US20070068182A1 - Method for controlling a compressor for conveying a pressure medium in a level adjustment system of a motor vehicle - Google Patents

Method for controlling a compressor for conveying a pressure medium in a level adjustment system of a motor vehicle Download PDF

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Publication number
US20070068182A1
US20070068182A1 US10/579,636 US57963604A US2007068182A1 US 20070068182 A1 US20070068182 A1 US 20070068182A1 US 57963604 A US57963604 A US 57963604A US 2007068182 A1 US2007068182 A1 US 2007068182A1
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United States
Prior art keywords
compressor
temperature
admission
counter
difference
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Abandoned
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US10/579,636
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English (en)
Inventor
Uwe Folchert
Dierk Hein
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Continental AG
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Individual
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Assigned to CONTINENTAL AKTIENGESELLSCHAFT reassignment CONTINENTAL AKTIENGESELLSCHAFT ASSIGNMENT OF ASSIGNORS INTEREST (SEE DOCUMENT FOR DETAILS). Assignors: FOLCHERT, UWE, HEIN, DIERK
Publication of US20070068182A1 publication Critical patent/US20070068182A1/en
Abandoned legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
    • F04B—POSITIVE-DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS
    • F04B49/00—Control, e.g. of pump delivery, or pump pressure of, or safety measures for, machines, pumps, or pumping installations, not otherwise provided for, or of interest apart from, groups F04B1/00 - F04B47/00
    • F04B49/02—Stopping, starting, unloading or idling control
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G17/00—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
    • B60G17/02—Spring characteristics, e.g. mechanical springs and mechanical adjusting means
    • B60G17/04—Spring characteristics, e.g. mechanical springs and mechanical adjusting means fluid spring characteristics
    • B60G17/0408—Spring characteristics, e.g. mechanical springs and mechanical adjusting means fluid spring characteristics details, e.g. antifreeze for suspension fluid, pumps, retarding means per se
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G17/00—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
    • B60G17/02—Spring characteristics, e.g. mechanical springs and mechanical adjusting means
    • B60G17/04—Spring characteristics, e.g. mechanical springs and mechanical adjusting means fluid spring characteristics
    • B60G17/052—Pneumatic spring characteristics
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
    • F04B—POSITIVE-DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS
    • F04B49/00—Control, e.g. of pump delivery, or pump pressure of, or safety measures for, machines, pumps, or pumping installations, not otherwise provided for, or of interest apart from, groups F04B1/00 - F04B47/00
    • F04B49/02—Stopping, starting, unloading or idling control
    • F04B49/022—Stopping, starting, unloading or idling control by means of pressure
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
    • F04B—POSITIVE-DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS
    • F04B49/00—Control, e.g. of pump delivery, or pump pressure of, or safety measures for, machines, pumps, or pumping installations, not otherwise provided for, or of interest apart from, groups F04B1/00 - F04B47/00
    • F04B49/06—Control using electricity
    • F04B49/065—Control using electricity and making use of computers
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
    • F04B—POSITIVE-DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS
    • F04B49/00—Control, e.g. of pump delivery, or pump pressure of, or safety measures for, machines, pumps, or pumping installations, not otherwise provided for, or of interest apart from, groups F04B1/00 - F04B47/00
    • F04B49/10—Other safety measures
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2500/00—Indexing codes relating to the regulated action or device
    • B60G2500/20—Spring action or springs
    • B60G2500/201—Air spring system type
    • B60G2500/2014—Closed systems
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
    • F04B—POSITIVE-DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS
    • F04B2201/00—Pump parameters
    • F04B2201/08—Cylinder or housing parameters
    • F04B2201/0801—Temperature
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
    • F04B—POSITIVE-DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS
    • F04B2205/00—Fluid parameters
    • F04B2205/01—Pressure before the pump inlet
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
    • F04B—POSITIVE-DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS
    • F04B2205/00—Fluid parameters
    • F04B2205/05—Pressure after the pump outlet
    • 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

Definitions

  • the invention relates to a method for controlling a compressor which is suitable for conveying a pressure medium in a closed pressure medium system, preferably for conveying a pressure medium in a closed level adjustment system of a motor vehicle, in which method the current compressor temperature is continuously determined, at least during compressor operation, and the compressor is switched off no later than when a limit temperature is reached.
  • a compressor for conveying a pressure medium is used in a vehicle for example for performing open-loop or closed-loop control of a level adjustment system.
  • the level adjustment system has air springs at least one of the motor vehicle axles, by means of which air springs the height of the vehicle body can be kept constant irrespective of the loading state of the motor vehicle by virtue of the fact that for increased loading, the air springs are filled with compressed air and for decreased loading, compressed air is discharged from the air springs.
  • a closed level adjustment system has a pneumatic pressure accumulator, and the compressor is used both to transfer compressed air from the pneumatic pressure accumulator into the air springs in order to raise the vehicle body, and also to transfer compressed air from the air springs into the pressure accumulator in order to lower the vehicle body.
  • Closed level adjustment systems for motor vehicles are known per se and are, for example, described in detail in DE 199 59 556 C1.
  • the invention is based on the object of producing a method for controlling a compressor for a level adjustment system, which method takes into consideration the distinctive features of a closed level adjustment system and is thus particularly suitable for such a system.
  • the object is achieved in that the admission pressure (starting from which the compressor feeds) and counterpressure (against which the compressor feeds) of the compressor are taken into consideration in the determination of the current compressor temperature.
  • the advantage obtained by means of the invention is in particular that the distinctive feature of a closed level adjustment system is taken into consideration in the method according to the invention, by virtue of the fact that the admission pressure and the counterpressure of the compressor are intergrated in the determination of the current compressor temperature during compressor operation.
  • the compressor operating time is adapted to the internal pressure ratios within the closed level adjustment system.
  • a further advantage of the invention is that the current compressor temperature during compressor operation is determined without a temperature sensor.
  • the current compressor temperature is adapted by a temperature value dT after every elapsed unit of time dt, said temperature value dT being dependent on the difference p counter ⁇ p admission between the counterpressure and the admission pressure.
  • the current compressor temperature is in this case adapted by only a small temperature value after every elapsed unit of time, and there is a comparatively long compressor operating time until the limit temperature is reached; if in contrast the mentioned difference is positive and large, high power is demanded of the compressor, so that it also heats up considerably.
  • the current compressor temperature is adapted after every elapsed unit of time by a larger temperature value than in the case initially mentioned, so that the limit temperature is reached more quickly than for a small difference.
  • the functional relationship between the temperature value dT and the difference p counter ⁇ p admission is stored as a characteristic diagram in a control unit for the compressor.
  • the advantage of this development is that the temperature value dT by which the current compressor temperature is adapted can easily be read out of the characteristic diagram as a function of the difference p counter ⁇ p admission .
  • a further advantage of this development is that an associated temperature value dT can be stored for every possible difference p counter ⁇ p admission and it is therefore possible for the current compressor temperature to be adapted in a particularly precise fashion. The compressor operating time until the limit temperature is reached is particularly well utilized as a result.
  • a fixed temperature value dT is predefined as a function of the difference p counter ⁇ p admission present at the beginning of compressor operation.
  • the advantage of this development is in particular that the difference need be determined only once, at the beginning of compressor operation. Determination of the difference during compressor operation can be dispensed with.
  • a further advantage of this development is that only a single temperature value dT is predefined and is then used for adapting the current compressor temperature for the entire duration of compressor operation.
  • the method according to the invention is therefore particularly simple and can be carried out with low computing capacity in the control unit of the compressor. A control unit of simple design can therefore be used.
  • the temperature value dT is predefined as being the value associated with the maximum possible difference p counter ⁇ p admission in the closed pressure medium system.
  • the advantage of this development can be understood if the following is considered: for the maximum possible difference, the compressor would have to feed at maximum power while conveying pressure medium. The most considerable temperature increase would therefore occur during compressor operation in the case of the maximum possible difference, so that the predefined temperature value dT would also correspond to the maximum possible temperature value dT. In the case of a difference which is smaller than the maximum possible difference in the system, the actual temperature increase of the compressor during compressor operation is definitely lower.
  • a maximum operating time for the compressor is predefined at the beginning of compressor operation.
  • the maximum operating time is predefined in such a way that the limit temperature is definitely not yet reached after the maximum operating time has expired.
  • the traveling speed of the motor vehicle is additionally taken into consideration when predefining a temperature value dT.
  • the development is based on the idea that as the traveling speed increases, the motor vehicle and therefore also the compressor of the level adjustment system are cooled by the air stream. The one or more temperature values dT can therefore be reduced as the traveling speed increases.
  • the electrical compressor voltage is additionally taken into consideration when predefining a temperature value dT.
  • the development is based on the idea that as the electrical compressor voltage increases, the volume flow of the pressure medium in the compressor increases and the heat generated in the compressor therefore rises.
  • the development brings about the advantage that said rise is taken into consideration when predefining a temperature value dT.
  • FIG. 1 shows a schematic illustration of a closed level adjustment system
  • FIG. 2 shows a diagram of a first characteristic curve 14 for a first control process
  • FIG. 4 shows a diagram in which the current compressor temperature T is plotted against the time t, where the counterpressure at the beginning of the control process is higher than the admission pressure
  • FIG. 5 shows a diagram in which the current compressor temperature T is plotted against the time t, where the counterpressure at the beginning of the control process is lower than the admission pressure.
  • FIG. 1 shows a schematic illustration of a closed level adjustment system having a compressor 2 , a pneumatic pressure accumulator 4 and air springs 6 a to 6 d , by means of which the body of a motor vehicle is spring-mounted relative to its axles.
  • compressed air is transferred from the pneumatic pressure accumulator 4 via the switchable directional valves 8 , 10 and 12 a by means of the compressor 2 .
  • the switchable directional valves 8 and 10 assume the switched position shown in FIG. 1 , and the directional valve 12 a is moved into its second switched position.
  • the compressor temperature is continuously monitored in the control unit (not illustrated) of the level adjustment system during compressor operation and the compressor 2 is switched off no later than when a limit temperature is reached (the compressor 2 is switched off earlier if the control process is ended before the limit temperature is reached; this is the case when the vehicle body has reached the desired target level).
  • the admission pressure and counterpressure of the compressor 2 are taken into consideration in the determination of the current compressor temperature.
  • the air pressure in the pneumatic pressure accumulator 4 corresponds to the admission pressure and the air pressure in the air springs 6 a to 6 d , into which compressed air is conveyed, corresponds to the counterpressure.
  • the air pressure in the air springs 6 a to 6 d from which compressed air is conveyed is the admission pressure and the air pressure in the pneumatic pressure accumulator 4 is the counterpressure.
  • the current compressor temperature at the beginning of the new control process is obtained as follows: the compressor temperature which the compressor had at the end of the control action is known from the previous control action on account of the constant monitoring of the compressor temperature. After the end of the previous control action the amount of time that has passed since the previous control action is measured in the control unit of the level adjustment system. A certain degree of cooling is assumed for the elapsed time, so that the current compressor temperature of the non-operating compressor is obtained for every time-based profile.
  • FIG. 2 shows a diagram in which the temperature T is plotted against the time t.
  • the diagram shows a first characteristic curve 14 for a first control process.
  • the characteristic curve 14 also qualitatively reflects this, since the temperature T of the compressor 2 rises as time t passes.
  • the compressor temperature T which is calculated as explained above reaches a limit value T limit before the end of the current control process, the compressor is switched off so that it is not damaged due to overheating.
  • a further characteristic curve 16 for a further control process in the level adjustment system can also be seen in FIG. 2 . It is also assumed for the control process according to the characteristic curve 16 that the difference dp>0 during the control process, that is to say the counterpressure is greater than the admission pressure.
  • the current compressor temperature T reaches the temperature limit value T limit and the compressor is switched off, even if the control process should not yet have been terminated at this time. Overheating of the compressor is effectively prevented in this way.
  • the diagram illustrates a characteristic curve 18 which reflects the relationship between dp and dT for all values of dp>0.
  • a corresponding characteristic curve is stored in the control unit of the level adjustment system, and it is explained in the following as to how the temperature values dT 1 to dT n (see also the figure description for FIG. 2 ) can be determined by means of a characteristic curve 18 of this type.
  • dt see FIG. 2
  • it can be assumed that dp dp 1 .
  • the associated dT 1 can be read from the characteristic curve 18 .
  • the current admission pressure and the current counterpressure of the compressor 2 can, for example, be measured by means of pressure sensors 20 , 22 (see FIG. 1 ).
  • FIG. 4 shows a diagram in which the current compressor temperature T is likewise plotted against the time t.
  • the diagram illustrates a first characteristic curve 24 for a control process.
  • the compressor will heat up during the control process, that is to say the current compressor temperature T is to increase by positive temperature values dT during the control process.
  • the compressor would heat up to a maximum degree during one unit of time dt, and for all other, smaller values of dp, the compressor would be heated less.
  • the control process is terminated if the calculated current compressor temperature, which is calculated in accordance with the characteristic curve 24 , reaches the temperature value T limit , specifically when the control process has not yet ended. Damage to the compressor as a result of overheating is therefore reliably prevented.
  • FIG. 4 illustrates a further characteristic curve 26 , in the case of which the current compressor temperature is calculated more precisely, specifically in the manner which has already been explained in connection with FIG. 2 in connection with FIG. 14 .
  • the characteristic curve 26 inevitably runs below the characteristic curve 24 , since for the characteristic curve 24 the maximum possible temperature rise in the compressor is assumed, and for the characteristic curve 26 the actual temperature rise in the compressor is assumed, which is less than or equal to the maximum possible temperature rise. This means that high reliability is ensured on account of the simple method of calculation of the current compressor temperature in accordance with the characteristic curve 24 .
  • FIG. 5 shows a diagram in which the current compressor temperature T is likewise plotted against the time t.
  • FIG. 5 illustrates a further characteristic curve 30 which reflects the actual heating of the compressor in a case in which the difference dp is significantly less than zero. It can be seen from the diagram that the characteristic curve 30 runs below the characteristic curve 28 at all times T, control always being carried out in accordance with said characteristic curve 28 if the difference dp ⁇ 0. The simple control according to the characteristic curve 28 thus ensures, in all cases in which the difference dp ⁇ 0, that the compressor is not heated above the limit temperature T limit .
  • a temperature value dT which is maintained throughout the entire control action, is fixed as a function of whether dp>or ⁇ equal to zero.
  • the counterpressure and the admission pressure can be determined at the beginning of the control process by means of the pressure sensors 20 , 22 shown in FIG. 1 . It is alternatively possible to easily determine the counterpressure and the admission pressure and therefore the difference dp by means of a single pressure sensor 32 , as is explained in the following (see also FIG. 1 ).
  • the air springs 6 a and 6 b must be filled with compressed air from the pneumatic pressure accumulator 4 by means of the compressor 2 .
  • the current level of the vehicle body is continuously monitored by means of height sensors (not shown in FIG. 1 ).
  • the control process is ended when the current level of the vehicle body has reached the target level.
  • the air pressure in the air springs 6 a and 6 b is measured by means of the pressure sensor 32 .
  • the air pressure at point 34 which corresponds to the air pressure in the air springs 6 a and 6 b , is determined by means of the pressure sensor 32 .
  • the volume in the air springs 6 a and 6 b is determined in a manner known per se by means of the signals of the height sensors.
  • the air quantity in the air springs 6 a and 6 b is then obtained from the product of the air pressure in said air springs 6 a , 6 b and the volume of the air springs 6 a , 6 b .
  • the air quantity in the air springs 6 c , 6 d has been determined in the same way.
  • the air quantity in the accumulator 4 is then obtained by subtracting the air quantity in the air springs 6 a , 6 b of the front axle and in the air springs 6 c , 6 d of the rear axle from the total air quantity in the level adjustment system (which is known, since it is a closed level adjustment system).
  • the pressure in the pneumatic pressure accumulator 4 is then obtained by dividing the air quantity, which is determined in this way, by the volume of the pneumatic pressure accumulator 4 .
  • the air pressures in the air springs 6 a , 6 b of the front axle, in the air springs 6 c , 6 d of the rear axle and in the pneumatic pressure accumulator 4 are thus known in the control unit of the level adjustment system.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Computer Hardware Design (AREA)
  • Control Of Positive-Displacement Pumps (AREA)
  • Vehicle Body Suspensions (AREA)
  • Control Of Motors That Do Not Use Commutators (AREA)
  • Control Of Positive-Displacement Air Blowers (AREA)
US10/579,636 2003-11-21 2004-10-08 Method for controlling a compressor for conveying a pressure medium in a level adjustment system of a motor vehicle Abandoned US20070068182A1 (en)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE10354491.7 2003-11-21
DE10354491A DE10354491A1 (de) 2003-11-21 2003-11-21 Verfahren zur Steuerung eines Kompressors zur Druckmittelförderung in einer Niveauregelanlage eines Kraftfahrzeuges
PCT/EP2004/052479 WO2005050020A1 (de) 2003-11-21 2004-10-08 Verfahren zur steuerung eines kompressors zur druckmittelförderung in einer niveauregelanlage eines kraftfahrzeuges

Publications (1)

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US20070068182A1 true US20070068182A1 (en) 2007-03-29

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US10/579,636 Abandoned US20070068182A1 (en) 2003-11-21 2004-10-08 Method for controlling a compressor for conveying a pressure medium in a level adjustment system of a motor vehicle

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US (1) US20070068182A1 (de)
EP (1) EP1694966B1 (de)
KR (1) KR101120375B1 (de)
AT (1) ATE362049T1 (de)
DE (2) DE10354491A1 (de)
WO (1) WO2005050020A1 (de)

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20090266152A1 (en) * 2006-09-16 2009-10-29 Continental Aktiengesellschaft Method for controlling the level of a motor vehicle body
US20100303637A1 (en) * 2007-12-21 2010-12-02 Continental Aktiengesellschaft Method, apparatus and use of the apparatus for controlling a compressor
US20110209485A1 (en) * 2007-10-10 2011-09-01 Alexander Lifson Suction superheat conrol based on refrigerant condition at discharge
CN102481822A (zh) * 2009-03-27 2012-05-30 大陆-特韦斯贸易合伙股份公司及两合公司 具有行驶高度调节系统的机动车辆

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102006039538B4 (de) * 2006-08-23 2014-12-24 Continental Teves Ag & Co. Ohg Verfahren zur Steuerung eines bedarfsabhängig ein- und ausschaltbaren Kompressors einer Luftfederungsanlage
DE102010017654A1 (de) * 2010-06-30 2012-01-05 Continental Teves Ag & Co. Ohg Höhenabhängige Kompressorsteuerung
DE102012223097A1 (de) * 2012-12-13 2014-06-18 Continental Teves Ag & Co. Ohg Verfahren zur Steuerung eines Kompressors eines Fahrzeuges

Citations (7)

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Publication number Priority date Publication date Assignee Title
US4462610A (en) * 1981-06-19 1984-07-31 Tokico Ltd. Vehicle height adjusting apparatus
US5743715A (en) * 1995-10-20 1998-04-28 Compressor Controls Corporation Method and apparatus for load balancing among multiple compressors
US6036449A (en) * 1998-03-24 2000-03-14 Cummins Engine Company, Inc. Air compressor control
US6193470B1 (en) * 1998-01-14 2001-02-27 Atlas Copco Energas Gmbh Method of operating a radial compressor set with intake and discharge flow control
US20010004443A1 (en) * 1999-12-10 2001-06-21 Christof Behmenburg Closed level control system for a vehicle
US6406265B1 (en) * 2000-04-21 2002-06-18 Scroll Technologies Compressor diagnostic and recording system
US20020187048A1 (en) * 2001-04-24 2002-12-12 Jorg Meier Method and apparatus for controlling a compressor

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Publication number Priority date Publication date Assignee Title
DE3919407A1 (de) * 1988-07-14 1990-01-18 Eco Air Drucklufttechnik Gmbh Verfahren zum steuern eines verdichters und steuerungseinrichtung
DE19621946C2 (de) * 1996-05-31 2002-05-29 Daimler Chrysler Ag Luftfederung

Patent Citations (7)

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Publication number Priority date Publication date Assignee Title
US4462610A (en) * 1981-06-19 1984-07-31 Tokico Ltd. Vehicle height adjusting apparatus
US5743715A (en) * 1995-10-20 1998-04-28 Compressor Controls Corporation Method and apparatus for load balancing among multiple compressors
US6193470B1 (en) * 1998-01-14 2001-02-27 Atlas Copco Energas Gmbh Method of operating a radial compressor set with intake and discharge flow control
US6036449A (en) * 1998-03-24 2000-03-14 Cummins Engine Company, Inc. Air compressor control
US20010004443A1 (en) * 1999-12-10 2001-06-21 Christof Behmenburg Closed level control system for a vehicle
US6406265B1 (en) * 2000-04-21 2002-06-18 Scroll Technologies Compressor diagnostic and recording system
US20020187048A1 (en) * 2001-04-24 2002-12-12 Jorg Meier Method and apparatus for controlling a compressor

Cited By (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20090266152A1 (en) * 2006-09-16 2009-10-29 Continental Aktiengesellschaft Method for controlling the level of a motor vehicle body
US7930935B2 (en) * 2006-09-16 2011-04-26 Continental Aktiengessellschaft Method for controlling the level of a motor vehicle body
US20110209485A1 (en) * 2007-10-10 2011-09-01 Alexander Lifson Suction superheat conrol based on refrigerant condition at discharge
US20100303637A1 (en) * 2007-12-21 2010-12-02 Continental Aktiengesellschaft Method, apparatus and use of the apparatus for controlling a compressor
CN102481822A (zh) * 2009-03-27 2012-05-30 大陆-特韦斯贸易合伙股份公司及两合公司 具有行驶高度调节系统的机动车辆
US8532875B2 (en) 2009-03-27 2013-09-10 Continental Teves Ag & Co. Ohg Motor vehicle having a ride height control system

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DE502004003804D1 (de) 2007-06-21
KR20060113962A (ko) 2006-11-03
KR101120375B1 (ko) 2012-02-24
WO2005050020A1 (de) 2005-06-02
ATE362049T1 (de) 2007-06-15
EP1694966B1 (de) 2007-05-09
EP1694966A1 (de) 2006-08-30
DE10354491A1 (de) 2005-06-09

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