EP2205870B1 - Aufgeladener kompressor und verfahren zur steuerung eines aufgeladenen kompressors - Google Patents

Aufgeladener kompressor und verfahren zur steuerung eines aufgeladenen kompressors Download PDF

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Publication number
EP2205870B1
EP2205870B1 EP08846108.2A EP08846108A EP2205870B1 EP 2205870 B1 EP2205870 B1 EP 2205870B1 EP 08846108 A EP08846108 A EP 08846108A EP 2205870 B1 EP2205870 B1 EP 2205870B1
Authority
EP
European Patent Office
Prior art keywords
compressor
dead space
air
engaging
engine
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Not-in-force
Application number
EP08846108.2A
Other languages
German (de)
English (en)
French (fr)
Other versions
EP2205870A1 (de
Inventor
Jörg MELLAR
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Knorr Bremse Systeme fuer Nutzfahrzeuge GmbH
Knorr Bremse Systeme fuer Schienenfahrzeuge GmbH
Original Assignee
Knorr Bremse Systeme fuer Nutzfahrzeuge GmbH
Knorr Bremse Systeme fuer Schienenfahrzeuge GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Knorr Bremse Systeme fuer Nutzfahrzeuge GmbH, Knorr Bremse Systeme fuer Schienenfahrzeuge GmbH filed Critical Knorr Bremse Systeme fuer Nutzfahrzeuge GmbH
Publication of EP2205870A1 publication Critical patent/EP2205870A1/de
Application granted granted Critical
Publication of EP2205870B1 publication Critical patent/EP2205870B1/de
Not-in-force legal-status Critical Current
Anticipated expiration legal-status Critical

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
    • F04B—POSITIVE-DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS
    • F04B49/00—Control, e.g. of pump delivery, or pump pressure of, or safety measures for, machines, pumps, or pumping installations, not otherwise provided for, or of interest apart from, groups F04B1/00 - F04B47/00
    • F04B49/16—Control, e.g. of pump delivery, or pump pressure of, or safety measures for, machines, pumps, or pumping installations, not otherwise provided for, or of interest apart from, groups F04B1/00 - F04B47/00 by adjusting the capacity of dead spaces of working chambers
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
    • F04B—POSITIVE-DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS
    • F04B2201/00—Pump parameters
    • F04B2201/08—Cylinder or housing parameters
    • F04B2201/0808—Size of the dead volume
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
    • F04B—POSITIVE-DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS
    • F04B2205/00—Fluid parameters
    • F04B2205/03—Pressure in the compression chamber

Definitions

  • the invention relates to a supercharged compressor for supplying compressed air to a commercial vehicle with a piston chamber, a dead space and a valve device for switching the dead space, wherein the valve device is designed in such a way that the volume of air delivered by the supercharged compressor by switching dead space on a non-zero Value is reducible.
  • the invention further relates to a method for controlling a supercharged compressor for compressed air supply of a commercial vehicle having a piston chamber, a dead space and a valve device for switching the dead space, wherein the volume of air delivered by the supercharged compressor is reduced by adding dead space to a value other than zero.
  • Modern commercial vehicles often have air-operated subsystems, such as a compressed air-operated service brake and air suspension, which is why usually a compressed air supply device comprising a compressor, is integrated into the commercial vehicle.
  • the commercial vehicle usually has an internal combustion engine, which is often equipped with a turbocharger for efficiency reasons.
  • the compressor to absorb ambient air.
  • One possibility is to suck in uncompressed air in front of the turbocharger, ambient air also being able to be simply sucked in, while the other is to branch off pre-compressed air after the turbocharger and ideally after a charge air cooler associated with the turbocharger.
  • a gas compressor according to the preamble of claim 1 is known, which is supplied to the power already pre-compressed air.
  • the described gas compressor comprises a piston chamber designated as a compression chamber and a designated as additional compression chamber dead space, which is connected in an idling operation of the gas compressor by a designed as a 2/2-way valve, pressure-controlled shut-off valve with the compression chamber.
  • a gas compressor which has a designated as Hilfstotraum dead space, which is connectable via a designated as an auxiliary valve valve means with a piston space designated as a compression chamber.
  • the auxiliary valve has two defined switching states, namely a blocking position and an open position.
  • the DE 199 32 433 A1 describes the charging of positive displacement compressors by means of low pressure pre-compressors.
  • the invention has for its object to provide a variable-drive supercharged compressor or to make the operation of a supercharged compressor variable.
  • the invention builds on the generic supercharged compressor in that the valve device comprises an at least two-stage switchable valve.
  • the released valve cross-section between the piston chamber and dead space can be adjusted as needed, which is why in this way the peak pressures occurring in the supercharged compressor are gradually reduced.
  • the valves used can therefore be designed for lower volume flows, while at the same time can be dispensed with a permanently existing dead space.
  • the components of the crank mechanism can remain largely unreinforced.
  • the valve device comprises a plurality of individually switchable valves.
  • the connection of dead space is usually carried out by switching a valve device, which releases a connection between the piston chamber and the dead space in the form of a defined valve cross-section.
  • the valve cross-section of the released connection is important because it determines the flow resistance for the air. Therefore, a plurality of individually switchable valves allow for an enlargement of the valve cross-section adapted to the boost pressure, or a lowering of the flow resistance.
  • the dead space comprises a plurality of separate volumes, which can be switched individually by the valve device.
  • the connection of further dead space volume allows, if necessary, a further reduction of peak pressures occurring in the supercharged compressor.
  • the volume of air delivered by the supercharged compressor can be reduced to zero by connecting dead space. Is the releasable by the valve device valve cross-section between the piston chamber and the dead space sufficiently large and at the same time the volume of the dead space sufficient, the achievable by the supercharged compressor discharge pressure below the pressure necessary to promote an air volume can be lowered. In this condition, the supercharged compressor no longer carries any air volume and accordingly requires less energy because it does less work. In this way, a system for energy saving can be realized.
  • a coupling associated with the supercharged compressor is suitable for disconnecting the supercharged compressor from the engine. By completely disconnecting the compressor from the engine, air delivery and, associated with that, the compressor load are reduced to zero.
  • the invention is based on the generic method by the fact that the volume of air delivered is influenced by changing an overall open valve cross-section of the valve device between the dead space and the piston chamber.
  • the volume of air delivered by the supercharged compressor is reduced to zero by connecting dead space.
  • At least one condition for switching dead space is met only during an acceleration phase of the commercial vehicle.
  • the boost pressure of the turbocharger or the turbocharger speed or the engine speed and the engine load can be used as a basis for decision whether the addition of dead space for lowering occurring in the supercharged compressor peak pressures makes sense. Furthermore, the air requirement of the commercial vehicle can be used as a criterion for connecting dead space. If the commercial vehicle has sufficient compressed air, the supercharged compressor can be converted into an energy-saving state regardless of other variables.
  • a compressor associated with the clutch is switched to separate the compressor from the engine.
  • At least one condition for switching the clutch is fulfilled only during an acceleration phase of the commercial vehicle.
  • FIG. 1 shows a schematically simplified representation of a vehicle 12 with a supercharged compressor 10.
  • the commercial vehicle 12 is driven by a motor 20, the exhaust gas flow drives a turbocharger 22.
  • the turbocharger 22 draws fresh air via an air filter 24, which is supplied to the engine 20 with a boost pressure which is dependent on the mass flow of the engine exhaust gas.
  • the supercharged compressor 10 is also supplied via a node 26 with fresh air, said node 26 is disposed downstream of the turbocharger 22. It is conceivable that between the node 26 and the turbocharger 22 still arrange a charge air cooler, which cools the pre-compressed by the turbocharger 22 air again.
  • the compressor 10 is associated with a clutch 72 which is disposed between the engine 20 and the compressor 10. By opening the clutch 72, the compressor 10 can be disconnected from the engine 20.
  • FIG. 2 shows a sectional view of a compressor 10.
  • the compressor 10 includes a cylinder housing 38 with cooling fins 40, which encloses a in a piston chamber 14 moving piston 36, which is driven by a crankshaft 42.
  • the cooling fins 40 are not absolutely necessary, but provide for a cooling of the cylinder housing 38, wherein other types not shown the Cooling of the cylinder housing 38, for example, by a water cooling, often have a higher cooling capacity.
  • an air inlet 30 with an air inlet valve 28, an air outlet 34 with an air outlet valve 32 and a dead space 16 with a valve device 18 are shown.
  • the piston 36 moves downwardly within the piston chamber 14, with air being drawn in through the air inlet valve 28 from the air inlet 30 into the co-cavity 14.
  • the air outlet valve 32 is closed by design.
  • the piston 36 in the piston chamber 14 moves upward, the air inlet valve 28 closes, the air outlet valve 32 opens upon reaching a sufficiently high pressure and air is conveyed into the air outlet 34.
  • valve device 18 When the valve device 18 is switched, opens a connection between the piston chamber 14 and the dead space 16 through which air can flow.
  • the flow resistance is essentially dependent on the shared valve cross-sectional area, which switches the valve device 18. If the compressor 10 is in a delivery phase, the air is compressed not only in the interior of the piston chamber 14 but also in the dead space 16. The relative compression of the air is thus reduced because the volume of the piston chamber to be compressed is increased by that of the dead space when the valve device 18 releases a sufficiently large valve cross-section. If the released valve cross-section is not sufficiently large, it acts as a throttle. In this case, the pressure occurring during compression is lowered less.
  • the pressure which can be reached in the piston chamber 14 during a delivery phase can be lower than the pressure prevailing in the region of the air outlet 34. Air delivery then no longer takes place, while less work to compress the air must be done. In this way, an energy saving system for the supercharged compressor 10 can be realized.
  • FIG. 3 shows the delivered air volume of a compressor 10 according to the invention as a function of the boost pressure.
  • the solid lines 44, 46, 48 and 50 are curves, interpolated from the associated data points, showing the delivered air volume of a supercharged compressor as a function of the number of revolutions of the compressor.
  • the curve 44 corresponds to the delivered air volume without turbocharging, that is, a boost pressure of 0 psi.
  • Curves 46, 48 and 50 correspond to boost pressures of 20 psi, 40 psi and 60 psi.
  • a dotted line 52 is shown, which represents the measured delivered air quantity of a supercharged compressor according to the invention as a function of the number of revolutions of the compressor.
  • the curve 52 coincides with the curve 44.
  • These rotational speeds of the compressor 10 correlate with low rotational speeds of the engine 20, in which the turbocharger 22 can not develop any significant boost pressure.
  • Between 800 and 3000 revolutions per minute increases the amount of air delivered due to the increasing boost pressure of the compressor 10, but flattened in the upper region at the maximum charging pressure of the turbocharger 22 used.
  • the supercharged compressor 10 according to the invention promotes at least the same amount of air such as a non-supercharged compressor shown in curve 44. In particular, at idle, therefore, at least the same amount of air can be promoted as without turbocharging.
  • FIG. 4 shows an engine map with various operating ranges of a supercharged compressor according to the invention to illustrate the operation of the method. Plotted are in the usual way on the x-axis, the engine revolution, on the ⁇ -axis, the torque supplied by the engine and additionally starting from the right in the form of hyperbola lines of the same engine power. Furthermore, in the interior of the engine map lines of the same boost pressure in millibar are offered. A first operating region 62, a second operating region 64 and a third operating region 66 are separated from a first switching boundary 58 and a second switching boundary 60.
  • the bold line 56 represents a measured curve of engine data, with reference to which the method is explained below.
  • the dead space 16 In the first operating range of the supercharged compressor no dead space 16 is switched on. In the second operating region 64, the dead space 16 is partially switched by the valve device 18, while in the third operating region 66 the dead space 16 is completely switched or the clutch 72 is open. Starting from the idle 54 in the first operating region 62 accelerates the vehicle, wherein the state of the motor 20 moves from bottom left to top right along the s-shaped curve 56 through the engine map. Upon reaching the first switching limit 58 of the dead space 16 is partially switched to lower the peak pressures occurring in the supercharged compressor 10 during the compression of the air.
  • the first switching limit 58 has been selected such that it is traversed only once during the acceleration phase of the commercial vehicle 12. All subsequent processes take place in the second operating region 64 and in the third operating region 66. Upon reaching the final speed of the commercial vehicle 12, the engine 20 is typically within the normal operating range 68 that is remote from the first shift limit 58 and the second shift limit 60. It is also conceivable to put the compressor in an energy-saving state by switching in further dead space or increasing the free valve cross-section, in which the amount of air delivered approaches zero.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Supercharger (AREA)
  • Compressor (AREA)
EP08846108.2A 2007-10-29 2008-10-21 Aufgeladener kompressor und verfahren zur steuerung eines aufgeladenen kompressors Not-in-force EP2205870B1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102007051940A DE102007051940A1 (de) 2007-10-29 2007-10-29 Aufgeladener Kompressor und Verfahren zur Steuerung eines aufgeladenen Kompressors
PCT/EP2008/008880 WO2009056245A1 (de) 2007-10-29 2008-10-21 Aufgeladener kompressor und verfahren zur steuerung eines aufgeladenen kompressors

Publications (2)

Publication Number Publication Date
EP2205870A1 EP2205870A1 (de) 2010-07-14
EP2205870B1 true EP2205870B1 (de) 2013-08-21

Family

ID=40289349

Family Applications (1)

Application Number Title Priority Date Filing Date
EP08846108.2A Not-in-force EP2205870B1 (de) 2007-10-29 2008-10-21 Aufgeladener kompressor und verfahren zur steuerung eines aufgeladenen kompressors

Country Status (9)

Country Link
US (1) US9039387B2 (ko)
EP (1) EP2205870B1 (ko)
JP (1) JP5453287B2 (ko)
KR (1) KR101480931B1 (ko)
CN (1) CN101835985B (ko)
BR (1) BRPI0818456B1 (ko)
DE (1) DE102007051940A1 (ko)
RU (1) RU2516048C2 (ko)
WO (1) WO2009056245A1 (ko)

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DE102008026028A1 (de) * 2008-05-30 2009-12-03 Knorr-Bremse Systeme für Nutzfahrzeuge GmbH Kompressorsystem und Verfahren zum Betreiben eines Kompressorsystems
JP5210363B2 (ja) * 2010-08-17 2013-06-12 株式会社日本製鋼所 往復動圧縮機のクリアランスポケット
GB2490106A (en) * 2011-04-13 2012-10-24 Ge Prec Engineering Ltd Forced induction for internal combustion engines
CN102777256B (zh) * 2011-07-15 2014-09-24 摩尔动力(北京)技术股份有限公司 叶轮压气气体压缩机
ITCO20110071A1 (it) 2011-12-22 2013-06-23 Nuovo Pignone Spa Compressori alternativi aventi valvole temporizzate e relativi metodi
ITCO20110072A1 (it) 2011-12-22 2013-06-23 Nuovo Pignone Spa Valvole con elemento di chiusura valvolare collegato alla contro-sede attuata e relativi metodi
DE102013107850A1 (de) * 2013-07-23 2015-01-29 Continental Reifen Deutschland Gmbh Kompressor mit Druckbegrenzung
CN104343527B (zh) * 2014-10-30 2016-06-22 魏伯卿 发动机进气活塞增压系统
DE102016201208B4 (de) * 2016-01-27 2024-01-11 Knorr-Bremse Systeme für Nutzfahrzeuge GmbH Kolbenkompressor mit Entlüftungseinrichtung
CN109098839A (zh) * 2018-07-04 2018-12-28 广州码云互联网科技有限公司 具有齿轮箱的轨道交通车辆
CN112012918A (zh) * 2020-08-05 2020-12-01 加西贝拉压缩机有限公司 一种活塞式制冷压缩机变容结构
EP4056434B1 (en) * 2021-03-09 2023-09-20 KNORR-BREMSE Systeme für Nutzfahrzeuge GmbH Method for defining at least one characteristic curve of a pressure-medium-actuated brake system of a vehicle

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Also Published As

Publication number Publication date
BRPI0818456A2 (pt) 2015-04-07
RU2516048C2 (ru) 2014-05-20
KR101480931B1 (ko) 2015-01-12
RU2010121885A (ru) 2011-12-10
JP2011501044A (ja) 2011-01-06
JP5453287B2 (ja) 2014-03-26
CN101835985B (zh) 2015-04-01
CN101835985A (zh) 2010-09-15
KR20100070354A (ko) 2010-06-25
DE102007051940A1 (de) 2009-04-30
WO2009056245A1 (de) 2009-05-07
EP2205870A1 (de) 2010-07-14
US9039387B2 (en) 2015-05-26
US20100269799A1 (en) 2010-10-28
BRPI0818456B1 (pt) 2020-09-29

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