims,

characterized in that

the temperature-dependent operable control and / or regulating valve (166b, 166b ') is in Compressoranlaufschaltzustand, if the oil temperature is less than or equal to a temperature of another medium, which is in the heat exchanger (74, 74').

7. A compressor system (100, 100 ') according to one of the preceding claims,

characterized in that

at an oil temperature of less than about 50 ° C., in particular less than about 40 ° C., the temperature-dependent actuatable control and / or regulating valve (166b, 166b ') is in the compressor start switching state.

8. A compressor system (100, 100 ') according to one of the preceding claims,

characterized in that

at an oil temperature of greater than about 50 ° C, in particular greater than about 40 ° C, and at an oil temperature of less than about 90 ° C, in particular less than about 80 ° C, the tempe- raturabhängig operable control and / or control valve (166b, 166b ') is located in Kompressomieder- temperaturschaltzu stand.

9. compressor system (100, 100 ') according to one of the preceding claims,

characterized in that

at an oil temperature of greater than about 90 ° C, in particular greater than about 80 ° C, the temperature-dependent operable control and / or control valve (166b, 166b ') is in Komorns- sornormaltemperaturschaltzustand.

10. Compressor system (200, 200 ') according to one of the preceding claims 1 to 3, characterized in that the temperature monitoring device (266, 266 ') has at least one first wax thermostatic valve (266c, 266c') and at least one second wax thermostatic valve (266d, 266d ').

1 1. Compressor system (200, 200 ') according to claim 10,

characterized in that

at an oil temperature of greater than about -50 ^* Ό, in particular greater than about -40 ° C, and at an oil temperature of less than about 50 ° C, in particular less than about 40 ° C, the first wax thermostatic valve ( 266c, 266c ') is in a first switching state and the second wax thermostat valve (266d, 266d') is in a first switching state, so that the oil (22, 22 ') flowing out of the compressor (10, 10 ") at least over the oil Heat exchanger (74, 74 ') for heating the oil (22, 22') is traceable.

12. A compressor system (200, 200 ') according to claim 10 or claim 1 1,

characterized in that

at an oil temperature of greater than about 50 ° C, in particular greater than about 40 ° C, and at an oil temperature of less than about 90 ° C, in particular less than about 80 ° C, the first wax thermostatic valve (266c, 266c ') in a second switching state and the second wax thermostatic valve (266d, 266d') is in a first switching state, so that the oil (22, 22 ') flowing out of the compressor (10, 10') at least via the oil filter ( 62, 62 ') is traceable.

13. A compressor system (200, 200 ') according to any one of the preceding claims 10 to 12, characterized in that

at an oil temperature of greater than about 90 ° C, in particular greater than about 80 ° C, and at an oil temperature of less than about 120 ^C C, in particular less than about 1 10 ° C, the first wax thermostatic valve (266c , 266c ') in a second switching state and the second wax thermostatic valve (266d, 266d') is in a second switching state, so that the effluent from the compressor (10, 10 ') öf (22, 22') this at least over the heat - Trager (74, 74 ') for cooling the oil (22, 22') is traceable.

14. A compressor system (100, 200, 100 ', 200') according to any one of the preceding claims, characterized in that

the operation of the compressor (10, 10 ') at an oil temperature of greater than about 120 ° C, in particular greater than about 1 10 ° C, can be switched off.

15. A compressor system (100, 200, 100 ', 200') according to any one of the preceding claims, characterized in that

the vehicle, in particular the commercial vehicle, a hybrid drive, in particular a hybrid main drive, or an electric drive, in particular a main electrical drive, has.

Compressor system (100, 200, 100 ', 200) according to one of the preceding claims, characterized in that

the heat exchanger (74, 74 ') is a liquid-liquid heat exchanger (74, 74').

17. A compressor system (100, 200, 100 ', 200' ') according to any one of the preceding claims, characterized in that

the heat exchanger (74, 74 ') is fluid-connected to at least one electrical component of the vehicle to be cooled, in particular of the commercial vehicle.

18. A compressor system (100, 200, 100 ', 200') according to any one of the preceding claims, characterized in that

the compressor (10, 10 ') is a positive-displacement compressor, in particular a screw compressor (10) and / or a vane compressor (10').