EP3596340B1 - Compressor system with temperature monitoring device controllable in closed-loop and/or open-loop fashion - Google Patents

Description

The present invention relates to a compressor system of a vehicle, in particular a commercial vehicle, with at least one compressor which has 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.

So shows the DE 34 22 398 A1 a method and a device for operating a screw compressor system. 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 predeterminable oil temperature.

In addition, the DE 10 2004 060 417 A1 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 to a thermostatically controlled cooling circuit of the vehicle via a heat exchanger.

Incidentally, from the DE 10 2010 015 150 A1 a device for monitoring and / or displaying an oil level in an oil sump of the screw compressor, which fluctuates in different operating states of a screw compressor, is known.

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

In addition, the EP 1 156 213 A1 a method for regulating a fan in a compressor unit, the compressor unit comprising at least one compressor element, a motor and a cooling device.

In addition, the DE 603 04 555 T2 a method for controlling the oil return in an oil-injected screw compressor.

Further examples from the prior art are described, for example, in US Pat US 2005/089432 A1 , of the KR 2016 0058838 A , and the WO 2016/127226 A2 . The US 2005/089432 A1 discloses a method of controlling oil circulation in an oil-injected screw compressor having an oil circulation line between the oil separator and the compressor element in which an oil cooler is installed which is bypassed by a passage or bypass. The KR 2016 0058838 A discloses a device structure similar to that of US Pat US 2005/089432 A1 . The WO 2016/127226 A2 discloses a device for controlling the oil temperature of an oil injection compressor system with a compressor element which is provided with a gas inlet and an outlet for pressurized gas, which is connected to an oil separator which is connected to the aforesaid compressor element by means of an injection line, and wherein a cooler is in one part the injection line is attached, which can be bypassed by means of a bypass line.

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 within the compressor system.

The cooling of the oil is usually controlled by a wax thermostat, which supplies the oil to the heat exchanger for cooling above a certain temperature threshold. If the ambient temperature is low, the so-called switchover point of the wax thermostat cannot be reached because the compressor is usually not operated continuously, but works in a part-load cycle. As a result, the oil temperature and the component temperatures of the compressor generally remain comparatively low at low ambient temperatures. In this context, it becomes difficult to reach the usual operating temperature, which is in the region of approx. 90 ° C. This can also lead to undesired water condensation or moisture condensation in the housing and valves of the compressor.

It is therefore the object of the present invention to develop a compressor system of a vehicle, in particular a commercial vehicle, of the type mentioned at the beginning in an advantageous manner, in particular to the effect that the compressor can be improved with regard to its temperature management, it is made easier to reach the usual operating temperature, to be able to operate the compressor more efficiently overall and to prevent any condensation.

This object is achieved according to the invention by a compressor system with the features of claim 1. According to this, it is provided that a compressor system of a vehicle, in particular a commercial vehicle, comprises at least one compressor, which has 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, the temperature monitoring device also having at least one compressor start-up switching state and at least one compressor low-temperature switching state, the compressor start-up switching state being assigned to at least a first temperature range of the oil and the compressor low-temperature switching state being assigned to at least a second temperature range of the oil, with im Compressor start-up status, the oil flowing out of the compressor at least to this can be returned via the heat exchanger for heating the oil and, in the compressor low-temperature switching state, the oil flowing out of the compressor cannot be returned to it via the heat exchanger.

The invention is based on the basic idea of heating the oil of the compressor at low temperatures of the components of the compressor, for example as a result of low outside temperatures and / or during the start-up process if necessary, e.g. after a long period of standstill. The oil is heated via a heat exchanger in the compressor system, which is connected to a heat source in the commercial vehicle. To regulate the heating of the oil, the compressor system also has a temperature monitoring device that can be regulated as a function of the respective operating temperature of the compressor. If the temperature of the compressor and its oil is in a first, low temperature range (e.g. below 0 ° C), for example during the start-up process, the temperature monitoring device is set up to additionally heat the oil of the compressor via the heat exchanger. In this first low temperature range, the temperature monitoring device is in a compressor start-up switching state. Since the oil continues to heat up due to the compressor operation and the supply of preheated oil, the temperature monitoring device changes after the transition from the first low to a second temperature range to a compressor-low temperature switching state in which the oil flowing out of the compressor is no longer returned to it via the heat exchanger and is heated there.

Furthermore, it can be provided that the compressor also has an oil filter, so that in the compressor low-temperature switching state of the temperature monitoring device, the oil flowing out of the compressor can be returned to it at least via the oil filter. The provision of an oil filter is advantageous for minimizing wear and tear on the compressor, since the oil filter filters operational and wear-promoting particles from the oil and thus cleans it. In addition, it is particularly advantageous, during the compressor low temperature switching state of the temperature monitoring device, to return the oil flowing out of the compressor to it via the oil filter, since the oil has now approximately reached the mean temperature of the heat exchanger and can be further heated via the compressor operation and also to the heat exchanger not to be burdened additionally.

It is also conceivable that the temperature monitoring device has at least one normal compressor temperature switching state, with the oil flowing out of the compressor in the normal compressor temperature switching state at least via the heat exchanger is recyclable for cooling the oil. In the normal operating state of the compressor, if the oil continues to be fed back only via the oil filter, it would heat up after a certain period of operation to such an extent that the legally permissible maximum temperature would be exceeded or temperature-related damage to the compressor would occur. Consequently, at an oil temperature that exceeds the second temperature range (e.g. approx. 80 ° C to approx. 90 ° C), the temperature monitoring device switches to a normal compressor temperature switching state, so that the oil is returned to the compressor again via the heat exchanger, but in this case to its cooling.

In addition, it is conceivable that the temperature monitoring device has at least one control and / or regulating valve that can be actuated as a function of temperature. The provision of a control and / or regulating valve enables 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.

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

In addition, it is possible that the temperature-dependently actuable control and / or regulating valve is in the compressor start-up switching state if the oil temperature is less than or equal to a temperature of another medium that is located in the heat exchanger. This is a very simple and efficient way of controlling or regulating 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, in such a way that a control or regulating device of an air treatment device of the commercial vehicle first 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 operated 4/2-way control and / or regulating valve, it is conceivable that the to compare corresponding signals of the oil temperature and the temperature of the further medium in the heat exchanger as already described above by means of the electronic control or regulation device and to generate a pneumatic switching signal as a function thereof.

Furthermore, it is conceivable that at an oil temperature of less than approx. 50 ° C., in particular less than approx. 40 ° C., the control and / or regulating valve, which can be actuated as a function of temperature, is in the compressor start-up switching state. The heating of the oil via the heat exchanger is particularly efficient in a temperature range below approx. 50 ° C, since the heat exchanger is usually operated in an average nominal temperature range of approx. 40 ° C to approx. 50 ° C.

It is also conceivable that at an oil temperature of greater than approx. 50 ° C, in particular greater than approx. 40 ° C, and at an oil temperature of less than approx. 90 ° C, in particular less than approx. 80 ° C, this is the case temperature-dependent operable control and / or regulating valve is in the compressor low-temperature switching state. In a temperature range from approx. 40 ° C, the compressor is already sufficiently preheated so that, as it continues to operate, it can independently ensure that the oil is further heated without additional support from the heat exchanger.

In addition, it can be provided that at an oil temperature of greater than approx. 90 ° C., in particular greater than approx. 80 ° C., the temperature-dependently actuable control and / or regulating valve is in the normal compressor temperature switching state. Depending on the load condition of the compressor, its oil temperature can exceed a temperature range of approx. 80 ° C to approx. 90 ° C, which in the interests of operational safety requires renewed cooling of the oil and therefore the control and / or regulating valve changes to the normal compressor temperature switching state.

In addition, it is conceivable that the temperature monitoring device has at least one first wax thermostat valve and at least one second wax thermostat valve. Since wax thermostatic valves are relatively inexpensive, tried and 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 approx. -50 ° C., in particular greater than approx. -40 ° C., and at an oil temperature of less than approx. 50 ° C., in particular less than approx. 40 ° C, the first wax thermostatic valve is in a first switching state and the second wax thermostatic valve is in a first switching state, so that the oil flowing out of the compressor can be returned to it at least via the heat exchanger to heat the oil. In particular in a temperature range between approx. -50 ° C and approx. 50 ° C, the heating of the oil via the heat exchanger is particularly efficient, since the heat exchanger usually operates at a temperature range of approx. 40 ° C to approx. 50 ° C is operated. The end of approx. 40 ° 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 approx. 50 ° C, in particular greater than approx. 40 ° C, and at an oil temperature of less than approx. 90 ° C, in particular less than approx. 80 ° C, this will occur The first wax thermostatic valve is in a second switching state and the second wax thermostatic valve is in a first switching state, so that the oil flowing out of the compressor can be returned to it at least via the oil filter. At a temperature range from approx. 40 ° C, the oil of the compressor is already sufficiently preheated and, as a result of its operation, it can now independently ensure that the oil is further heated. The end of approx. 80 ° C to approx. 90 ° C of this temperature range is due to the opening and closing characteristics of the second wax thermostatic valve.

In addition, it is conceivable that at an oil temperature of greater than approx. 90 ° C, in particular greater than approx. 80 ° C, and at an oil temperature of less than approx. 120 ° C, in particular less than approx. 110 ° C, this is the case 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 oil flowing out of the compressor can be returned to it at least 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, the oil needs to be cooled again, which results 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 again via the heat exchanger.

It is also conceivable that the operation of the compressor can be switched off at an oil temperature of greater than approx. 120 ° C., in particular greater than approx. 110 ° C.. For reasons of operational safety, it is important to switch off the operation of the compressor when the oil temperature is greater than approx. 120 ° C so that, firstly, the heat exchanger is not overloaded or at higher temperatures Temperatures must be designed and thus become 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 an electric main drive of the vehicle, there is the possibility of waste heat of the electrical components (e.g. electric motors or power electronics) to be used advantageously as a 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. Due to the fluids that can be used, liquid-liquid heat exchangers are characterized by very high degrees of thermal efficiency, which means that the heating or cooling of the oil can be carried out even more efficiently and advantageously.

It is also conceivable that the heat exchanger is fluidly connected to at least one electrical component of the vehicle to be cooled, in particular of the utility 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 that can be used to heat the compressor oil 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 take place even faster and thus even more efficiently.

In addition, it can be provided that the compressor is a positive displacement compressor, in particular a screw compressor and / or a vane compressor. Displacement compressors have a very good degree of efficiency with small to medium mass or volume flows and can be constructed relatively easily and consequently in a weight-optimized manner. Other concepts of positive displacement compressors such as reciprocating compressors, scroll compressors, liquid ring compressors, free piston compressors or roots compressors can also be used. It is also conceivable that the compressor is a turbo compressor.

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

Fig. 1

eine teilweise schematische Schnittdarstellung eines ersten bzw. zweiten Ausführungsbeispiels eines erfindungsgemäßen Kompressorsystems mit einem Kompressor in Form eines Schraubenkompressors;

Fig. 2

eine erste schematische Darstellung eines ersten Ausführungsbeispiels einer erfindungsgemäßen Temperaturüberwachungseinrichtung des ersten Ausführungsbeispiels des Kompressorsystems gemäß Fig. 1;

Fig. 3

eine zweite schematische Darstellung des ersten Ausführungsbeispiels der Temperaturüberwachungseinrichtung gemäß Fig. 2;

Fig. 4

eine erste schematische Darstellung eines zweiten Ausführungsbeispiels einer erfindungsgemäßen Temperaturüberwachungseinrichtung des zweiten Ausführungsbeispiels des Kompressorsystems gemäß Fig. 1;

Fig. 5

eine zweite schematische Darstellung des zweiten Ausführungsbeispiels der Temperaturüberwachungseinrichtung gemäß Fig. 4;

Fig. 6

eine dritte schematische Darstellung des zweiten Ausführungsbeispiels der Temperaturüberwachungseinrichtung gemäß Fig. 4;

Fig. 7

eine schematische Schnittdarstellung eines Kompressors in Form eines Flügelzellenkompressors 10' eines dritten bzw. vierten Ausführungsbeispiels eines erfindungsgemäßen Kompressorsystems;

Fig. 8

eine schematische perspektivische Darstellung des dritten bzw. vierten Ausführungsbeispiels des Kompressorsystems gemäß Fig. 7;

Fig. 9

eine erste schematische Darstellung eines dritten Ausführungsbeispiels einer erfindungsgemäßen Temperaturüberwachungseinrichtung des dritten Ausführungsbeispiels des Kompressorsystems gemäß Fig. 8;

Fig. 10

eine zweite schematische Darstellung des dritten Ausführungsbeispiels der Temperaturüberwachungseinrichtung gemäß Fig. 9;

Fig. 11

eine erste schematische Darstellung eines vierten Ausführungsbeispiels einer erfindungsgemäßen Temperaturüberwachungseinrichtung des vierten Ausführungsbeispiels des Kompressorsystems gemäß Fig. 8;

Fig. 12

eine zweite schematische Darstellung des vierten Ausführungsbeispiels der Temperaturüberwachungseinrichtung gemäß Fig. 11;

Fig. 13

eine dritte schematische Darstellung des vierten Ausführungsbeispiels der Temperaturüberwachungseinrichtung gemäß Fig. 11;

Fig. 14

ein Temperatur-Zeit-Diagramm einer Erwärmung des Öls eines Kompressors sowie eines Kühlkreislaufs eines Fahrzeugs gemäß eines konventionellen Kompressorsystems;

Fig. 15

ein Temperatur-Zeit-Diagramm einer Erwärmung des Öls eines Kompressors sowie eines Kühlkreislaufs eines Fahrzeugs gemäß eines erfindungsgemäßen Kompressorsystems gemäß Fig. 1 bis 13; und

Fig. 16

eine Gegenüberstellung der Diagramme gemäß Fig. 14 und Fig. 15.

Show it:

Fig. 1

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

a first schematic representation of a first embodiment of a temperature monitoring device according to the invention of the first embodiment of the compressor system according to FIG Fig. 1 ;

Fig. 3

a second schematic representation of the first embodiment of the temperature monitoring device according to FIG Fig. 2 ;

Fig. 4

a first schematic representation of a second embodiment of a temperature monitoring device according to the invention of the second embodiment of the compressor system according to FIG Fig. 1 ;

Fig. 5

a second schematic illustration of the second embodiment of the temperature monitoring device according to FIG Fig. 4 ;

Fig. 6

a third schematic illustration of the second exemplary embodiment of the temperature monitoring device according to FIG Fig. 4 ;

Fig. 7

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

Fig. 8

a schematic perspective illustration of the third and fourth exemplary embodiment of the compressor system according to FIG Fig. 7 ;

Fig. 9

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

Fig. 10

a second schematic illustration of the third exemplary embodiment of the temperature monitoring device according to FIG Fig. 9 ;

Fig. 11

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

Fig. 12

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

Fig. 13

a third schematic illustration of the fourth exemplary embodiment of the temperature monitoring device according to FIG Fig. 11 ;

Fig. 14

a temperature-time diagram of a heating of the oil of a compressor and a cooling circuit of a vehicle according to a conventional compressor system;

Fig. 15

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

Fig. 16

a comparison of the diagrams according to Figures 14 and 15 .

Fig. 1 shows a schematic sectional illustration of a compressor 10 of a compressor system 100, 200 in the sense of a first and second exemplary embodiment for the present invention.

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

The screw compressor 10 has a fastening flange 12 for mechanically fastening the screw compressor 10 to a drive in the form of an electric motor, which is not shown in detail here.

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

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 accommodated.

The housing 20 is filled with oil 22.

When the screw compressor 10 is installed and ready for operation, the oil 22 forms an oil sump 22a in its lower housing area.

On the air inlet side, an inlet connector 24 is provided on the housing 20 of the screw compressor 10. The inlet connector 24 is designed in such a way that an air filter 26 is arranged on it. In addition, an air inlet 28 is provided radially on the air inlet connector 24. In the area between the inlet connector 24 and the point at which the inlet connector 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.

An air supply channel 32 is provided downstream of the valve insert 30 and supplies the air to the two screws 16, 18.

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

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

A holder 40 for an air / oil separator 42 is also provided in the air outlet area.

In the assembled state, the holder 40 for the exhaust filter has in the area facing the floor (as also in FIG Fig. 1 shown) the exhaust filter 42 on.

A corresponding filter screen or known filter and oil separation devices 44, which are not specified in detail, are also provided in the interior of the air / oil separator 42.

In the central upper area, based on the assembled and ready-to-use condition (i.e. as in Fig. 1 shown), the holder for the exhaust filter 40 has an air outlet opening 46, which lead to a check valve 48 and a minimum pressure valve 50. The check valve 48 and the minimum pressure valve 50 can also be formed in a common, combined valve.

The air outlet 51 is provided downstream of the check valve 48.

The air outlet 51 is usually connected to correspondingly known compressed air consumers.

In order to return the separated oil 22 in the exhaust filter 42 to the housing 20, a riser 52 is provided which has a filter and check valve 54 at the outlet of the holder 40 for the exhaust filter 42 when it passes into the housing 20.

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

An oil drain plug 59 is provided within the bottom area of the housing 20 in the assembled state. A corresponding oil drain opening through which the oil 22 can be drained can be opened via the oil drain screw 59.

In the lower area of the housing 20 there is also the extension 60 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 66a.

Instead of the thermostat 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 target value.

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

The cooler 74 is connected to the extension 60.

In the upper area of the housing 20 (in relation to the assembled state) there is a safety valve 76, by means of which excess pressure in the housing 20 can be reduced.

A bypass line 78, which leads to a relief valve 80, is located upstream of the minimum pressure valve 50. Via this relief valve 80, which is controlled by means of a connection to the air supply 32, air can be returned to the area of the air inlet 28.

A vent valve (not shown in detail) and also a nozzle (diameter reduction of the supply line) can be provided in this area.

In addition, an oil level sensor 82 can be provided approximately at the level of the line 34 in the outer wall of the housing 20. This oil level sensor 82 can, for example, be an optical sensor and can be designed and set up in such a way that the sensor signal can be used to identify whether the oil level is above the oil level sensor 82 during operation or whether the oil level sensor 82 is exposed and the oil level has fallen accordingly as a result.

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

The function of the in Fig. 1 shown screw compressor 10 is as follows:
Air is supplied via the air inlet 28 and reaches the screws 16, 18 via the check valve 30, where the air is compressed. The compressed air-oil mixture, which rises with a factor of between 5 and 16-fold compression according to the screws 16 and 18 through the outlet line 34 via the riser pipe 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 exhaust filter 42 and, if the corresponding minimum pressure is reached, reaches the air outlet line 51.

The oil 22 located in the housing 20 is kept 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 also not switched on.

The corresponding connection takes place via the thermostatic valve 68. After the purification in the oil filter 62, oil is fed to the screw 18 or the screw 16, but also to the bearing 72, via the line 68. The screw 16 or the screw 18 is supplied with oil 22 via the return line 52, 58; here, the oil 22 is purified in the exhaust filter 42.

The screws 16 and 18 of the screw compressor 10 are driven via 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 relief valve 80, not shown in detail, ensures that in the area of the supply line 32, the high pressure that prevails in the operating state, for example on the outlet side of the screws 16, 18, cannot be locked in, but that, especially when the compressor starts up, it is always in the area of the supply line 32 there is a low inlet pressure, in particular atmospheric pressure. Otherwise, when the compressor starts up, a very high pressure would initially arise on the output side of the screws 16 and 18, which would overload the drive motor.

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

In Fig. 2 a first embodiment of a compressor system 100 according to the invention of a commercial vehicle is also shown.

The compressor system 100 has a compressor 10.

The compressor 10 is according to Fig. 2 and also in connection with the further description of the figures below Figures 3 to 6 designed as a screw compressor 10.

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

The temperature monitoring device 166 is designed as a control or regulating valve 166b that can be actuated as a function of temperature.

According to Fig. 2 the temperature-dependently actuatable control or regulating valve 166b is a 4/2-way solenoid control or regulating valve 166b.

Furthermore, the control or regulating valve 166b which can be actuated as a function of the temperature can be a pneumatically actuatable control or regulating valve 166b.

The oil sump 22a of the compressor 10, the oil filter 62, the temperature monitoring device 166 and the heat exchanger 74 are operatively connected.

Accordingly, the compressor 10 is connected to the 4/2-way solenoid control or regulating valve 166b by means of a compressor output line 102.

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

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

The heat exchanger 74 also has a heat exchanger inlet line 106 and a heat exchanger outlet 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 or regulating valve 166b is connected to the oil filter 62 via an oil filter inlet line 112.

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

The oil filter 62 is also connected to the compressor 10 via a compressor input line 114.

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

The 4/2-way solenoid control or regulating valve 166b is also connected to an electronic or pneumatic control or regulating device (not in Fig. 2 shown) electrically or pneumatically connected.

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 solenoid control or regulating valve 166b can be described as follows:
Since the oil 22 in the oil sump 22a is continuously subjected to its working pressure during operation of the compressor 10, as soon as the compressor 10 has started operating, the oil 22 of the oil sump 22a in the vicinity of the compressor output line 102 flows out of the compressor 10 through the latter .

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

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

The 4/2-way solenoid control or regulating valve 166b accordingly has a compressor start-up switching state, a compressor low-temperature switching state and a compressor normal temperature switching state.

The oil temperature can be measured by a temperature sensor that detects the temperature of the oil 22 within the oil sump 22a, within the 4/2-way solenoid control or regulating valve 166b or within the connecting line 102, in the form of a signal to a temperature sensor electrically connected control or regulation device are transmitted.

In response to the signal from the temperature sensor, the 4/2-way solenoid control or regulating valve 166b can be actuated by means of the control or regulating device.

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

The compressor start-up switching state is consequently assigned to a first temperature range of the oil 22.

This first temperature range of less than approximately 40 ° C. exists when the compressor 10 has not been in operation for a longer period of time, for example when the utility vehicle is at a standstill overnight.

As an alternative to this, the 4/2-way solenoid control or regulating valve 166b can be in the compressor start-up switching state if the oil temperature is less than or equal to a temperature of another medium that is located in the heat exchanger 74.

The medium can be water or a water / glycol 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 regulating device electrically connected to the temperature sensor by a further temperature sensor, which detects its temperature within the heat exchanger 74, within the heat exchanger inlet line 106 or within the heat exchanger outlet line 108.

It is also possible for the control or regulation 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 from both temperature sensors, the 4/2-way solenoid control or regulating valve 166b can be actuated by means of the control or regulating device.

In the compressor start-up state, the oil 22 flowing out of the compressor 10 can be returned to the compressor 10 at least via the heat exchanger 74 for heating the oil 22.

Consequently, in the compressor start-up switching state, the compressor output line 102 is connected to the valve output line 104 via the 4/2-way solenoid control or regulating valve 166b, whereby the oil 22 from the 4/2-way solenoid control or regulating valve 166b initially enters the Heat exchanger 74 flows in and is heated as a result.

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

The oil 22 then leaves the 4/2-way solenoid control or regulating valve 166b and flows into the oil filter 62 via the oil filter inlet line 112 and is cleaned there.

The heated oil 22 then flows out of the oil filter 62 and again flows into the compressor 10 via the compressor inlet line 114.

As a result of the inflow of the oil 22 preheated by the heat exchanger 74, the heating of the compressor 10 is accelerated overall.

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

At an oil temperature of greater than approx. 40 ° C and an oil temperature of less than approx. 80 ° C, the temperature-dependently actuable 4/2-way solenoid control or regulating valve 166b is in the compressor temperature switching state.

The compressor low-temperature switching state is thus assigned to a second temperature range of the oil 22.

Fig. 3 shows in this regard a second schematic illustration of the 4/2-way solenoid control or regulating valve 166b according to FIG 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 cannot be returned to it via the heat exchanger 74.

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

In this case, the compressor output line 102 is connected directly to the oil filter input line 112 via the 4/2-way solenoid control or regulating valve 166b, as a result of which the heat exchanger 74 is bypassed.

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

The oil 22 then leaves the 4/2-way solenoid control or regulating valve 166b and flows into the oil filter 62 via the oil filter inlet line 112 and is cleaned there.

The oil 22 then flows out of the oil filter 62 and flows in turn into the compressor 10 via the compressor inlet line 114.

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

If the oil temperature is greater than approx. 80 ° C, the 4/2-way solenoid control or regulating valve 166b is in the normal compressor temperature switching state,

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

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

In the normal compressor temperature switching state, the oil 22 flowing out of the compressor 10 can therefore be returned to it again at least via the heat exchanger 74 for cooling the oil 22.

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

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

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

The oil 22 then leaves the 4/2-way solenoid control or regulating valve 166b and flows into the oil filter 62 via the oil filter inlet line 112 and is cleaned there. The cooled oil 22 then flows out of the oil filter 62 and flows in turn into the compressor 10 via the compressor inlet line 114.

As a result of the inflow of the oil 22 cooled by the heat exchanger 74, the further heating of the compressor 10 during its further operation is slowed down.

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

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

The medium (coolant) is supplied to the heat exchanger 74 by means of a further fluid circuit in the form of a cooling circuit of the commercial vehicle by means of the heat exchanger inlet line 106 and the heat exchanger outlet line 108 and then discharged again.

Furthermore, the heat exchanger 74 is equipped with an electrical component to be cooled (not in Fig. 3 shown) of the commercial vehicle, fluid-connected.

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

In Fig. 4 FIG. 12 also shows a second embodiment of the compressor system 200 according to the invention Fig. 1 of a commercial vehicle shown.

The compressor system 200 has a compressor 10 with a housing 20.

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

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

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

The first wax thermostatic valve 266c is disposed downstream of the oil sump 22a.

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

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

The second wax thermostatic valve 266d is arranged 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 inlet line 208.

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

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

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

In addition, the first wax thermostat valve 266c is connected to the thermostat valve output line 210 via a thermostat valve bypass line 212.

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

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

The compressor output line 202, the first thermostat valve line 204, the second thermostat valve line 206, the first oil filter input line 208, the thermostat valve bypass line 212 and the compressor input line 216 are arranged within a housing extension 218 of the housing 20 of the compressor 10.

The thermostat valve output line 210 and the second oil filter input line 214 are at least partially arranged within the housing extension 218.

Outside the housing extension 218, the thermostat valve output line 210 and the second oil filter input line 214 are designed as overhead lines and are connected to the housing extension 218 via corresponding connections.

The oil filter 62 is also arranged on an end face of the housing extension 218 facing away from the housing 20.

The function of the second exemplary embodiment of the compressor system 200 with a temperature monitoring device 266 in the form of the first and second wax thermostatic valves 266c, 266d can be described as follows:
When the oil temperature is greater than approximately -40 ° C. and when the oil temperature is less than approximately 40 ° C., the first wax thermostatic valve 266c is in a first switching state and the second wax thermostatic valve 266d is also in a first switching state.

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

Since the working pressure of the compressor 10 is applied to the oil sump 22a, the oil 22 can flow out of it in the first place.

In the first switching state of the first wax thermostat valve 266c, the compressor output line 202 and the thermostat valve bypass line 212 are fluidly connected to one another via the first wax thermostat valve 266c.

The second wax thermostatic valve 266d is thus bypassed.

The oil 22 consequently flows from the oil sump 22a via the compressor output line 202, the first wax thermostat valve 266c, the thermostat valve bypass line 212 and via the thermostat valve output 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 fed to the oil filter 62 by means of the second oil filter inlet line 214, where it is cleaned.

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

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

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

From this temperature the so-called switchover 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 for the wax thermostatic valve 266c to be fully open at approx. 40 ° C.

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

Fig. 5 shows a second schematic illustration of the second embodiment of the temperature monitoring device 266 in the form of the first and second wax thermostatic valve 266c, 266d according to FIG Fig. 4 .

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

As a result, the oil 22 flowing out of the compressor 10 can be returned to it at least via the oil filter 62.

In the second switching state of the first wax thermostat valve 266c and in the first switching state of the second wax thermostat valve 266d, the first oil filter input line 208 is fluidly connected to the first thermostat valve line 204 via the second wax thermostat valve 266d and the first thermostat valve line 204 is fluidly connected to the compressor output line 202 via the first wax thermostat valve 266c.

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

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

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

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

From this temperature of approx. 80 ° C., the so-called switchover point of the second wax thermostatic valve 266d is reached.

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

Fig. 6 shows a third schematic illustration of the second embodiment of the temperature monitoring device 266 in the form of the first and second wax thermostat valve 266c, 266d according to FIG Fig. 4 .

At an oil temperature of greater than approx. 80 ° C and an oil temperature of less than approx. 110 ° C, the first wax thermostatic valve 266c is in a second switching state and the second wax thermostatic valve 266d is in a second switching state,

Consequently, the oil 22 flowing out of the compressor 10 can be returned to it at least via the heat exchanger 74 for cooling the oil 22.

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

The oil 22 from the oil sump 22a accordingly flows through the compressor output line 202 via the first wax thermostat valve 266c into the first and second thermostat valve lines 204, 206 and further via the second wax thermostat valve 266d and via the thermostat valve output line 210 into the heat exchanger 74 and is cooled there .

The cooled oil 22 in turn flows out of the heat exchanger 74 and is fed 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 flows further via the compressor inlet line 216 into the compressor 10 again, 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 normal compressor temperature switching state.

As a result of its operation, the compressor 10 will not continue to heat up above an oil temperature of approx. 110 ° C., since the heat exchanger 74 is sufficiently dimensioned to avoid further heating.

The operation of the compressor 10 can also be switched off when the oil temperature is greater than approx. 110 ° C.

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

The medium which the oil 22 of the compressor 10 cools or warms depending on the switching state of the first and second wax thermostatic valve 266c, 266d is water or a water / glycol mixture or a similar coolant.

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

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

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

Additionally or alternatively, the heat exchanger 74 can be fluidly connected to an electrical and / or electronic module of the utility vehicle that is to be cooled.

For this purpose, the utility vehicle has a hybrid main drive or an electrical main drive.

Fig. 7 shows a schematic sectional illustration of a compressor 10 'in the form of a vane compressor 10' of a third or fourth embodiment of a compressor system 100 ', 200' according to the invention.

The compressor 10 'according to Fig. 7 is a rotary vane compressor 10 '.

The compressor 10 is according to Fig. 7 and also in connection with the further description of the figures below Figures 8 to 13 designed as a vane compressor 10 '.

The vane compressor 10 'has an eccentrically mounted rotary piston 16' with seven spring-loaded separating slides 17 'guided radially displaceably therein.

The rotary piston 16 'is enclosed by a hollow cylindrical housing 20', on the housing inner wall of which the separating slide 17 'seal off.

A sickle-shaped chamber is formed between the inner wall of the housing and the rotary piston 16 ', which is divided into an inlet chamber 21' and a compression chamber 23 '.

The sickle-shaped chamber is furthermore divided into individual sickle-chamber areas by the separating slide 17 '.

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 opening 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 separating slide 17', air flows from the air inlet opening 32 'into the inlet chamber 21', where it is enclosed between two adjacent separating slides 17 'in a sickle chamber area.

As the rotary piston 16 'continues to rotate, 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 'fluidly 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 illustration the third and fourth exemplary embodiment of the compressor system 100 ', 200' with the vane compressor 10 'according to FIG Fig. 7 .

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

The housing 20 'of the vane compressor 10' is also filled with oil 22 '.

When the vane compressor 10 'is installed and ready for operation, the oil 22' forms an oil sump 22a 'in its lower housing area.

The vane compressor 10 'also has an air filter 26' and an exhaust filter 42 '.

An air inlet 28 'with the air inlet opening 32' (not in FIG Fig. 8 shown) fluidly connected in the housing 20 'of the vane compressor 10'.

Furthermore, the air outlet opening 34 '(not in FIG Fig. 8 shown) in the housing 20 'of the vane compressor 10' with the air outlet 51 'fluidly connected.

A heat exchanger 74 'is also arranged between the electric motor 13' and the vane compressor 10 '.

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

This in Fig. 9 The third exemplary embodiment of the temperature monitoring device 166 ′ according to the invention shown has essentially the same structural and functional features as that in FIG Fig. 2 shown first embodiment of the temperature monitoring device 166 according to the invention.

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

Only the following structural difference in features should be shown:
The third exemplary embodiment of the compressor system 100 ′ has a vane compressor 10 ′.

Fig. 10 FIG. 11 shows a second schematic illustration of the third exemplary embodiment of the temperature monitoring device 166 ′ according to FIG Fig. 9 .

This in Fig. 10 The third exemplary embodiment of the temperature monitoring device 166 'according to the invention shown furthermore has essentially the same structural and functional features as that in FIG Fig. 3 shown first embodiment of the temperature monitoring device 166 according to the invention.

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

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

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

This in Fig. 11 The fourth exemplary embodiment of the temperature monitoring device 266 ′ according to the invention shown has essentially the same structural and functional features as that in FIG Fig. 4 shown second embodiment of the temperature monitoring device 266 according to the invention.

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

Only the following structural difference in features should be shown:
The fourth exemplary embodiment of the compressor system 200 ′ has a vane compressor 10 ′.

Fig. 12 FIG. 11 shows a second schematic illustration of the fourth exemplary embodiment of the temperature monitoring device 266 ′ according to FIG Fig. 11 .

This in Fig. 12 The fourth exemplary embodiment of the temperature monitoring device 266 ′ according to the invention shown furthermore has essentially the same structural and functional features as that in FIG Fig. 5 shown second embodiment of the temperature monitoring device 266 according to the invention.

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

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

This in Fig. 13 The fourth exemplary embodiment shown of the temperature monitoring device 266 ′ according to the invention also has essentially the same structural and functional features as that in FIG Fig. 6 shown second embodiment of the temperature monitoring device 266 according to the invention.

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

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

Fig. 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 Figures 14 and 15 .

REFERENCE LIST

10

Screw compressor

12th

Mounting flange

14th

Input shaft

16

screw

18th

screw

20th

casing

22nd

oil

22a

Oil sump

24

Inlet port

26th

Air filter

28

Air inlet

30th

Valve insert

32

Air supply duct

34

Air outlet pipe

36

Riser

38

Temperature sensor

40

Holder for an exhaust filter

42

Exhaust filter

44

Filter sieve or known filter or oil separating devices

46

Air outlet opening

48

check valve

50

Minimum pressure valve

51

Air outlet

52

Riser

54

Filter and check valve

56

jet

58

Oil return line

59

Oil drain plug

60

approach

62

Oil filter

64

Oil filter inlet duct

66

Temperature monitoring device

66a

Thermostatic valve

68

Return line

70

camp

72

jet

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 inlet line

108

Heat exchanger outlet line

110

Valve inlet line

112

Oil filter inlet line

114

Compressor inlet line

116

Signal line 166 temperature monitoring device

166b

4/2-way solenoid control or regulating valve

200

Compressor system

202

Compressor output line

204

first thermostatic valve line

206

second thermostatic valve line

208

first oil filter inlet line

210

Thermostatic valve outlet line

212

Thermostatic valve bypass line

214

second oil filter inlet line

216

Compressor inlet line

218

Housing approach

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 '

Slide gate valve

20 '

casing

21 '

Inlet chamber

22 '

oil

22a '

Oil sump

23 '

Compression chamber

26 '

Air filter

28 '

Air inlet

32 '

Air inlet opening

34 '

Air outlet opening

42 '

Exhaust filter

51 '

Air outlet

62 '

Oil filter

74 '

Heat exchanger

100 '

Compressor system

102 '

Compressor output line

104 '

Valve outlet line

106 '

Heat exchanger inlet line

108 '

Heat exchanger output line

110 '

Valve inlet line

112 '

Oil filter inlet line

114 '

Compressor inlet line

116 '

Signal line

166 '

Temperature monitoring device

166b '

4/2-way solenoid control or regulating valve

200 '

Compressor system

202 '

Compressor output line

204 '

first thermostatic valve line

206 '

second thermostatic valve line

208 '

first oil filter inlet line

210 '

Thermostatic valve outlet line

212 '

Thermostatic valve bypass line

214 '

second oil filter inlet line

216 '

Compressor inlet line

218 '

Housing approach

266 '

Temperature monitoring device

266c '

first thermostatic valve

266d '

second thermostatic valve

Claims (18)

1. A compressor system (100, 200; 100', 200') of a vehicle, in particular a utility vehicle, having at least one compressor (10, 10') that has at least one oil sump (22a, 22a') and at least one temperature monitoring device (66; 166, 266; 166', 266'), and having at least one heat exchanger (74, 74'), the compressor (10, 10'), the oil sump (22a, 22a'), the heat exchanger (74, 74') and the temperature monitoring device (66; 166, 266; 166', 266') being operatively connected, characterised in that, furthermore, the temperature monitoring device (66; 166, 266; 166', 266') has at least one compressor start-up switching state and at least one compressor low-temperature switching state, and that 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'), and that in the compressor start-up switching state the oil (22, 22') flowing out of the compressor (10, 10') can be recirculated back to it at least via the heat exchanger (74, 74') in order to heat the oil (22, 22') and that in the compressor low-temperature switching state the oil (22, 22') flowing out of the compressor (10, 10') cannot be recirculated back to it via the heat exchanger (74, 74').
2. A compressor system (100, 200; 100', 200') according to claim 1,
   characterised in that
   the compressor (10, 10') also has an oil filter (62, 62') such that when the temperature monitoring device (66; 166, 266; 166', 266') is in the compressor low-temperature switching state the oil (22, 22') flowing out of the compressor (10, 10') can be recirculated back to it at least via the oil filter (62, 62').
3. A compressor system (100, 200; 100', 200') according to claim 1 or claim 2,
   characterised in that
   the temperature monitoring device (66; 166, 266; 166', 266') has at least one compressor normal-temperature switching state, in this compressor normal-temperature switching state the oil (22, 22') flowing out of the compressor (10, 10') can be recirculated back to it at least via the heat exchanger (74, 74') in order to cool the oil (22, 22').
4. A compressor system (100, 100') according to any one of the preceding claims,
   characterised in that
   the temperature monitoring device (166; 166') has at least one open- and/or closed-loop control valve (166b, 166b') that can be actuated as a function of temperature.
5. A compressor system (100, 100') according to claim 4,
   characterised in that
   the open- and/or closed-loop control valve (166b, 166b'), which can be actuated as a function of temperature, is a 4/2-way open- and/or closed-loop control valve (166b, 166b'), in particular a 4/2-way solenoid open- and/or closed-loop control valve (166b, 166b').
6. A compressor system (100, 100') according to either of the preceding claims 4 or 5,
   characterised in that
   if the oil temperature is less than or equal to a temperature of a further medium contained in the heat exchanger (74, 74'), the open- and/or closed-loop control valve (166b, 166b'), which can be actuated as a function of temperature, is in the compressor start-up switching state.
7. A compressor system (100, 100') according to any one of the preceding claims 4 to 6,
   characterised in that,
   at an oil temperature of less than approx. 50°C, in particular less than approx. 40°C, the open- and/or closed-loop control valve (166b, 166b'), which can be actuated as a function of temperature, is in the compressor start-up switching state.
8. A compressor system (100, 100') according to any one of the preceding claims 4 to 7,
   characterised in that,
   at an oil temperature of more than approx. 50°C, in particular more than approx. 40°C, and at an oil temperature of less than approx. 90°C, in particular less than approx. 80°C, the open- and/or closed-loop control valve (166b, 166b'), which can be actuated as a function of temperature, is in the compressor low-temperature switching state.
9. A compressor system (100, 100') according to any one of the preceding claims 4 to 8,
   characterised in that,
   at an oil temperature of more than approx. 90°C, in particular more than approx. 80°C, the open- and/or closed-loop control valve (166b, 166b'), which can be actuated as a function of temperature, is in the compressor normal-temperature switching state.
10. A compressor system (200, 200') according to any one of the preceding claims 1 to 3,
    characterised in that
    the temperature monitoring device (266, 266') has at least one first wax thermostat valve (266c, 266c') and at least one second wax thermostat valve (266d, 266d').
11. A compressor system (200, 200') according to claim 10,
    characterised in that,
    at an oil temperature of more than approx. -50°C, in particular more than approx. -40°C, and at an oil temperature of less than approx. 50°C, in particular less than approx. 40°C, the first wax thermostat valve (266c, 266c') is in a first switching state and the second wax thermostat valve (266d, 266d') is in a first switching state such that the oil (22, 22') flowing out of the compressor (10, 10') can be recirculated back to it at least via the heat exchanger (74, 74') in order to heat the oil (22, 22').
12. A compressor system (200, 200') according to claim 10 or claim 11,
    characterised in that,
    at an oil temperature of more than approx. 50°C, in particular more than approx. 40°C, and at an oil temperature of less than approx. 90°C, in particular less than approx. 80°C, the first wax thermostat valve (266c, 266c') is in a second switching state and the second wax thermostat valve (266d, 266d') is in a first switching state such that the oil (22, 22') flowing out of the compressor (10, 10') can be recirculated back to it at least via the oil filter (62, 62').
13. A compressor system (200, 200') according to any one of the preceding claims 10 to 12,
    characterised in that,
    at an oil temperature of more than approx. 90°C, in particular more than approx. 80°C, and at an oil temperature of less than approx. 120°C, in particular less than approx. 110°C, the first wax thermostat valve (266c, 266c') is in a second switching state and the second wax thermostat valve (266d, 266d') is in a second switching state such that the oil (22, 22') flowing out of the compressor (10, 10') can be recirculated back to it at least via the heat exchanger (74, 74') in order to cool the oil (22, 22').
14. A compressor system (100, 200; 100', 200') according to any one of the preceding claims,
    characterised in that
    the operation of the compressor (10, 10') can be shut off at an oil temperature of more than approx. 120°C, in particular more than approx. 110°C.
15. A compressor system (100, 200; 100', 200') according to any one of the preceding claims,
    characterised in that
    the vehicle, in particular the utility vehicle, has a hybrid drive, in particular a hybrid main drive, or an electric drive, in particular an electric main drive.
16. A compressor system (100, 200; 100', 200') according to any one of the preceding claims,
    characterised 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,
    characterised in that
    the heat exchanger (74, 74') is fluidically connected at least to an electrical component of the vehicle, in particular of the utility vehicle, that is to be cooled.
18. A compressor system (100, 200; 100', 200') according to any one of the preceding claims,
    characterised in that
    the compressor (10, 10') is a positive displacement compressor, in particular a screw compressor (10) or a vane-type compressor (10').

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