EP2300711B1 - Système de compresseur servant à l'alimentation en air comprimé d'un véhicule utilitaire, et procédé permettant de faire fonctionner un système de compresseur - Google Patents

Système de compresseur servant à l'alimentation en air comprimé d'un véhicule utilitaire, et procédé permettant de faire fonctionner un système de compresseur Download PDF

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Publication number
EP2300711B1
EP2300711B1 EP09757291.1A EP09757291A EP2300711B1 EP 2300711 B1 EP2300711 B1 EP 2300711B1 EP 09757291 A EP09757291 A EP 09757291A EP 2300711 B1 EP2300711 B1 EP 2300711B1
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EP
European Patent Office
Prior art keywords
compressor
drive
compressor system
hydraulic pump
gear drive
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.)
Active
Application number
EP09757291.1A
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German (de)
English (en)
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EP2300711A1 (fr
Inventor
Jörg MELLAR
Gilles Hebrard
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
Original Assignee
Knorr Bremse Systeme fuer Nutzfahrzeuge GmbH
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Publication date
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Publication of EP2300711A1 publication Critical patent/EP2300711A1/fr
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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
    • F04B17/00—Pumps characterised by combination with, or adaptation to, specific driving engines or motors
    • F04B17/05—Pumps characterised by combination with, or adaptation to, specific driving engines or motors driven by internal-combustion engines
    • 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
    • F04B23/00—Pumping installations or systems
    • F04B23/04—Combinations of two or more pumps
    • 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
    • F04B23/00—Pumping installations or systems
    • F04B23/04—Combinations of two or more pumps
    • F04B23/08—Combinations of two or more pumps the pumps being of different types
    • F04B23/10—Combinations of two or more pumps the pumps being of different types at least one pump being of the reciprocating positive-displacement type
    • 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
    • F04B35/00—Piston pumps specially adapted for elastic fluids and characterised by the driving means to their working members, or by combination with, or adaptation to, specific driving engines or motors, not otherwise provided for
    • F04B35/002—Piston pumps specially adapted for elastic fluids and characterised by the driving means to their working members, or by combination with, or adaptation to, specific driving engines or motors, not otherwise provided for driven by internal combustion engines
    • 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
    • F04B35/00—Piston pumps specially adapted for elastic fluids and characterised by the driving means to their working members, or by combination with, or adaptation to, specific driving engines or motors, not otherwise provided for
    • F04B35/01—Piston pumps specially adapted for elastic fluids and characterised by the driving means to their working members, or by combination with, or adaptation to, specific driving engines or motors, not otherwise provided for the means being mechanical
    • 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
    • F04B41/00—Pumping installations or systems specially adapted for elastic fluids
    • F04B41/06—Combinations of two or more pumps

Definitions

  • the invention relates to a compressor system for compressed air supply of a commercial vehicle with a compressor, a clutch and a hydraulic pump, wherein the compressor system is drivable via a drive train and the compressor is completely decoupled by the clutch of a drive motor.
  • the invention further relates to a method for operating a compressor system for supplying compressed air to a commercial vehicle with a compressor, a clutch and a hydraulic pump, wherein the compressor system is driven by a drive train and the compressor is completely decoupled from the drive motor by the clutch.
  • Modern commercial vehicles have many subsystems that are operated with compressed air. These include, for example, a compressed air operated service brake or air suspension.
  • a compressed air supply device is normally provided in the commercial vehicle, which comprises a compressor.
  • This compressor is mechanically driven by a drive motor of the commercial vehicle.
  • the coupling of the compressor is normally via a toothing at one end of the crankshaft of the drive motor.
  • the compressor itself has a further crankshaft, on whose side facing away from the drive side toothing often a hydraulic pump, for example a power steering pump, is arranged.
  • connection of the hydraulic pump to the shaft of the compressor is carried out with the help of a radial play balance bearing, for example a Maltese cross, or a multi-tooth bearing, which can handle a higher torque, but tolerates a lesser clearance compared to the Maltese cross.
  • a radial play balance bearing for example a Maltese cross, or a multi-tooth bearing, which can handle a higher torque, but tolerates a lesser clearance compared to the Maltese cross.
  • a clutch is often provided in modern commercial vehicles, which is able to save energy to completely decouple the compressor from the drive motor.
  • this is not tolerable for safety reasons.
  • Another option is to operate the steering assistance purely electrically. It is then no longer mechanically powered by the drive motor power steering pump and the pump requires its own electric motor. This is in principle feasible, but the electric motor must provide a large power of about 50 KW, which is why he also claimed appropriate space and weight. Furthermore, the energy consumption is less favorable.
  • the compressor system builds on the generic state of the art in that the drive train comprises a gear drive, via which the hydraulic pump is drivable and that the coupling between the gear drive and the compressor is arranged.
  • Arranging the coupling between the gear drive and the compressor does not mean the spatial position of the coupling between the gear drive and the compressor.
  • the term "between” rather describes the path of the transmitted force.
  • the power is transmitted from the gear drive via the clutch to the compressor.
  • the coupling is also arranged in space between the gear drive and the compressor.
  • the arrangement of the clutch between the gear drive and the compressor, a decoupling of the compressor of the drive motor is possible without affecting the drive of the hydraulic pump.
  • As an additional mechanical component only the gear drive in the drive train is necessary, via which a power take-off for the hydraulic pump is provided.
  • the mechanical connection of the compressor system to the drive motor can remain unchanged compared to a conventional compressor system.
  • the compressor and the hydraulic pump are integrated in a common housing.
  • the placement of compressor and hydraulic pump in a common housing facilitates the cooling of both components, as a common cooling system can be used.
  • the common housing can be cooled as a whole.
  • the gear drive has a ratio equal to one.
  • the compressor and the hydraulic pump can be operated at different speeds. This allows separate optimization of the compressor and hydraulic pump for the vehicle.
  • a further advantage is that the compressor system comprises a further drive on the side facing away from the wheel drive side of the compressor.
  • the further drive can be designed, for example, as a further wheel drive, as a belt drive or as a chain drive.
  • a connection option for the hydraulic pump which is not limited by the compressor in terms of the available space.
  • a second connection possibility can arise, which can be used to connect a further auxiliary unit, for example a coolant pump.
  • the gear drive is partially mounted with a bushing and that the socket at the same time supports a crankshaft of the compressor.
  • the gears used in the gear drive are usually rotatably mounted, wherein the simultaneous use of a bearing point of a gear of the gear drive for supporting the crankshaft simplifies the mechanical construction of the compressor system.
  • the gear drive and the crankshaft are freely rotatably coupled to each other via the socket.
  • the freely rotating coupling between the gear drive and the crankshaft allows only the switching off of the compressor via the clutch.
  • the generic method for operating a compressor system is further developed in that the hydraulic pump is driven by a drive train of the drive train and that the drive train between the gear drive and the compressor is disconnected to decouple the compressor from the drive motor.
  • the advantages and particularities of the compressor system according to the invention are also implemented in the context of a method. This also applies to the following particularly preferred embodiments of the method according to the invention.
  • the hydraulic pump is driven via the gear drive with a ratio not equal to one.
  • the compressor is driven by a further drive, which is arranged behind the gear drive seen from the drive train.
  • FIG. 1 shows a schematic representation of a commercial vehicle with a compressor system according to the invention.
  • the illustrated commercial vehicle 20 includes a drive motor 18 and is driven by the drive motor 18 via a drive train 28. From the drive train 28, a drive train 16 for a compressor system 10 is branched off via a drive 32, which comprises a compressor 12 and a hydraulic pump 14. The compressor system 10 is driven as a whole by the drive train 16, wherein via a gear drive 30, a power take-off 24 is provided for driving the hydraulic pump 14. Between the Rädertrieb 30 and the compressor 12, a clutch 22 is arranged, which can be opened or closed, without affecting the operation of the hydraulic pump 14. The switching of the clutch 22 can be taken over by a control unit, not shown, which, for example, part a compressed air treatment plant of the commercial vehicle 20 may be. The ratio of the gear drive 30 can be freely selected to allow a separate optimization of hydraulic pump 14 and compressor 12.
  • FIG. 2 shows an exterior view of a compressor system according to the invention.
  • the illustrated compressor system 10 is integrated in a common housing 26, wherein in the upper region of the compressor and in the lower region, the hydraulic pump is arranged.
  • FIG. 3 shows a cross section through a compressor system according to the invention.
  • the illustrated compressor system 10 is a cross-section through a section of FIG FIG. 2 illustrated outside view.
  • the compressor 12 is arranged in the upper region and the power steering pump 14 in the lower region.
  • the drive train 16 enters behind a standard connection port 34 in the common housing 26 of the compressor system 10, wherein subsequently via a gear drive 30, a power take-off 24 is provided for driving a hydraulic pump 14.
  • a clutch 22 is further arranged.
  • FIG. 4 shows an external view of a compressor system according to the invention without attached hydraulic pump. Shown is the arranged in the housing 26 compressor 12, which is separable via a clutch control port 36 of the drive train not visible in this illustration. In the foreground are still visible a connection flange 38 and a further connection flange 38 'to which the hydraulic pump can be connected. Depending on requirements, it is conceivable that two hydraulic pumps on the connecting flanges 38, 38 'simultaneously to operate, or supply other ancillaries with drive energy.
  • FIG. 5 shows a cross section through a compressor system according to the invention without attached hydraulic pump. This is shown from the FIG. 4 already known compressor system in a sectional view.
  • the wheel drive 30 and a further wheel drive 44 which are arranged on two different sides of the compressor 12, are visible.
  • the clutch 22 is disposed between the further gear train 44 and the compressor 12 and is operable via the clutch control port 36.
  • the transmission ratio of the further gear drive 44 can be chosen freely analogous to the transmission ratio of the gear drive 30.
  • the transmitted from the drive train, not shown on the gear drive 30 force is transmitted via a shaft 42 to the other gear drive 44. From there it can be tapped at the connecting flanges 38, 38 ', or is transmitted via the coupling 22 to the compressor 12.
  • crankshaft 46 assigned to the compressor 12 and the wheel drive 30 takes place via a bush 40 which supports both a gear of the gear drive 30 and the crankshaft 46.
  • the use of two separate sockets, which can then be positioned arbitrarily, is also possible.
  • the storage takes place freely rotating, so that the gear of the gear drive 30 can rotate independently of the crankshaft 46.
  • FIG. 6 shows a schematic structure of a power transmission path in a compressor system according to the invention.
  • Power is transmitted in the form of a torque to the gear drive 30 via the drive train 16.
  • the illustrated gear drive 30 comprises three gears, which are shown without their teeth for the sake of simplicity.
  • the force introduced into the wheel drive 30 is transmitted via the shaft 42 to the further wheel drive 44, which has two connecting flanges 38, 38 ', to which auxiliary units, not shown, for example the hydraulic pump, can be connected.
  • the crankshaft 46 of the compressor is driven via the clutch 22, which is mounted on the wheel drive 30 side facing by means of a sleeve 40.
  • the sleeve 40 stores at the same time a gear wheel of the gear drive 30, wherein the crankshaft 46 and the gear wheel of the gear drive 30 are independently rotatable.
  • the sleeve 40 thus supports the crankshaft 46 in the compressor housing 26 and the gear of the gear drive 30 on the crankshaft 46 freely rotating.
  • FIG. 7 shows a schematic representation of a commercial vehicle with a second embodiment of a compressor system according to the invention.
  • the driving force for the in FIG. 7 shown compressor system 10 is transmitted directly from the drive 32 to the gear drive 30.
  • a drive train for example in the form of a wave, can be omitted.
  • a gear of the drive 32 directly engage in a gear of the gear drive 30 and thus supply the compressor system 10 with drive energy.
  • FIG. 8 shows a schematic representation of a commercial vehicle with a third embodiment of a compressor system according to the invention.
  • illustrated embodiment of the compressor system 10 is based on the already in FIG. 6 described power transmission path.
  • drive energy is introduced into a gear drive 30, wherein a not explicitly illustrated gear of the gear drive 30 is supported by a bushing 40.
  • the force introduced into the gear drive 30 is transmitted via a shaft 42 to a further gear drive 44 and supplied from there via a coupling 22 to a compressor 12.
  • the crankshaft of the compressor 12 is mounted on the side facing away from the coupling 22 by a sleeve 40 '.
  • FIG. 8 shows a schematic representation of a commercial vehicle with a third embodiment of a compressor system according to the invention.
  • illustrated embodiment of the compressor system 10 is based on the already in FIG. 6 described power transmission path.
  • a drive 30 and a drive train 16 drive energy is introduced into a gear drive 30, wherein a not explicitly illustrated gear of the gear drive 30 is supported by a bush
  • the sleeve 40 ' is provided, which is arranged spatially spaced from the sleeve 40.
  • a connecting flange 38 and a further connecting flange 38 ' are furthermore provided, to which a hydraulic pump 14 and a pump 14' can be connected.
  • the pump 14 ' stands symbolically for any of the Drive motor 18 to be driven auxiliary unit, for example, a coolant pump.
  • FIG. 9 shows a schematic representation of a commercial vehicle with a fourth embodiment of a compressor system according to the invention.
  • the FIG. 9 illustrated embodiment differs from the in FIG. 8 illustrated embodiment in the way how torque is introduced into the compressor system 10. Analogous to the in FIG. 7 torque is transferred directly from the drive 32 to the gear drive 30, wherein an intermediate shaft is omitted.
  • FIG. 10 shows a second embodiment of a power transmission path in a compressor system according to the invention.
  • the illustrated power transmission path differs from that FIG. 3 mentioned embodiment in particular in that the gear drive 30 comprises three gears and the drive train 16 and the crankshaft 46 are not coupled together to a single gear of the gear drive 30. In this way, the speed of the compressor and the power take-off 24 in the design of the gear drive 30 can be varied within wide ranges.
  • FIG. 11 shows a second external view of a compressor system according to the invention.
  • the illustrated compressor system 10 is different from that FIG. 2 known compressor system 10 in particular by the mounting position of a in FIG. 11 ancillaries, not shown, for example, a hydraulic pump.
  • the accessory is mounted on the port flange 38 so as to occupy a position between a cylinder head 48 of the compressor and the port flange 38 on the gear train inside the housing 26.
  • FIG. 12 shows a third embodiment of a power transmission path in a compressor system according to the invention.
  • the illustrated Kraftauertragungsweg differs from the embodiment known from Figure by the use of a belt drive 50 with a belt 52 and an additional tensioning wheel, the function of the FIG. 6 known further wheel drive takes over.
  • On the representation of connecting flanges for the connection of ancillary units was omitted for better clarity. Analogous to FIG. 6 However, appropriate connection options are foreseeable.
  • FIG. 13 shows a fourth embodiment of a power transmission path in a compressor system according to the invention.
  • a chain drive 54 is used with a chain 56 and an additional tensioning wheel.
  • Analogous to FIG. 12 are also possible connections for ancillaries.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Compressors, Vaccum Pumps And Other Relevant Systems (AREA)
  • Applications Or Details Of Rotary Compressors (AREA)
  • Electromagnetic Pumps, Or The Like (AREA)
  • Details Of Reciprocating Pumps (AREA)
  • Auxiliary Drives, Propulsion Controls, And Safety Devices (AREA)

Claims (8)

  1. Système (10) de compresseur pour l'alimentation d'un véhicule (20) utilitaire en air comprimé, comprenant un compresseur (12), un accouplement (22) et une pompe (14) hydraulique, le système (10) de compresseur pouvant être entraîné par le moteur (18) de traction du véhicule (20) utilitaire par l'intermédiaire d'une chaîne (16) d'entraînement et le compresseur (12) pouvant être découplé complètement du moteur (18) de traction par l'accouplement (22), dans lequel la chaîne (16) d'entraînement comprend une transmission (30) par engrenage, par laquelle la pompe (14) hydraulique peut être entraînée, et dans lequel l'accouplement (22) est disposé entre la transmission (30) par engrenage et le compresseur (12), caractérisé en ce que la transmission (30) par engrenage procure sur deux sorties distinctes l'une de l'autre des vitesses de rotation différentes pour l'entraînement du compresseur (12) et de la pompe (14) hydraulique.
  2. Système (10) de compresseur suivant la revendication 1, caractérisé en ce que le compresseur (12) et la pompe (14) hydraulique sont intégrés dans une enveloppe (26) commune.
  3. Système (10) de compresseur suivant la revendication 1 ou 2, caractérisé en ce que le système (10) de compresseur comprend une autre transmission (44, 50, 54) du côté du compresseur (12) éloigné de la transmission (30) par engrenage.
  4. Système (10) de compresseur suivant l'une des revendications précédentes, caractérisé
    - en ce que la transmission (30) par engrenage est montée en partie par un coussinet (40) et
    - en ce que le coussinet (40) porte en même temps une manivelle (46) du compresseur (12).
  5. Système (10) de compresseur suivant l'une des revendications précédentes, caractérisé en ce que la transmission (30) par engrenage et la manivelle (46) sont accouplées l'une à l'autre en tournant librement par l'intermédiaire du coussinet (40).
  6. Procédé pour faire fonctionner un système (10) de compresseur pour alimenter un véhicule (20) utilitaire en air comprimé, comprenant un compresseur (12), un accouplement (22) et une pompe (14) hydraulique, le système (10) de compresseur étant entraîné par le moteur (18) de traction du véhicule (20) utilitaire par l'intermédiaire d'une chaîne (16) d'entraînement et le compresseur (12) étant découplé complètement du moteur (18) de traction par l'accouplement (22) et dans lequel la pompe (14) hydraulique est entraînée par la chaîne (16) d'entraînement par l'intermédiaire d'une transmission (30) par engrenage et dans lequel la chaîne (16) d'entraînement est séparée entre la transmission (30) par engrenage et le compresseur (12) pour découpler le compresseur (12) du moteur (18) de traction, caractérisé en ce que l'on met à disposition sur deux sorties distinctes l'une de l'autre des vitesses de rotation différentes pour l'entraînement du compresseur (12) et de la pompe (14) hydraulique.
  7. Procédé suivant la revendication 6, caractérisé en ce que l'on intègre le compresseur (12) et la pompe (14) hydraulique dans une enveloppe (26) commune.
  8. Procédé suivant la revendication 6 ou 7, caractérisé en ce que l'on prévoit une autre transmission (44, 50, 54), qui est disposée, considérée à partir de la chaîne (16) d'entraînement, derrière la transmission (30) par engrenage.
EP09757291.1A 2008-06-04 2009-06-04 Système de compresseur servant à l'alimentation en air comprimé d'un véhicule utilitaire, et procédé permettant de faire fonctionner un système de compresseur Active EP2300711B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102008026684 2008-06-04
PCT/EP2009/003995 WO2009146908A1 (fr) 2008-06-04 2009-06-04 Système de compresseur servant à l'alimentation en air comprimé d'un véhicule utilitaire, et procédé permettant de faire fonctionner un système de compresseur

Publications (2)

Publication Number Publication Date
EP2300711A1 EP2300711A1 (fr) 2011-03-30
EP2300711B1 true EP2300711B1 (fr) 2016-01-13

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EP09757291.1A Active EP2300711B1 (fr) 2008-06-04 2009-06-04 Système de compresseur servant à l'alimentation en air comprimé d'un véhicule utilitaire, et procédé permettant de faire fonctionner un système de compresseur

Country Status (8)

Country Link
US (1) US8496450B2 (fr)
EP (1) EP2300711B1 (fr)
JP (1) JP5523449B2 (fr)
CN (1) CN101952589B (fr)
BR (1) BRPI0912304B1 (fr)
CA (1) CA2723203C (fr)
DE (1) DE102009023869A1 (fr)
WO (1) WO2009146908A1 (fr)

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Also Published As

Publication number Publication date
CA2723203A1 (fr) 2009-12-10
DE102009023869A1 (de) 2009-12-17
WO2009146908A1 (fr) 2009-12-10
EP2300711A1 (fr) 2011-03-30
CN101952589A (zh) 2011-01-19
JP2011522163A (ja) 2011-07-28
JP5523449B2 (ja) 2014-06-18
BRPI0912304A2 (pt) 2015-10-13
BRPI0912304B1 (pt) 2019-11-19
US8496450B2 (en) 2013-07-30
CN101952589B (zh) 2016-01-20
CA2723203C (fr) 2016-10-11
US20110135510A1 (en) 2011-06-09

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