EP3596340B1 - Système compresseur avec dispositif de surveillance de la température régulable et/ou commandable - Google Patents

Système compresseur avec dispositif de surveillance de la température régulable et/ou commandable Download PDF

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Publication number
EP3596340B1
EP3596340B1 EP17778214.1A EP17778214A EP3596340B1 EP 3596340 B1 EP3596340 B1 EP 3596340B1 EP 17778214 A EP17778214 A EP 17778214A EP 3596340 B1 EP3596340 B1 EP 3596340B1
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EP
European Patent Office
Prior art keywords
compressor
oil
temperature
approx
switching state
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.)
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EP17778214.1A
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German (de)
English (en)
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EP3596340A1 (fr
Inventor
Gilles Hebrard
Jean-Baptiste Marescot
Jörg MELLAR
Thomas Weinhold
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Knorr Bremse Systeme fuer Nutzfahrzeuge GmbH
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Knorr Bremse Systeme fuer Nutzfahrzeuge GmbH
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Publication of EP3596340A1 publication Critical patent/EP3596340A1/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
    • F04C—ROTARY-PISTON, OR OSCILLATING-PISTON, POSITIVE-DISPLACEMENT MACHINES FOR LIQUIDS; ROTARY-PISTON, OR OSCILLATING-PISTON, POSITIVE-DISPLACEMENT PUMPS
    • F04C29/00—Component parts, details or accessories of pumps or pumping installations, not provided for in groups F04C18/00 - F04C28/00
    • F04C29/02—Lubrication; Lubricant separation
    • F04C29/021—Control systems for the circulation of the lubricant
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
    • F04C—ROTARY-PISTON, OR OSCILLATING-PISTON, POSITIVE-DISPLACEMENT MACHINES FOR LIQUIDS; ROTARY-PISTON, OR OSCILLATING-PISTON, POSITIVE-DISPLACEMENT PUMPS
    • F04C18/00—Rotary-piston pumps specially adapted for elastic fluids
    • F04C18/08—Rotary-piston pumps specially adapted for elastic fluids of intermeshing-engagement type, i.e. with engagement of co-operating members similar to that of toothed gearing
    • F04C18/12—Rotary-piston pumps specially adapted for elastic fluids of intermeshing-engagement type, i.e. with engagement of co-operating members similar to that of toothed gearing of other than internal-axis type
    • F04C18/14—Rotary-piston pumps specially adapted for elastic fluids of intermeshing-engagement type, i.e. with engagement of co-operating members similar to that of toothed gearing of other than internal-axis type with toothed rotary pistons
    • F04C18/16—Rotary-piston pumps specially adapted for elastic fluids of intermeshing-engagement type, i.e. with engagement of co-operating members similar to that of toothed gearing of other than internal-axis type with toothed rotary pistons with helical teeth, e.g. chevron-shaped, screw type
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
    • F04C—ROTARY-PISTON, OR OSCILLATING-PISTON, POSITIVE-DISPLACEMENT MACHINES FOR LIQUIDS; ROTARY-PISTON, OR OSCILLATING-PISTON, POSITIVE-DISPLACEMENT PUMPS
    • F04C18/00—Rotary-piston pumps specially adapted for elastic fluids
    • F04C18/30—Rotary-piston pumps specially adapted for elastic fluids having the characteristics covered by two or more of groups F04C18/02, F04C18/08, F04C18/22, F04C18/24, F04C18/48, or having the characteristics covered by one of these groups together with some other type of movement between co-operating members
    • F04C18/34—Rotary-piston pumps specially adapted for elastic fluids having the characteristics covered by two or more of groups F04C18/02, F04C18/08, F04C18/22, F04C18/24, F04C18/48, or having the characteristics covered by one of these groups together with some other type of movement between co-operating members having the movement defined in group F04C18/08 or F04C18/22 and relative reciprocation between the co-operating members
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
    • F04C—ROTARY-PISTON, OR OSCILLATING-PISTON, POSITIVE-DISPLACEMENT MACHINES FOR LIQUIDS; ROTARY-PISTON, OR OSCILLATING-PISTON, POSITIVE-DISPLACEMENT PUMPS
    • F04C29/00—Component parts, details or accessories of pumps or pumping installations, not provided for in groups F04C18/00 - F04C28/00
    • F04C29/0007—Injection of a fluid in the working chamber for sealing, cooling and lubricating
    • F04C29/0014—Injection of a fluid in the working chamber for sealing, cooling and lubricating with control systems for the injection of the fluid
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
    • F04C—ROTARY-PISTON, OR OSCILLATING-PISTON, POSITIVE-DISPLACEMENT MACHINES FOR LIQUIDS; ROTARY-PISTON, OR OSCILLATING-PISTON, POSITIVE-DISPLACEMENT PUMPS
    • F04C29/00—Component parts, details or accessories of pumps or pumping installations, not provided for in groups F04C18/00 - F04C28/00
    • F04C29/02—Lubrication; Lubricant separation
    • F04C29/026—Lubricant separation
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F05—INDEXING SCHEMES RELATING TO ENGINES OR PUMPS IN VARIOUS SUBCLASSES OF CLASSES F01-F04
    • F05B—INDEXING SCHEME RELATING TO WIND, SPRING, WEIGHT, INERTIA OR LIKE MOTORS, TO MACHINES OR ENGINES FOR LIQUIDS COVERED BY SUBCLASSES F03B, F03D AND F03G
    • F05B2210/00—Working fluid
    • F05B2210/10—Kind or type
    • F05B2210/12—Kind or type gaseous, i.e. compressible
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F05—INDEXING SCHEMES RELATING TO ENGINES OR PUMPS IN VARIOUS SUBCLASSES OF CLASSES F01-F04
    • F05B—INDEXING SCHEME RELATING TO WIND, SPRING, WEIGHT, INERTIA OR LIKE MOTORS, TO MACHINES OR ENGINES FOR LIQUIDS COVERED BY SUBCLASSES F03B, F03D AND F03G
    • F05B2210/00—Working fluid
    • F05B2210/16—Air or water being indistinctly used as working fluid, i.e. the machine can work equally with air or water without any modification
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F05—INDEXING SCHEMES RELATING TO ENGINES OR PUMPS IN VARIOUS SUBCLASSES OF CLASSES F01-F04
    • F05B—INDEXING SCHEME RELATING TO WIND, SPRING, WEIGHT, INERTIA OR LIKE MOTORS, TO MACHINES OR ENGINES FOR LIQUIDS COVERED BY SUBCLASSES F03B, F03D AND F03G
    • F05B2260/00—Function
    • F05B2260/98—Lubrication

Definitions

  • 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.
  • 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.
  • the DE 10 2004 060 417 A1 a compact screw compressor for mobile use in a vehicle.
  • 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.
  • 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.
  • DE 603 04 555 T2 a method for controlling the oil return in an oil-injected screw compressor.
  • 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 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.
  • 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.
  • 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.
  • the temperature monitoring device 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • control and / or regulating valve which can be actuated as a function of temperature
  • 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.
  • 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.
  • 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.
  • control and / or regulating valve can then be controlled or regulated by means of a correspondingly output signal.
  • 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.
  • 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.
  • the temperature-dependently actuable control and / or regulating valve is in the normal compressor temperature switching state.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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..
  • oil temperature is greater than approx. 120 ° C.
  • 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.
  • a hybrid drive in particular a hybrid main drive
  • 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
  • waste heat of the electrical components e.g. electric motors or power electronics
  • 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.
  • the heat exchanger is fluidly connected to at least one electrical component of the vehicle to be cooled, in particular of the utility vehicle.
  • 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.
  • 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.
  • 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.
  • 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.
  • the oil 22 forms an oil sump 22a in its lower housing area.
  • 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.
  • an air inlet 28 is provided radially on the air inlet connector 24.
  • 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.
  • an air outlet pipe 34 with a riser 36 is provided on the output side of the two screws 16, 18.
  • 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.
  • 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.
  • 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.
  • 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.
  • the housing 20 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.
  • 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.
  • 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.
  • a safety valve 76 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.
  • 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.
  • 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.
  • the heat exchanger 74 is not used and is also not switched on.
  • the corresponding connection takes place via the thermostatic valve 68.
  • 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 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.
  • 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.
  • the temperature-dependently actuatable control or regulating valve 166b is a 4/2-way solenoid control or regulating valve 166b.
  • 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.
  • 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.
  • 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.
  • 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.
  • the 4/2-way solenoid control or regulating valve 166b can be actuated by means of the control or regulating device.
  • 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.
  • 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.
  • control or regulation device may 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.
  • the 4/2-way solenoid control or regulating valve 166b can be actuated by means of the control or regulating device.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • the heat exchanger 74 is usually operated at an average temperature of approximately 40.degree. C. to 50.degree.
  • 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.
  • 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.
  • 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.
  • 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 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • the aim is for the wax thermostatic valve 266c to be fully open at approx. 40 ° C.
  • 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 .
  • 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.
  • the oil 22 flowing out of the compressor 10 can be returned to it at least via the oil filter 62.
  • 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.
  • 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.
  • 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 .
  • 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
  • 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.
  • 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.
  • 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.
  • 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.
  • the heat exchanger 74 can be fluidly connected to an electrical and / or electronic module of the utility vehicle that is to be cooled.
  • 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 ' 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 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'.
  • 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 '.
  • 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'.
  • 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 .
  • 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.
  • the third exemplary embodiment of the compressor system 100 ′ has a vane compressor 10 ′.
  • FIG. 11 shows a second schematic illustration of the third exemplary embodiment of the temperature monitoring device 166 ′ according to FIG Fig. 9 .
  • 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.
  • 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 .
  • 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.
  • the fourth exemplary embodiment of the compressor system 200 ′ has a vane compressor 10 ′.
  • FIG. 11 shows a second schematic illustration of the fourth exemplary embodiment of the temperature monitoring device 266 ′ according to FIG Fig. 11 .
  • 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.
  • FIG. 13 shows a third schematic illustration of the fourth exemplary embodiment of the temperature monitoring device 266 ′ according to FIG Fig. 11 .
  • 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.
  • 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 .

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Control Of Positive-Displacement Pumps (AREA)
  • Applications Or Details Of Rotary Compressors (AREA)
  • Rotary Pumps (AREA)

Claims (18)

  1. Système (100, 200 ; 100', 200') de compresseur d'un véhicule, notamment d'un véhicule utilitaire, ayant au moins un compresseur (10, 10'), qui a au moins un puisard (22a, 22a') d'huile et au moins un dispositif (66 ; 166, 266 ; 166', 266') de contrôle de la température et ayant au moins un échangeur de chaleur (74, 74'), le compresseur (10, 10'), le puisard (22a, 22a') d'huile, l'échangeur de chaleur (74, 74'), ainsi que le dispositif (66 ; 166, 266 ; 166', 266') de contrôle de la température étant en liaison d'action, caractérisé en ce qu'en outre, le dispositif (66 ; 166, 266 ; 166', 266') de contrôle de la température a au moins un état de commutation de démarrage du compresseur et au moins un état de commutation de température basse du compresseur, et en ce que l'état de commutation du démarrage du compresseur est associé à au moins une première plage de température de l'huile (22, 22') et l'état de commutation de température basse du compresseur à au moins une deuxième plage de température de l'huile (22, 22'),
    et en ce que, dans l'état de commutation de démarrage du compresseur, l'huile (22, 22') sortant du compresseur (10, 10') peut être retournée à celui-ci au moins en passant par l'échangeur de chaleur (74, 74') pour réchauffer l'huile (22, 22') et dans l'état de commutation de basse température du compresseur, l'huile (22, 22') sortant du compresseur (10, 10') ne peut pas être retournée à celui-ci en passant par l'échangeur de chaleur (74, 74').
  2. Système (100, 200 ; 100', 200') de compresseur suivant la revendication 1,
    caractérisé en ce que
    le compresseur (10, 10') a, en outre, un filtre (62, 62') d'huile, de manière à ce que, dans l'état de commutation de basse température du compresseur du dispositif (66 ; 166, 266 ; 166', 266') de contrôle de la température, l'huile (22, 22') sortant du compresseur (10, 10') peut être retournée à celui-ci au moins en passant par le filtre (62, 62') d'huile.
  3. Système (100, 200 ; 100', 200') de compresseur suivant la revendication 1 ou la revendication 2,
    caractérisé en ce que
    le dispositif (66 ; 166, 266 ; 166', 266') de contrôle de la température a au moins un état de commutation de température normal du compresseur, dans lequel, dans l'état de commutation de température normal du compresseur, l'huile (22, 22') sortant du compresseur (10, 10') peut être retournée à celui-ci au moins en passant par l'échangeur de chaleur (74, 74') pour refroidir l'huile (22, 22').
  4. Système (100, 100') de compresseur suivant l'une des revendications précédentes,
    caractérisé en ce que
    le dispositif (166 ; 166') de contrôle de la température a au moins une vanne (166b, 166b') de commande et/ou de réglage pouvant être actionnée en fonction de la température.
  5. Système (100, 100') de compresseur suivant la revendication 4,
    caractérisé en ce que
    la vanne (166b, 166b') de commande et/ou de réglage pouvant être actionnée en fonction de la température est une vanne (166b, 166b') de commande et/ou de réglage à 4/2 voies, notamment une électrovanne (66b, 166b') de commande et/ou de réglage à 4/2 voies.
  6. Système (100, 100') de compresseur suivant l'une des revendications 4 ou 5 précédentes,
    caractérisé en ce que
    la vanne (166b, 166b') de commande et/ou de réglage, pouvant être actionnée en fonction de la température, se trouve dans l'état de commutation de démarrage du compresseur, si la température de l'huile est inférieure ou égale à une température d'un autre fluide, qui se trouve dans l'échangeur de chaleur (74, 74').
  7. Système (100, 100') de compresseur suivant l'une des revendications 4 à 6 précédentes,
    caractérisé en ce que,
    si la température de l'huile est plus basse qu'environ 50°C, notamment plus petite qu'environ 40°C, la vanne (166b, 166b') de commande et/ou de réglage, pouvant être actionnée en fonction de la température, se trouve dans l'état de commutation de démarrage du compresseur.
  8. Système (100, 100') de compresseur suivant l'une des revendications 4 à 7 précédentes,
    caractérisé en ce que,
    si la température de l'huile est plus haute qu'environ 50°C, notamment plus haute qu'environ 40°C, ainsi que si la température de l'huile est plus basse qu'environ 90°C, notamment plus basse qu'environ 80°C, la vanne (166b, 166b') de commande et/ou de régulation, pouvant être actionnée en fonction de la température, se trouve dans l'état de commutation de basse température du compresseur.
  9. Système (100, 100') de compresseur suivant l'une des revendications 4 à 8 précédentes,
    caractérisé en ce que,
    si la température de l'huile est plus haute qu'environ 90°C, notamment plus haute qu'environ 80°C, la vanne (166b, 166b') de commande et/ou de régulation, pouvant être actionnée en fonction de la température, se trouve dans l'état de commutation de température normale du compresseur.
  10. Système (200, 200') de compresseur suivant l'une des revendications 1 à 3 précédentes,
    caractérisé en ce que
    le dispositif (266, 266') de contrôle de la température a au moins une première vanne (266c, 266c') thermostatique de cire et au moins une deuxième vanne (266d, 266d') thermostatique de cire.
  11. Système (200, 200') de compresseur suivant la revendication 10,
    caractérisé en ce que,
    si la température de l'huile est plus haute qu'environ -50°C, notamment plus haute qu'environ -40°C, ainsi que, si la température de l'huile est plus basse qu'environ 50°C, notamment plus basse qu'environ 40°C, la première vanne (266c, 266c') thermostatique de cire se trouve dans un premier état de commutation et la deuxième vanne (266d, 266d') thermostatique de cire dans un premier état de commutation, de manière à ce que l'huile (22, 22') sortant du compresseur (10, 10') puisse être retournée à celui-ci au moins en passant par l'échangeur de chaleur (74, 74') pour réchauffer l'huile (22, 22').
  12. Système (200, 200') de compresseur suivant la revendication 10 ou la revendication 11,
    caractérisé en ce que,
    si la température de l'huile est plus haute qu'environ 50°C, notamment plus haute qu'environ 40°C, ainsi que si la température de l'huile est plus basse qu'environ 90°C, notamment plus basse qu'environ 80°C, la première vanne (266c, 266c') thermostatique de cire se trouve dans un deuxième état de commutation et la deuxième vanne (266d, 266d') thermostatique de cire dans un premier état de commutation, de sorte que l'huile (22, 22') sortant du compresseur (10, 10') puisse être retournée à celui-ci au moins en passant par le filtre (62, 62') d'huile.
  13. Système (200, 200') de compresseur suivant l'une des revendications 10 à 12 précédentes,
    caractérisé en ce que,
    si la température de l'huile est plus haut qu'environ 90°C, notamment plus haute qu'environ 80°C, ainsi que si la température de l'huile est plus basse qu'environ 120°C, notamment plus basse qu'environ 110°C, la première vanne (266c, 266c') thermostatique de cire se trouve dans un deuxième état de commutation et la deuxième vanne (266d, 266d') thermostatique de cire dans un deuxième état de commutation, de manière à ce que l'huile (22, 22') sortant du compresseur (10, 10') puisse être retournée à celui-ci au moins en passant par l'échangeur de chaleur (74, 74') pour refroidir l'huile (22, 22').
  14. Système (100, 200 ; 100', 200') de compresseur suivant l'une des revendications précédentes,
    caractérisé en ce que
    le fonctionnement du compresseur (10, 10') peut être arrêté si la température de l'huile est plus haute qu'environ 120°C, notamment plus haute qu'environ 110°C.
  15. Système (100, 200 ; 100', 200') de compresseur suivant l'une des revendications précédentes,
    caractérisé en ce que
    le véhicule, notamment le véhicule utilitaire, a un entraînement hybride, notamment un entraînement principal hybride ou un entraînement électrique, notamment un entraînement principal électrique.
  16. Système (100, 200 ; 100', 200') de compresseur suivant l'une des revendications précédentes,
    caractérisé en ce que l'échangeur de chaleur (74, 74') est un échangeur de chaleur (74, 74') liquide-liquide.
  17. Système (100, 200 ; 100', 200') de compresseur suivant l'une des revendications précédentes,
    caractérisé en ce que
    l'échangeur de chaleur (74, 74') communique fluidiquement au moins avec un composant électrique à refroidir du véhicule, notamment du véhicule utilitaire.
  18. Système (100, 200 ; 100', 200') de compresseur suivant l'une des revendications précédentes,
    caractérisé en ce que
    le compresseur (10, 10') est un compresseur volumétrique, notamment un compresseur (10) à vis ou un compresseur (10') à cellules semi-rotatives.
EP17778214.1A 2017-04-12 2017-09-19 Système compresseur avec dispositif de surveillance de la température régulable et/ou commandable Active EP3596340B1 (fr)

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DE102017107933.5A DE102017107933A1 (de) 2017-04-12 2017-04-12 Kompressorsystem mit regelbarer und/oder steuerbarer Temperaturüberwachungs-einrichtung
PCT/EP2017/073590 WO2018188768A1 (fr) 2017-04-12 2017-09-19 Système compresseur avec dispositif de surveillance de la température régulable et/ou commandable

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EP (1) EP3596340B1 (fr)
JP (1) JP2020516812A (fr)
KR (1) KR20190138849A (fr)
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BR (1) BR112019020975A2 (fr)
DE (1) DE102017107933A1 (fr)
WO (1) WO2018188768A1 (fr)

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KR20190138849A (ko) 2019-12-16
JP2020516812A (ja) 2020-06-11
WO2018188768A1 (fr) 2018-10-18
CN110678654A (zh) 2020-01-10
EP3596340A1 (fr) 2020-01-22
DE102017107933A1 (de) 2018-10-18
BR112019020975A2 (pt) 2020-05-05

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