WO2014040932A1 - Compressed air system for a motor vehicle - Google Patents

Compressed air system for a motor vehicle Download PDF

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Publication number
WO2014040932A1
WO2014040932A1 PCT/EP2013/068553 EP2013068553W WO2014040932A1 WO 2014040932 A1 WO2014040932 A1 WO 2014040932A1 EP 2013068553 W EP2013068553 W EP 2013068553W WO 2014040932 A1 WO2014040932 A1 WO 2014040932A1
Authority
WO
WIPO (PCT)
Prior art keywords
drive motor
electric drive
speed
air
air system
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.)
Ceased
Application number
PCT/EP2013/068553
Other languages
French (fr)
Inventor
Huba Nemeth
Tamas Adler
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Knorr Bremse Systeme fuer Nutzfahrzeuge GmbH
Knorr Bremse Systeme fuer Schienenfahrzeuge GmbH
Original Assignee
Knorr Bremse Systeme fuer Nutzfahrzeuge GmbH
Knorr Bremse Systeme fuer Schienenfahrzeuge GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Family has litigation
First worldwide family litigation filed litigation Critical https://patents.darts-ip.com/?family=46924294&utm_source=google_patent&utm_medium=platform_link&utm_campaign=public_patent_search&patent=WO2014040932(A1) "Global patent litigation dataset” by Darts-ip is licensed under a Creative Commons Attribution 4.0 International License.
Application filed by Knorr Bremse Systeme fuer Nutzfahrzeuge GmbH, Knorr Bremse Systeme fuer Schienenfahrzeuge GmbH filed Critical Knorr Bremse Systeme fuer Nutzfahrzeuge GmbH
Priority to CN201380053316.0A priority Critical patent/CN104736403B/en
Publication of WO2014040932A1 publication Critical patent/WO2014040932A1/en
Priority to US14/642,868 priority patent/US10883482B2/en
Anticipated expiration legal-status Critical
Priority to US17/107,226 priority patent/US20210079904A1/en
Ceased legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T17/00—Component parts, details, or accessories of power brake systems not covered by groups B60T8/00, B60T13/00 or B60T15/00, or presenting other characteristic features
    • B60T17/02—Arrangements of pumps or compressors, or control devices therefor
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
    • F04B—POSITIVE-DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS
    • F04B35/00—Piston pumps specially adapted for elastic fluids and characterised by the driving means to their working members, or by combination with, or adaptation to, specific driving engines or motors, not otherwise provided for
    • F04B35/04—Piston pumps specially adapted for elastic fluids and characterised by the driving means to their working members, or by combination with, or adaptation to, specific driving engines or motors, not otherwise provided for the means being electric
    • 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
    • F04B2203/00—Motor parameters
    • F04B2203/02—Motor parameters of rotating electric motors
    • F04B2203/0201—Current
    • 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
    • F04B2203/00—Motor parameters
    • F04B2203/02—Motor parameters of rotating electric motors
    • F04B2203/0202—Voltage
    • 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
    • F04B2203/00—Motor parameters
    • F04B2203/02—Motor parameters of rotating electric motors
    • F04B2203/0209—Rotational speed
    • 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
    • F04B2205/06—Pressure in a (hydraulic) circuit
    • F04B2205/063—Pressure in a (hydraulic) circuit in a reservoir linked to the pump outlet
    • 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
    • F04B2207/00—External parameters
    • F04B2207/01—Load in general
    • 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
    • F04B2207/00—External parameters
    • F04B2207/04—Settings
    • F04B2207/042—Settings of pressure
    • F04B2207/0421—Settings of pressure maximum
    • 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
    • F04B2207/00—External parameters
    • F04B2207/04—Settings
    • F04B2207/042—Settings of pressure
    • F04B2207/0422—Settings of pressure minimum

Definitions

  • the present invention relates to a compressed air system for a motor vehicle with an air supply system, particularly for use in commercial road vehicles.
  • the air system controller starts the motor and air compressor to charge the air reservoir, running the motor at higher speeds. As pressure increases in the air reservoir, motor speed is held constant or ramped down. When the pressure in the air reservoir increases to a set maximum value, the air system controller sets the drive motor and the compressor to shut off which stops the air charging operation.
  • an operation of an air brake system stops the action of the drive motor and the compressor, to save energy when the air brake system is discharging air to stop the vehicle.
  • the temperature of the compressor can be considered to control the speed of drive motor of the compressor.
  • the speed of the drive motor of the compressor is variable based upon the pressure in the air system reservoir and upon certain operation parameters of the vehicle.
  • the object of the invention is to decrease the power consumption of the drive motor of the compressor, so that fuel can be saved and emissions decreased.
  • the invention refers to a compressed air system for a motor vehicle with an air supply system, comprising:
  • an air utilization system connected to said at least one air reservoir to receive air from said at least one air reservoir
  • the determination of the speed of the electric drive motor for driving the compressor depends upon signals representing the vehicle status like signals of a controller area network of the vehicle, accelerator pedal signals, brake pedal signals, vehicle speed signals, temperature signals of the electric power supply or power stage, temperature signals of the electric motor, upon signals describing the status of the compressed air system (pressure level, wetness level, compressor duty, compressor running time etc.), upon signals representing the status of the electric power supply (status of charge, status of function, status of availability) and the status of the electric power network (current, voltage).
  • signals representing the vehicle status like signals of a controller area network of the vehicle, accelerator pedal signals, brake pedal signals, vehicle speed signals, temperature signals of the electric power supply or power stage, temperature signals of the electric motor, upon signals describing the status of the compressed air system (pressure level, wetness level, compressor duty, compressor running time etc.), upon signals representing the status of the electric power supply (status of charge, status of function, status of availability) and the status of the electric power network (current, voltage).
  • the calculation of the speed of the electric drive motor of the compressor is preferably based on a function approximation and/or a look-up table for air flow-rate and power consumption maps of the compressor as function of compressor speed and back pressure, which are determined by a measurement and or vehicle tests or theoretical considerations.
  • the electric power supply, the controller and the electric drive motor are connected by an electric power supply network, wherein the controller controls the electric drive motor to determine the speed of the electric drive motor depending upon a signal representing the status of the electric power supply network.
  • a signal is preferably the voltage and/or the conducted current.
  • the speed of the electric drive motor is determined based upon at least one function and/or upon at least one look-up table, where at least one of the aforesaid signals is an input variable for the at least one function and/or the least one look-up table.
  • the speed of the electric drive motor can be determined based upon the air consumption of the compressed air system of the vehicle.
  • the speed of the electric drive motor is controlled by the controller in a way, that, if the pressure level in the air reservoir is lower than a minimum level and if the power stage of the electric power supply reaches or exceeds a set power stage limit, than the electric drive motor is operated with its maximum speed until the pressure level in the air reservoir reaches a cut off pressure level, or if the pressure level in the air reservoir is below a set pressure limit and if the power stage of the electric power supply is below the set power stage limit, than the electric drive motor is operated with a speed between zero speed and its maximum speed, until the pressure level in the air reservoir reaches the cut off pressure level.
  • the speed of the electric drive motor is controlled by the controller in a way, that, if the pressure in the air system reservoir is below a set pressure limit, than the electric drive motor is controlled to operate with a speed calculated to cover the actual air consumption of the compressed air system, until the pressure level in the air reservoir reaches a set cut off pressure level.
  • the speed of the electric drive motor is controlled by the controller in a way, that, if the pressure in the air system reservoir is below a set pressure limit, than the electric drive motor is operated with a speed calculated to cover the current air consumption of the compressed air system, until the pressure level in the air reservoir reaches a cut off pressure level, which is higher than a normal cut off pressure level to store more energy in the compressed air system.
  • the speed of the electric drive motor can be controlled by the controller in a way, that, if the power stage of the electric power supply is below a set power stage limit, or if the temperature of the electric drive motor exceeds a critical temperature limit, or if the actual speed of the electric drive motor is not equal to a demanded speed, than the electric drive motor will be stopped.
  • the electric drive motor is controlled by the controller in a way, that, if the compressor is switched offload and the actual speed of the electric drive motor of the compressor is higher than zero, the electric drive motor is operated in a generator mode to charge the electric power supply until a set or predetermined charge level of the electric power supply is reached.
  • the electric drive motor is controlled by the controller in a way, that if an accelerator pedal of the drive engine of the vehicle is kicked down and the charge status of the electric power supply exceeds a set charge limit and the consumption of electric power is above a set consumption limit, than the electric drive motor of the compressor is controlled to operate with a calculated speed lower than its maximum speed until the pressure in the air system reservoir reaches a set cut off pressure level.
  • the electric drive motor can be controlled by the controller in a way, that if the ambient temperature is below a set ambient temperature, the electric drive motor is controlled to operate with a set calculated speed until the pressure level in the air system reservoir reaches a cut off pressure level.
  • the electric drive motor is controlled by the controller in a way, that if the temperature of the electric drive motor is above a set temperature limit, a reduced first speed of the drive motor of the compressor is calculated, reducing the load of the electric drive motor, which then is controlled to operate with this first calculated speed, and if, additionally, the temperature of the electric power supply is above a set temperature limit, then, the first calculated speed of the electric drive motor is recalculated to a second calculated speed which is lower than first calculated speed and the electric drive motor is controlled to operate with the second calculated speed, until the pressure in air system reservoir reaches a set cut off pressure level.
  • the electric drive motor can be controlled by the controller in a way, that if the electric drive motor is in an offload mode for a time period longer than a set or predefined time period, the electric drive motor is started and controlled to operate with a set or calculated speed until the pressure in the air system reservoir reaches a cut off pressure level.
  • the electric drive motor is controlled by the controller in a way, that if the wetness level in the air system reservoir is above a predefined or set wetness level limit, the electric drive motor of the compressor is stopped.
  • the electric drive motor is controlled by the controller in a way, that if the ambient temperature is below a set or predefined temperature, the electric drive motor is controlled to start and run at a set or calculated speed until the pressure level in air system reservoir has reached a cut off pressure level.
  • Fig.1 is a schematic illustration of a vehicle chassis of a commercial vehicle with a compressed air system according to a preferred embodiment
  • Fig.2 is a schematic illustration of an air supply system of the compressed air system
  • Fig.3 is a flow chart illustrating a start up filling mode
  • Fig.4 is a flow chart illustrating a maximum power mode
  • Fig.5 is a flow chart illustrating an optimal power mode
  • Fig.6 is a flow chart illustrating an overrun mode
  • Fig.7 is a flow chart illustrating an emergency mode
  • Fig.8 is a flow chart illustrating a compressor braking mode
  • Fig.9 is a flow chart illustrating an overtake mode
  • Fig.10 is a flow chart illustrating a cold operation mode
  • Fig.1 1 is a flow chart illustrating a load reducing mode
  • Fig.12 is a flow chart illustrating a refresh mode
  • Fig.13 is a flow chart illustrating an intermediate regeneration mode
  • Fig.14 is a flow chart illustrating an anti freeze mode.
  • a motor driven vehicle particularly a motor driven commercial vehicle, which may be a vehicle with a conventional internal combustion engine only or vehicle with a hybrid diesel-electric engine 2, 4, has a chassis 1 , on which an compressed air system 100 comprising an air supply system 200 and an air utilizing system 300 is mounted.
  • the commercial vehicle is driven by a drive line 400 comprising a hybrid diesel- electric engine 2, 4 and a transmission 3.
  • the air utilizing system 300 comprises air utilizing components that contribute to a consumption of air like an air brake system 12, an air suspension 13, a transmission 3, a door opening system 15, a driver seat suspension 16, a pneumatic booster system 14 and the like.
  • the air brake system 12 of the commercial vehicle preferably comprises an active service brake, where the service brakes are activated by increasing the air pressure in service brake cylinders and where the service brake is released by decreasing the pressure in the service brake cylinders, and a passive parking brake, where the parking brake is activated by decreasing the air pressure in parking spring brake cylinders and where the parking brake is released by increasing the pressure in the parking spring brake cylinders to a level which equates to a parking brake release pressure.
  • the driveline 400 of the vehicle comprising an internal combustion engine 2, and, according to the preferred embodiment, an electric motor 4 as the electric part of the hybrid diesel-electric engine 2, 4 as well as the transmission 3.
  • the air supply system 200 is illustrated separately in Fig.2. It comprises an electric power supply 6, e.g. in Form of one or more batteries, an electronic control unit 7, with a microcomputer controlling an electric drive motor 8, variable in its speed, which drives a compressor 9, particularly its crankshaft.
  • the compressor 9 may be a rotary screw air compressor, delivering compressed air to an air processing unit 10 which may include an air dryer for air regeneration.
  • the air dryer 10 is connected with an system air reservoir 1 1 which may include one or more separate air reservoirs, particularly one separate air reservoir for each air circle of the air utilizing system 300 such as an air suspension air circle, several air brake circles, a door opening air circle etc..
  • the vehicle driveline 400 is not coupled with the crankshaft of the compressor 9, which means that the compressor 9 can not be driven directly by the internal combustion engine 2 or here, in case of a hybrid engine 2, 4 driven vehicle, directly by the electric motor 4 of the hybrid engine 2, 4. Rather, the compressor 9 is operated independently from the vehicle's driveline 400, as the air supply system 200 according to Fig.2 is a standalone system.
  • the air system compressor 9 is driven by the electric drive motor 8 which is controlled by control unit 7.
  • the electric power to actuate the control unit 7 as well as the electric drive motor 8 of the compressor 9 is delivered by the electric power supply 6.
  • the electric power supply 6, particularly in form of a battery is charged here by a stand alone electric generator 5, which preferable is mechanically driven by and coupled with the internal combustion engine 2, as can be seen from Fig .1 .
  • the electric generator 5 could be also driven by the electric motor 4 of the hybrid engine 2, 4.
  • the electric power supply 6 of the air supply system 200 can be charged by the electric drive motor 8 of the compressor, when this electric drive motor 8 is operated in its generator mode.
  • the compressor 9 can cooperate with auxiliary systems such as a lubricating system 17 for lubricating moving parts of the compressor 9 and a cooling system 18 for cooling the compressor 9 under operation, if needed.
  • the cooling system 18 serves as a device for cooling the compressor 9 and is controlled by the controller 7 to be preferably activated, when the temperature of the compressor 9 exceeds a critical temperature.
  • the electric power supply 6, the controller 7 and the electric drive motor 8 are connected by an electric power supply network 19 for conducting an electric current. Further, there is a signal line (not seen in Fig.2) between the controller 7 and the electric drive motor 8 for transmitting control signals.
  • This electric power supply network 19 also forming part of the air supply system 200.
  • controller 7 of the electric drive motor 8 receiving electric signals from several sensors, among which is - a sensor 20 for generating a signal representing an activation status of an accelerator pedal 21 of the hybrid engine 2, 4 of the vehicle,
  • a sensor 22 for generating a signal representing an activation status of a brake pedal 23 of the air brake system 12 of the vehicle
  • a speed sensor 24 for generating a signal representing the speed of the vehicle
  • a temperature sensor 25 for generating a signal representing the temperature of the power supply 6,
  • a temperature sensor 26 for generating a signal representing the temperature of the electric drive motor 8
  • a wetness sensor 27 for generating a signal representing the wetness of the air compressed by the compressor and delivered to the air processing unit 10,
  • a pressure sensor 31 for generating a signal representing the pressure in the air system reservoir 1 1 ,
  • an ambient temperature sensor 32 for generating a signal representing the temperature of the ambient
  • a speed sensor 33 for generating a signal representing the rotational speed of the electric drive motor 8.
  • the aforementioned sensors are connected by electric signal lines with the controller 7, as indicated in Fig.2, to feed controller 7 with respective signals.
  • controller 7 of the electric drive motor 8 has an internal clock, such that signals representing the running time of the air compressor 9 can be generated and evaluated.
  • the controller 7 of the electric drive motor 8 of the compressor is delivered to the controller 7 of the electric drive motor 8 of the compressor to be used as a basis to control the speed of the electric drive motor 8 of the compressor 9.
  • the determination or calculation of the speed of the electric drive motor 8 depends upon at least one of those signals.
  • the total air consumption level of the compressed air system 100 can determine the speed of the electric drive motor 8 to target low power consumption of the electric power supply 6 of the vehicle 1 , while maintaining the demand pressure of the compressed air system 100.
  • the components that contribute to the air consumption of the compressed air system 100 are the components of the air utilizing system 300 as the air brake system 12, the air suspension 13, the transmission 3, the door opening system 15, the driver seat air suspension 16, the pneumatic booster system 14, the air processing unit 10. But also leakage or the regeneration process can influence the air consumption in the compressed air system 100. In the following, several modes for operating the compressed air system 100, particularly the air supply system 200 is presented.
  • t is the pressure gradient of the compressed air
  • V system is the total volume of the compressed air system
  • R is the specific gas constant of air
  • T amb is the ambient temperature.
  • Compressor flow-rate maps are known. To cover the consumption of the compressed air system 100 of the vehicle, the required speed of the drive motor 8 of the compressor 9 can be also calculated based on the flow-rate maps. Finally, the speed of the drive motor 8 can be calculated as a function of the air consumption and pressure level in the compressed air system 100.
  • the pressure level in the air reservoir 1 1 is normally lower than a set minimum pressure level, particularly lower than the parking brake release pressure of the passive parking brake. If then, the battery charging level is higher than a predefined value, the start up filling mode can also be activated in case of a stopped Internal combustion engine 2.
  • the start up filling mode is illustrated in Fig.3.
  • the speed of the electric drive motor 8 is controlled by the controller 7 that, if the pressure level in the air reservoir 1 1 is below a set pressure limit and if the power status of the electric power supply 6 reaches or exceeds a set power status limit, than the electric drive motor 8 is operated with its maximum speed until the pressure level in the air reservoir 1 1 reaches a set cut off pressure level.
  • the electric drive motor 8 is operated with a set speed between zero speed and its maximum speed, until the pressure level in the air reservoir 1 1 reaches the cut off pressure level.
  • the drive motor 8 of the compressor 9 is started an controlled to work at its maximum speed until pressure level in the air system reservoir reaches the set cut off pressure level.
  • the electric drive motor 8 of the compressor 9 is controlled to be driven at a calculated rotational speed considering the highest efficiency to minimize the power consumption of the electric power supply 6, fuel consumption and to extend battery's lifetime.
  • the optimal power mode is illustrated in Fig.5.
  • the speed of the electric drive motor 8 is controlled by the controller 7 that, if the pressure in the air system reservoir 1 1 is below a set pressure limit, than the electric drive motor 8 is controlled to operate with a speed calculated to cover the actual air consumption, until the pressure level in the air reservoir 1 1 reaches a set or predetermined cut off pressure level.
  • an engine brake mode when the engine is used to produce a braking effect, e.g. for a retarder brake, the electric drive motor 8 of the compressor 9 is activated, if battery level is above a predefined value.
  • the air system reservoir 1 1 can be overfilled above a set cut off pressure level to store more energy in the pneumatic system.
  • the overrun mode is illustrated in Fig.6.
  • the electric drive motor 8 of the compressor 9 is started and controlled to work at a calculated speed until the pressure in air system reservoir reaches the cut off pressure level of the overrun mode, which is higher than the normal cut off pressure level, to store more energy in the compressed air system 100.
  • the emergency mode covers a malfunction of the compressor 9 and/or of the electric drive motor 8 and/or of the electric power supply 6. If at least one of those malfunctions occurs or is detected, the electric drive motor 8 of the compressor 9 will be stopped.
  • the emergency mode is illustrated in Fig.7.
  • the electric drive motor 8 When the compressor 9 is switched off or off load, the electric drive motor 8 is operated in or switched to a generator mode to charge the electric power supply 6 during the speed down of the electric drive motor 8 and of the coupled compressor 9. The electric energy obtained thereby is delivered by the electric power supply network 19 from the electric drive motor 8 to the electric power supply 6. This process is illustrated in Fig.8.
  • the electric drive motor 8 is operated in or switched into a generator mode to charge the electric power supply 6 until a set or predetermined charge level the electric power supply 6 is reached.
  • the electric drive motor 8 of the compressor 9 is turned off or speeded down considering the high demand for electric power to decrease the degradation of the electric power supply 6, if the pressure level in air system reservoir 1 1 is above a set pressure value. This process is illustrated in Fig.9.
  • a parameter representing the consumption of electric power or energy is preferably the current conducted in the electric consumer circuit(s).
  • the electric drive motor 8 of the compressor 9 is started and controlled to operate with a set calculated speed until the pressure level in air system reservoir 1 1 reaches a cut off pressure level.
  • a reduced first speed n ca ici of the drive motor 8 of the compressor 9 is calculated, reducing the load of the electric drive motor 8, which then is controlled to operate with this first calculated speed n ca ici - If, additionally, the temperature of the electric power supply 6, measured by temperature sensor 25, is above a set temperature limit, then the first calculated speed n ca ici of the electric drive motor 8 of the compressor 9 will be recalculated to a second calculated speed n ca i C 2 which is lower than first calculated speed n ca ici - The electric drive motor 8 of the compressor 9 is controlled to run with the second calculated speed n ca i C 2 until the pressure in air system reservoir 1 1 reaches a set cut off pressure level.
  • the electric drive motor 8 of the compressor 9 is in an offload mode for a time period longer than a set or predefined time period, the electric drive motor 8 is started and controlled to run or operate with a set or calculated speed until the pressure in air system reservoir 1 1 reaches a cut off pressure level.
  • the electric drive motor 8 of the compressor 9 is stopped if the electric drive motor 8 is in a load mode and a regeneration phase has been started to decrease the wetness level in the air processing unit 10 or in the air system reservoir 1 1 .
  • This mode is illustrated in Fig.13.
  • wetness level in the air processing unit 10 and/or in the air system reservoir 1 1 is above a predefined or set wetness level limit, the electric drive motor 8 of the compressor 9 is stopped.
  • the electric drive motor 8 of the compressor 9 is stopped during a predefined or set time period, the electric drive motor of the compressor 9 is started, to prevent freezing in a discharge line by delivering warm air into the discharge line by the compressor 9. This mode is illustrated in Fig.14.
  • the electric drive motor 8 is controlled to start and operate with a set or calculated speed until the pressure level in air system reservoir 1 1 has reached a cut off pressure level.
  • an off engine compressor drive is achieved to enable a high speed operation of the compressor even in case of idling drive engine 2, 4 of the vehicle.
  • the compressor 9 can be made smaller. Further, power consumption is decreased, enabling to use a smaller battery and a longer battery lifetime.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Computer Hardware Design (AREA)
  • Transportation (AREA)
  • Control Of Positive-Displacement Pumps (AREA)
  • Valves And Accessory Devices For Braking Systems (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Air-Conditioning For Vehicles (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)

Description

Compressed air system for a motor vehicle
The present invention relates to a compressed air system for a motor vehicle with an air supply system, particularly for use in commercial road vehicles.
Electrically driven compressors of the above-mentioned type are known, for example from US 2009/0254246 A1 . As described there, an internal combustion engine drives a DC-generator to charge a battery which is connected to the electric drive motor of the compressor. The compressor is connected trough an air treatment unit with an air reservoir. An air system controller controls the electric drive motor of the compressor.
If the air pressure in the air system reservoir is less than a set minimum value, the air system controller starts the motor and air compressor to charge the air reservoir, running the motor at higher speeds. As pressure increases in the air reservoir, motor speed is held constant or ramped down. When the pressure in the air reservoir increases to a set maximum value, the air system controller sets the drive motor and the compressor to shut off which stops the air charging operation.
Further, an operation of an air brake system stops the action of the drive motor and the compressor, to save energy when the air brake system is discharging air to stop the vehicle.
Also, the temperature of the compressor can be considered to control the speed of drive motor of the compressor.
Thus, the speed of the drive motor of the compressor is variable based upon the pressure in the air system reservoir and upon certain operation parameters of the vehicle.
Object of the invention
The object of the invention is to decrease the power consumption of the drive motor of the compressor, so that fuel can be saved and emissions decreased.
This object is solved by the features according to claim 1 .
Description of the invention The invention refers to a compressed air system for a motor vehicle with an air supply system, comprising:
- an electric drive motor, which can be controlled for variable speed,
- an air compressor coupled to be driven by the electric drive motor,
- an electric power supply for supplying electric power to the electric drive motor,
- at least one air reservoir connected with said air compressor to receive air from the air compressor,
- an air utilization system connected to said at least one air reservoir to receive air from said at least one air reservoir, and
- a controller to control the speed of the electric drive motor.
The invention is characterized in that the controller controls the electric drive motor to determine the speed of the electric drive motor depending upon at least one signal out of the following signals:
- A signal representing the activation status of an accelerator pedal of the vehicle,
- a signal representing the speed of the vehicle,
- a signal representing the temperature of the power supply,
- a signal representing the temperature of the electric drive motor,
- a signal representing the wetness level of the air compressed by the air compressor,
- a signal representing the load of the air compressor,
- a signal representing the running time of the air compressor,
- a signal representing the status of the electric power supply.
In other words, the determination of the speed of the electric drive motor for driving the compressor depends upon signals representing the vehicle status like signals of a controller area network of the vehicle, accelerator pedal signals, brake pedal signals, vehicle speed signals, temperature signals of the electric power supply or power stage, temperature signals of the electric motor, upon signals describing the status of the compressed air system (pressure level, wetness level, compressor duty, compressor running time etc.), upon signals representing the status of the electric power supply (status of charge, status of function, status of availability) and the status of the electric power network (current, voltage).
The calculation of the speed of the electric drive motor of the compressor is preferably based on a function approximation and/or a look-up table for air flow-rate and power consumption maps of the compressor as function of compressor speed and back pressure, which are determined by a measurement and or vehicle tests or theoretical considerations.
With this, the power consumption of the electric drive motor of the compressor can be decreased.
Preferably, the electric power supply, the controller and the electric drive motor are connected by an electric power supply network, wherein the controller controls the electric drive motor to determine the speed of the electric drive motor depending upon a signal representing the status of the electric power supply network. Such a signal is preferably the voltage and/or the conducted current.
According to a preferred embodiment, the speed of the electric drive motor is determined based upon at least one function and/or upon at least one look-up table, where at least one of the aforesaid signals is an input variable for the at least one function and/or the least one look-up table.
Further, the speed of the electric drive motor can be determined based upon the air consumption of the compressed air system of the vehicle.
According to another aspect, the speed of the electric drive motor is controlled by the controller in a way, that, if the pressure level in the air reservoir is lower than a minimum level and if the power stage of the electric power supply reaches or exceeds a set power stage limit, than the electric drive motor is operated with its maximum speed until the pressure level in the air reservoir reaches a cut off pressure level, or if the pressure level in the air reservoir is below a set pressure limit and if the power stage of the electric power supply is below the set power stage limit, than the electric drive motor is operated with a speed between zero speed and its maximum speed, until the pressure level in the air reservoir reaches the cut off pressure level. Preferably, the speed of the electric drive motor is controlled by the controller in a way, that, if the pressure in the air system reservoir is below a set pressure limit, than the electric drive motor is controlled to operate with a speed calculated to cover the actual air consumption of the compressed air system, until the pressure level in the air reservoir reaches a set cut off pressure level.
According to a further embodiment, the speed of the electric drive motor is controlled by the controller in a way, that, if the pressure in the air system reservoir is below a set pressure limit, than the electric drive motor is operated with a speed calculated to cover the current air consumption of the compressed air system, until the pressure level in the air reservoir reaches a cut off pressure level, which is higher than a normal cut off pressure level to store more energy in the compressed air system.
Further, the speed of the electric drive motor can be controlled by the controller in a way, that, if the power stage of the electric power supply is below a set power stage limit, or if the temperature of the electric drive motor exceeds a critical temperature limit, or if the actual speed of the electric drive motor is not equal to a demanded speed, than the electric drive motor will be stopped.
Preferably, the electric drive motor is controlled by the controller in a way, that, if the compressor is switched offload and the actual speed of the electric drive motor of the compressor is higher than zero, the electric drive motor is operated in a generator mode to charge the electric power supply until a set or predetermined charge level of the electric power supply is reached.
According to another aspect, the electric drive motor is controlled by the controller in a way, that if an accelerator pedal of the drive engine of the vehicle is kicked down and the charge status of the electric power supply exceeds a set charge limit and the consumption of electric power is above a set consumption limit, than the electric drive motor of the compressor is controlled to operate with a calculated speed lower than its maximum speed until the pressure in the air system reservoir reaches a set cut off pressure level.
Further, the electric drive motor can be controlled by the controller in a way, that if the ambient temperature is below a set ambient temperature, the electric drive motor is controlled to operate with a set calculated speed until the pressure level in the air system reservoir reaches a cut off pressure level.
According to a embodiment, the electric drive motor is controlled by the controller in a way, that if the temperature of the electric drive motor is above a set temperature limit, a reduced first speed of the drive motor of the compressor is calculated, reducing the load of the electric drive motor, which then is controlled to operate with this first calculated speed, and if, additionally, the temperature of the electric power supply is above a set temperature limit, then, the first calculated speed of the electric drive motor is recalculated to a second calculated speed which is lower than first calculated speed and the electric drive motor is controlled to operate with the second calculated speed, until the pressure in air system reservoir reaches a set cut off pressure level.
Further, the electric drive motor can be controlled by the controller in a way, that if the electric drive motor is in an offload mode for a time period longer than a set or predefined time period, the electric drive motor is started and controlled to operate with a set or calculated speed until the pressure in the air system reservoir reaches a cut off pressure level.
According to another embodiment, the electric drive motor is controlled by the controller in a way, that if the wetness level in the air system reservoir is above a predefined or set wetness level limit, the electric drive motor of the compressor is stopped.
Preferably, the electric drive motor is controlled by the controller in a way, that if the ambient temperature is below a set or predefined temperature, the electric drive motor is controlled to start and run at a set or calculated speed until the pressure level in air system reservoir has reached a cut off pressure level.
Description of the drawings
The invention will be best understood by reference to the following detailed description of an illustrative embodiment when read in conjunction the accompanying drawings, wherein:
Fig.1 is a schematic illustration of a vehicle chassis of a commercial vehicle with a compressed air system according to a preferred embodiment;
Fig.2 is a schematic illustration of an air supply system of the compressed air system;
Fig.3 is a flow chart illustrating a start up filling mode;
Fig.4 is a flow chart illustrating a maximum power mode;
Fig.5 is a flow chart illustrating an optimal power mode;
Fig.6 is a flow chart illustrating an overrun mode;
Fig.7 is a flow chart illustrating an emergency mode;
Fig.8 is a flow chart illustrating a compressor braking mode;
Fig.9 is a flow chart illustrating an overtake mode;
Fig.10 is a flow chart illustrating a cold operation mode;
Fig.1 1 is a flow chart illustrating a load reducing mode;
Fig.12 is a flow chart illustrating a refresh mode;
Fig.13 is a flow chart illustrating an intermediate regeneration mode;
Fig.14 is a flow chart illustrating an anti freeze mode.
Referring now to the drawings and in particular to Fig.1 , a motor driven vehicle, particularly a motor driven commercial vehicle, which may be a vehicle with a conventional internal combustion engine only or vehicle with a hybrid diesel-electric engine 2, 4, has a chassis 1 , on which an compressed air system 100 comprising an air supply system 200 and an air utilizing system 300 is mounted. According to a preferred embodiment, the commercial vehicle is driven by a drive line 400 comprising a hybrid diesel- electric engine 2, 4 and a transmission 3.
The air utilizing system 300 comprises air utilizing components that contribute to a consumption of air like an air brake system 12, an air suspension 13, a transmission 3, a door opening system 15, a driver seat suspension 16, a pneumatic booster system 14 and the like. The air brake system 12 of the commercial vehicle preferably comprises an active service brake, where the service brakes are activated by increasing the air pressure in service brake cylinders and where the service brake is released by decreasing the pressure in the service brake cylinders, and a passive parking brake, where the parking brake is activated by decreasing the air pressure in parking spring brake cylinders and where the parking brake is released by increasing the pressure in the parking spring brake cylinders to a level which equates to a parking brake release pressure.
Further mounted on the chassis is the driveline 400 of the vehicle comprising an internal combustion engine 2, and, according to the preferred embodiment, an electric motor 4 as the electric part of the hybrid diesel-electric engine 2, 4 as well as the transmission 3.
The air supply system 200 is illustrated separately in Fig.2. It comprises an electric power supply 6, e.g. in Form of one or more batteries, an electronic control unit 7, with a microcomputer controlling an electric drive motor 8, variable in its speed, which drives a compressor 9, particularly its crankshaft. The compressor 9 may be a rotary screw air compressor, delivering compressed air to an air processing unit 10 which may include an air dryer for air regeneration. The air dryer 10 is connected with an system air reservoir 1 1 which may include one or more separate air reservoirs, particularly one separate air reservoir for each air circle of the air utilizing system 300 such as an air suspension air circle, several air brake circles, a door opening air circle etc..
The vehicle driveline 400 is not coupled with the crankshaft of the compressor 9, which means that the compressor 9 can not be driven directly by the internal combustion engine 2 or here, in case of a hybrid engine 2, 4 driven vehicle, directly by the electric motor 4 of the hybrid engine 2, 4. Rather, the compressor 9 is operated independently from the vehicle's driveline 400, as the air supply system 200 according to Fig.2 is a standalone system.
The air system compressor 9 is driven by the electric drive motor 8 which is controlled by control unit 7. The electric power to actuate the control unit 7 as well as the electric drive motor 8 of the compressor 9 is delivered by the electric power supply 6. The electric power supply 6, particularly in form of a battery is charged here by a stand alone electric generator 5, which preferable is mechanically driven by and coupled with the internal combustion engine 2, as can be seen from Fig .1 .
Alternatively, the electric generator 5 could be also driven by the electric motor 4 of the hybrid engine 2, 4. Under another aspect, the electric power supply 6 of the air supply system 200 can be charged by the electric drive motor 8 of the compressor, when this electric drive motor 8 is operated in its generator mode.
The compressor 9 can cooperate with auxiliary systems such as a lubricating system 17 for lubricating moving parts of the compressor 9 and a cooling system 18 for cooling the compressor 9 under operation, if needed. Thus, the cooling system 18 serves as a device for cooling the compressor 9 and is controlled by the controller 7 to be preferably activated, when the temperature of the compressor 9 exceeds a critical temperature.
The electric power supply 6, the controller 7 and the electric drive motor 8 are connected by an electric power supply network 19 for conducting an electric current. Further, there is a signal line (not seen in Fig.2) between the controller 7 and the electric drive motor 8 for transmitting control signals. This electric power supply network 19 also forming part of the air supply system 200.
Further, the controller 7 of the electric drive motor 8 receiving electric signals from several sensors, among which is - a sensor 20 for generating a signal representing an activation status of an accelerator pedal 21 of the hybrid engine 2, 4 of the vehicle,
- a sensor 22 for generating a signal representing an activation status of a brake pedal 23 of the air brake system 12 of the vehicle,
- a speed sensor 24 for generating a signal representing the speed of the vehicle,
- a temperature sensor 25 for generating a signal representing the temperature of the power supply 6,
- a temperature sensor 26 for generating a signal representing the temperature of the electric drive motor 8,
- a wetness sensor 27 for generating a signal representing the wetness of the air compressed by the compressor and delivered to the air processing unit 10,
- a current sensor 28 for generating a signal representing the current present in the electric power network 19 and therefore also representing the load of the compressor 9,
- a current sensor 29 and/or a voltage sensor 30 for generating a signal representing the status of the electric power supply 6,
- a pressure sensor 31 for generating a signal representing the pressure in the air system reservoir 1 1 ,
- an ambient temperature sensor 32 for generating a signal representing the temperature of the ambient,
- a speed sensor 33 for generating a signal representing the rotational speed of the electric drive motor 8.
The aforementioned sensors are connected by electric signal lines with the controller 7, as indicated in Fig.2, to feed controller 7 with respective signals.
Further, the controller 7 of the electric drive motor 8 has an internal clock, such that signals representing the running time of the air compressor 9 can be generated and evaluated.
Preferably, at least one of the aforementioned signals and data are delivered to the controller 7 of the electric drive motor 8 of the compressor to be used as a basis to control the speed of the electric drive motor 8 of the compressor 9. In other words, the determination or calculation of the speed of the electric drive motor 8 depends upon at least one of those signals. Also, the total air consumption level of the compressed air system 100 can determine the speed of the electric drive motor 8 to target low power consumption of the electric power supply 6 of the vehicle 1 , while maintaining the demand pressure of the compressed air system 100. The components that contribute to the air consumption of the compressed air system 100 are the components of the air utilizing system 300 as the air brake system 12, the air suspension 13, the transmission 3, the door opening system 15, the driver seat air suspension 16, the pneumatic booster system 14, the air processing unit 10. But also leakage or the regeneration process can influence the air consumption in the compressed air system 100. In the following, several modes for operating the compressed air system 100, particularly the air supply system 200 is presented.
1. Air consumption mode
An observation of the air consumption of the compressed air system 100 is based on the mass balance of the compressed air system 100. The air consumption of the compressed air system 100 of the vehicle is calculated as follows: b
Figure imgf000011_0001
Figure imgf000011_0002
J d d d l -Ta arb where dm cons
is the total air consumption of the compressed air dt
system,
dm co mp
is the air flow rate delivered by the compressor 9, t is the pressure gradient of the compressed air
Figure imgf000011_0003
system, V system is the total volume of the compressed air system
100
R is the specific gas constant of air
T amb is the ambient temperature.
Compressor flow-rate maps are known. To cover the consumption of the compressed air system 100 of the vehicle, the required speed of the drive motor 8 of the compressor 9 can be also calculated based on the flow-rate maps. Finally, the speed of the drive motor 8 can be calculated as a function of the air consumption and pressure level in the compressed air system 100.
2. Start up filling mode
When starting the commercial vehicle, the pressure level in the air reservoir 1 1 is normally lower than a set minimum pressure level, particularly lower than the parking brake release pressure of the passive parking brake. If then, the battery charging level is higher than a predefined value, the start up filling mode can also be activated in case of a stopped Internal combustion engine 2. The start up filling mode is illustrated in Fig.3.
The speed of the electric drive motor 8 is controlled by the controller 7 that, if the pressure level in the air reservoir 1 1 is below a set pressure limit and if the power status of the electric power supply 6 reaches or exceeds a set power status limit, than the electric drive motor 8 is operated with its maximum speed until the pressure level in the air reservoir 1 1 reaches a set cut off pressure level.
Alternatively, if the pressure level in the air reservoir 1 1 is below a set pressure limit and if the power status or charge status of the electric power supply 6 is below the set power status or charge limit, than the electric drive motor 8 is operated with a set speed between zero speed and its maximum speed, until the pressure level in the air reservoir 1 1 reaches the cut off pressure level.
3. Maximum power mode In case of low pressure level in the air system reservoir 1 1 , the electric drive motor 8 of the compressor 9 is controlled to operate at its highest speed to cover high air consumption, if the internal combustion engine 2 is operating. The maximum power mode is illustrated in Fig.4.
If the air system pressure level is below a set cut pressure level, and the battery and power stage 6 status is ok, then, the drive motor 8 of the compressor 9 is started an controlled to work at its maximum speed until pressure level in the air system reservoir reaches the set cut off pressure level.
4. Optimal power mode
In case of low air consumption the electric drive motor 8 of the compressor 9 is controlled to be driven at a calculated rotational speed considering the highest efficiency to minimize the power consumption of the electric power supply 6, fuel consumption and to extend battery's lifetime. The optimal power mode is illustrated in Fig.5.
The speed of the electric drive motor 8 is controlled by the controller 7 that, if the pressure in the air system reservoir 1 1 is below a set pressure limit, than the electric drive motor 8 is controlled to operate with a speed calculated to cover the actual air consumption, until the pressure level in the air reservoir 1 1 reaches a set or predetermined cut off pressure level.
5. Overrun mode
In an engine brake mode, when the engine is used to produce a braking effect, e.g. for a retarder brake, the electric drive motor 8 of the compressor 9 is activated, if battery level is above a predefined value. In this case, the air system reservoir 1 1 can be overfilled above a set cut off pressure level to store more energy in the pneumatic system. The overrun mode is illustrated in Fig.6.
If the pressure in air system reservoir 1 1 is below a set cut off pressure and if the drive engine 2 of the vehicle works in an engine brake mode, e.g. in a retarder mode, then the electric drive motor 8 of the compressor 9 is started and controlled to work at a calculated speed until the pressure in air system reservoir reaches the cut off pressure level of the overrun mode, which is higher than the normal cut off pressure level, to store more energy in the compressed air system 100.
6. Emergency mode
The emergency mode covers a malfunction of the compressor 9 and/or of the electric drive motor 8 and/or of the electric power supply 6. If at least one of those malfunctions occurs or is detected, the electric drive motor 8 of the compressor 9 will be stopped. The emergency mode is illustrated in Fig.7.
If the power or charge status of the electric power supply 6 is below a set power status or charge limit, or, if the temperature of the electric drive motor 8 exceeds a set critical temperature limit, or, if the actual speed of the electric drive motor 8 of the compressor 9 is not equal to a demanded speed, than the electric drive motor 8 of the compressor 9 will be stopped.
7. Compressor braking mode
When the compressor 9 is switched off or off load, the electric drive motor 8 is operated in or switched to a generator mode to charge the electric power supply 6 during the speed down of the electric drive motor 8 and of the coupled compressor 9. The electric energy obtained thereby is delivered by the electric power supply network 19 from the electric drive motor 8 to the electric power supply 6. This process is illustrated in Fig.8.
If the compressor 9 is switched offload and the actual speed of the electric drive motor 8 of the compressor 9 is higher than an actual speed demand for the electric drive motor 8, which is zero in this case, the electric drive motor 8 is operated in or switched into a generator mode to charge the electric power supply 6 until a set or predetermined charge level the electric power supply 6 is reached.
8. Overtake mode
If the driver initiates a high acceleration demand, e.g. in form of a kick down of he accelerator pedal 21 , and the electric drive 4 of the vehicle is also activated, the electric drive motor 8 of the compressor 9 is turned off or speeded down considering the high demand for electric power to decrease the degradation of the electric power supply 6, if the pressure level in air system reservoir 1 1 is above a set pressure value. This process is illustrated in Fig.9.
If the accelerator pedal 21 of the engine 2 is kicked down and the charge status of the electric power supply 6 exceeds a set charge limit and the consumption of electric power is above a consumption limit, than the electric drive motor 8 of the compressor 9 is controlled to operate with a calculated speed lower than the maximum speed until the pressure in the air system reservoir 1 1 reaches a set cut off pressure level. A parameter representing the consumption of electric power or energy is preferably the current conducted in the electric consumer circuit(s).
9. Cold operation mode
If the ambient temperature is below a set ambient temperature, a reduced speed of the electric drive motor 8 of the compressor 9 is applied if also the pressure level in the air system reservoir 1 1 is above a set pressure limit to conserve the electric energy of the electric power supply 6. This process is illustrated in Fig.10.
If the ambient temperature is below a set ambient temperature, the electric drive motor 8 of the compressor 9 is started and controlled to operate with a set calculated speed until the pressure level in air system reservoir 1 1 reaches a cut off pressure level.
10. Load reducing mode
If the temperature of the electric drive motor 8, measured by the temperature sensor 26 and/or the temperature of the electric power supply 6, measured by the temperature sensor 25 exceeds a set temperature limit, respectively, the speed of the electric drive motor 8 of the compressor 9 is reduced. This process is illustrated in Fig .1 1 .
If the temperature of the electric drive motor 8 is above a set temperature limit, a reduced first speed ncaici of the drive motor 8 of the compressor 9 is calculated, reducing the load of the electric drive motor 8, which then is controlled to operate with this first calculated speed ncaici - If, additionally, the temperature of the electric power supply 6, measured by temperature sensor 25, is above a set temperature limit, then the first calculated speed ncaici of the electric drive motor 8 of the compressor 9 will be recalculated to a second calculated speed ncaiC2 which is lower than first calculated speed ncaici - The electric drive motor 8 of the compressor 9 is controlled to run with the second calculated speed ncaiC2 until the pressure in air system reservoir 1 1 reaches a set cut off pressure level.
11. Refresh mode
In case, that the electric drive motor 8 of the compressor 9 is stopped for a predefined or set time period, the electric drive motor 8 of the compressor 9 is restarted to establish a lubrication refresh activity. This process is illustrated in Fig.12.
If the electric drive motor 8 of the compressor 9 is in an offload mode for a time period longer than a set or predefined time period, the electric drive motor 8 is started and controlled to run or operate with a set or calculated speed until the pressure in air system reservoir 1 1 reaches a cut off pressure level.
12. Intermediate regeneration mode
If the level of wetness in the air processing unit 10 and/or in the air system reservoir 1 1 exceeds a predefined or set wetness level, the electric drive motor 8 of the compressor 9 is stopped if the electric drive motor 8 is in a load mode and a regeneration phase has been started to decrease the wetness level in the air processing unit 10 or in the air system reservoir 1 1 . This mode is illustrated in Fig.13.
If the wetness level in the air processing unit 10 and/or in the air system reservoir 1 1 is above a predefined or set wetness level limit, the electric drive motor 8 of the compressor 9 is stopped.
13. Anti freeze mode
If the ambient temperature is below a set or predefined ambient temperature level and the electric drive motor 8 of the compressor 9 is stopped during a predefined or set time period, the electric drive motor of the compressor 9 is started, to prevent freezing in a discharge line by delivering warm air into the discharge line by the compressor 9. This mode is illustrated in Fig.14.
If the ambient temperature is below a set or predefined temperature, the electric drive motor 8 is controlled to start and operate with a set or calculated speed until the pressure level in air system reservoir 1 1 has reached a cut off pressure level.
With this, an off engine compressor drive is achieved to enable a high speed operation of the compressor even in case of idling drive engine 2, 4 of the vehicle. Thus, the compressor 9 can be made smaller. Further, power consumption is decreased, enabling to use a smaller battery and a longer battery lifetime.
List of reference numerals vehicle
internal combustion engine
transmission
electric motor
generator
electric power supply
controller
electric drive motor
air system compressor
air processing unit
Air system reservoir
air brake system
air suspension system
pneumatic booster system
door opening system
driver seat air suspension
lubricating system for the compressor cooling system for the compressor electric power supply network sensor
accelerator pedal
sensor
brake pedal
speed sensor
temperature sensor temperature sensor wetness sensor
current sensor
current sensor
voltage sensor
pressure sensor
ambient temperature sensor speed sensor
air compressed system air supply system
air utilizing system
driveline

Claims

Claims
1 . A compressed air system (100) for a motor vehicle with an air supply system (200), comprising:
- an electric drive motor (8), which can be controlled for variable speed,
- an air compressor (9) coupled to be driven by the electric drive motor (8),
- an electric power supply (6) for supplying electric power to the electric drive motor (8),
- at least one air reservoir (1 1 ) connected with said air compressor (9) to receive air from the air compressor (9),
- an air utilization system (300) connected to said at least one air reservoir (1 1 ) to receive air from said at least one air reservoir (1 1 ),
- a controller (7) to control the speed of the electric drive motor (8), characterized in that the controller (7) controls the electric drive motor (8) to determine the speed of the electric drive motor (8) depending upon at least one signal out of the following signals:
- A signal representing the activation status of an accelerator pedal (21 ) of the vehicle,
- a signal representing the speed of the vehicle,
- a signal representing the temperature of the power supply (6),
- a signal representing the temperature of the electric drive motor (8),
- a signal representing the wetness level of the air compressed by the air compressor (9),
- a signal representing the load of the air compressor (9),
- a signal representing the running time of the air compressor (9),
- a signal representing the status of the electric power supply (6).
2. Compressed air system for a motor vehicle according to claim 1 , characterized in that the electric power supply (6), the controller (7) and the electric drive motor (8) are connected by an electric power supply network (19), wherein the controller (7) controls the electric drive motor (8) to determine the speed of the electric drive motor (8) depending upon a signal representing the status of the electric power supply network (19).
3. Compressed air system for a motor vehicle according to claim 2, characterized in that the signal representing the status of the electric network (19) is the voltage and/or the conducted current.
4. Compressed air system for a motor vehicle according to one of the preceding claims, characterized in that the speed of the electric drive motor (8) is determined based upon at least one function and/or upon at least one look-up table, where at least one of the aforesaid signals is an input variable for the at least one function and/or the least one lookup table.
5. Compressed air system for a motor vehicle according to one of the preceding claims, characterized in that the speed of the electric drive motor (8) is determined based upon the air consumption of the compressed air system (100) of the vehicle.
6. Compressed air system for a motor vehicle according to one of the preceding claims, characterized in that the speed of the electric drive motor (8) is controlled by the controller (7) in a way, that,
a) if the pressure level in the air reservoir (1 1 ) is lower than a minimum level and if the power stage of the electric power supply (6) reaches or exceeds a set power stage limit, than the electric drive motor (8) is operated with its maximum speed until the pressure level in the air reservoir (1 1 ) reaches a cut off pressure level, or
b) if the pressure level in the air reservoir (1 1 ) is below a set pressure limit and if the power stage of the electric power supply (6) is below the set power stage limit, than the electric drive motor (8) is operated with a speed between zero speed and its maximum speed, until the pressure level in the air reservoir (1 1 ) reaches the cut off pressure level. Compressed air system for a motor vehicle according to one of the preceding claims, characterized in that the speed of the electric drive motor (8) is controlled by the controller (7) in a way, that, if the pressure in the air system reservoir (1 1 ) is below a set pressure limit, than the electric drive motor (8) is controlled to operate with a speed calculated to cover the actual air consumption of the compressed air system (100), until the pressure level in the air reservoir (1 1 ) reaches a set cut off pressure level.
Compressed air system for a motor vehicle according to one of the preceding claims, characterized in that the speed of the electric drive motor (8) is controlled by the controller (7) in a way, that, if the pressure in the air system reservoir (1 1 ) is below a set pressure limit, than the electric drive motor (8) is operated with a speed calculated to cover the current air consumption of the compressed air system, until the pressure level in the air reservoir (1 1 ) reaches a cut off pressure level, which is higher than a normal cut off pressure level to store more energy in the compressed air system.
Compressed air system for a motor vehicle according to one of the preceding claims, characterized in that the speed of the electric drive motor (8) is controlled by the controller (7) in a way, that, if the power stage of the electric power supply (6) is below a set power stage limit, or if the temperature of the electric drive motor (8) exceeds a critical temperature limit, or if the actual speed of the electric drive motor (8) is not equal to a demanded speed, than the electric drive motor (8) will be stopped.
Compressed air system for a motor vehicle according to one of the preceding claims, characterized in that the electric drive motor (8) is controlled by the controller
(7) in a way, that, if the compressor (9) is switched offload and the actual speed of the electric drive motor
(8) of the compressor
(9) is higher than zero, the electric drive motor (8) is operated in a generator mode to charge the electric power supply (6) until a set or predetermined charge level of the electric power supply (6) is reached.
10. Compressed air system for a motor vehicle according to one of the preceding claims, characterized in that the electric drive motor (8) is controlled by the controller (7) in a way, that, if an accelerator pedal (21 ) of the drive engine (2, 4) of the vehicle is kicked down and the charge status of the electric power supply (6) exceeds a set charge limit and the consumption of electric power is above a set consumption limit, than the electric drive motor (8) of the compressor (9) is controlled to operate with a calculated speed lower than its maximum speed until the pressure in the air system reservoir (1 1 ) reaches a set cut off pressure level.
1 1 . Compressed air system for a motor vehicle according to one of the preceding claims, characterized in that the electric drive motor (8) is controlled by the controller (7) in a way, that, if the ambient temperature is below a set ambient temperature, the electric drive motor (8) is controlled to operate with a set calculated speed until the pressure level in the air system reservoir (1 1 ) reaches a cut off pressure level.
12. Compressed air system for a motor vehicle according to one of the preceding claims, characterized in that the electric drive motor (8) is controlled by the controller (7) in a way, that, if the temperature of the electric drive motor (8) is above a set temperature limit, a reduced first speed (ncaici ) of the drive motor 8 of the compressor (9) is calculated, reducing the load of the electric drive motor (8), which then is controlled to operate with this first calculated speed (ncaici ), and if, additionally, the temperature of the electric power supply (6) is above a set temperature limit, then, the first calculated speed (ncaici ) of the electric drive motor (8) is recalculated to a second calculated speed (ncaic2) which is lower than first calculated speed (ncaici ) and the electric drive motor (8) is controlled to operate with the second calculated speed (ncaiC2), until the pressure in air system reservoir (1 1 ) reaches a set cut off pressure level.
13. Compressed air system for a motor vehicle according to one of the preceding claims, characterized in that the electric drive motor (8) is controlled by the controller (7) in a way, that, if the electric drive motor (8) is in an offload mode for a time period longer than a set or predefined time period, the electric drive motor (8) is started and controlled to operate with a set or calculated speed until the pressure in the air system reservoir (1 1 ) reaches a cut off pressure level.
14. Compressed air system for a motor vehicle according to one of the preceding claims, characterized in that the electric drive motor (8) is controlled by the controller (7) in a way, that, if the wetness level in the air system reservoir (1 1 ) is above a predefined or set wetness level limit, the electric drive motor (8) of the compressor (9) is stopped.
15. Compressed air system for a motor vehicle according to one of the preceding claims, characterized in that the electric drive motor (8) is controlled by the controller (7) in a way, that, if the ambient temperature is below a set or predefined temperature, the electric drive motor (8) is controlled to start and run at a set or calculated speed until the pressure level in air system reservoir (1 1 ) has reached a cut off pressure level.
PCT/EP2013/068553 2012-09-12 2013-09-09 Compressed air system for a motor vehicle Ceased WO2014040932A1 (en)

Priority Applications (3)

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CN201380053316.0A CN104736403B (en) 2012-09-12 2013-09-09 Compressed air system for a motor vehicle
US14/642,868 US10883482B2 (en) 2012-09-12 2015-03-10 Compressed air system for a motor vehicle
US17/107,226 US20210079904A1 (en) 2012-09-12 2020-11-30 Compressed air system for a motor vehicle

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
EP12184115.9 2012-09-12
EP12184115.9A EP2708429B1 (en) 2012-09-12 2012-09-12 Compressed air system for a motor vehicle

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