EP2245305B1 - Utility vehicle with a cooled compressor and method for cooling a compressor - Google Patents

Utility vehicle with a cooled compressor and method for cooling a compressor Download PDF

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Publication number
EP2245305B1
EP2245305B1 EP09703550A EP09703550A EP2245305B1 EP 2245305 B1 EP2245305 B1 EP 2245305B1 EP 09703550 A EP09703550 A EP 09703550A EP 09703550 A EP09703550 A EP 09703550A EP 2245305 B1 EP2245305 B1 EP 2245305B1
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EP
European Patent Office
Prior art keywords
compressor
cooling circuit
cooling
cooled
commercial vehicle
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.)
Not-in-force
Application number
EP09703550A
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German (de)
French (fr)
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EP2245305A1 (en
Inventor
Jörg MELLAR
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
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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P7/00—Controlling of coolant flow
    • F01P7/14—Controlling of coolant flow the coolant being liquid
    • F01P7/16—Controlling of coolant flow the coolant being liquid by thermostatic control
    • F01P7/165—Controlling of coolant flow the coolant being liquid by thermostatic control characterised by systems with two or more loops
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
    • F04B—POSITIVE-DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS
    • F04B35/00—Piston pumps specially adapted for elastic fluids and characterised by the driving means to their working members, or by combination with, or adaptation to, specific driving engines or motors, not otherwise provided for
    • F04B35/002—Piston pumps specially adapted for elastic fluids and characterised by the driving means to their working members, or by combination with, or adaptation to, specific driving engines or motors, not otherwise provided for driven by internal combustion engines
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
    • F04B—POSITIVE-DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS
    • F04B39/00—Component parts, details, or accessories, of pumps or pumping systems specially adapted for elastic fluids, not otherwise provided for in, or of interest apart from, groups F04B25/00 - F04B37/00
    • F04B39/06—Cooling; Heating; Prevention of freezing
    • 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
    • F04B39/00—Component parts, details, or accessories, of pumps or pumping systems specially adapted for elastic fluids, not otherwise provided for in, or of interest apart from, groups F04B25/00 - F04B37/00
    • F04B39/06—Cooling; Heating; Prevention of freezing
    • F04B39/064—Cooling by a cooling jacket in the pump casing
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
    • F04B—POSITIVE-DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS
    • F04B41/00—Pumping installations or systems specially adapted for elastic fluids
    • F04B41/06—Combinations of two or more pumps
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P2060/00—Cooling circuits using auxiliaries

Definitions

  • the air is deprived of the humidity in an air filter cartridge downstream of the compressor.
  • This air filter cartridge contains a desiccant that can extract moisture from the air only up to 80 ° C. Therefore, a lower maximum allowable temperature of 60 ° C is specified to allow effective drying.
  • the compressed air at the outlet opening of the piston chamber reaches temperatures of up to 320 ° C. At the outlet of the compressor itself, the temperature must not exceed 220 ° C. This results in the need to cool the air between the compressor and the air filter cartridge.
  • the compressor For cooling the compressor is therefore often resorted to an active cooling, wherein the cooling water circuit of the internal combustion engine is tapped to cool the compressor. This can be done very easily because the compressor is located close to the internal combustion engine.
  • the disadvantage here is that the cooling circuit of the internal combustion engine has a working temperature between 85 and 115 ° C, which is why in the region of the cylinder head only a cooling to 140 to 150 ° C can be achieved.
  • Modern commercial vehicles in particular those designed for future emission standards such as Euro 6, have an even higher working temperature of the cooling circuit in order to be able to achieve better exhaust gas values.
  • increasing the working temperature of the refrigeration cycle simultaneously increases the temperature attainable in cooling the compressed air.
  • the invention has for its object to provide a commercial vehicle with a cooled compressor and a method for operating a compressor, in particular, no long cooling line between the compressor and an air filter cartridge is necessary.
  • the generic method for operating a compressor is further developed by the fact that the compressor is cooled by a second cooling circuit, and that the hydraulic pump downstream of the compressor is also cooled by the second Brunlniklauf.
  • FIG. 1 shows a simple schematic representation of a commercial vehicle with a drive motor, wherein the drive motor also drives a compressor.
  • the illustrated utility vehicle 10 is driven by the drive motor 14 driven, which is cooled by a first cooling circuit 12 with a first heat exchanger 22.
  • a compressor 16 and a compressor 16 downstream hydraulic pump 20 is driven by the drive motor 14.
  • the compressor 16 is cooled by a second cooling circuit 18 with a second heat exchanger 26, wherein the second cooling circuit 18 further cools another unit 30.
  • the first heat exchanger 22 and the second heat exchanger 26 are blown by a first fan 24 and a second fan 28 to increase the cooling capacity.
  • FIG. 2 shows a simple schematic representation of a commercial vehicle according to the invention with a drive motor, wherein the drive motor also drives a compressor.
  • the hydraulic pump 20 is also cooled by the second cooling circuit 18, wherein the cooling of the hydraulic pump 20 is parallel to the cooling of the compressor 16.
  • a linear coupling of the hydraulic pump 20 in the second cooling circuit is also conceivable.
  • the further unit 30 may be, for example, a motor control for the drive motor 14, wherein the electronic components of such a motor control are naturally sensitive to heat and therefore require appropriate cooling.
  • a low operating temperature of the second cooling circuit 18 of, for example, 50 ° C
  • a high temperature gradient arises between the air compressed in the compressor 16 and the coolant circulating in the second cooling circuit 18.
  • This large temperature gradient allows efficient heat transfer from the heated compressed air on the cooler coolant.
  • the compressed air can be cooled more than when using the warmer first cooling circuit 12, the operating temperature between 85 and 115 ° C or even higher.
  • the better cooling of the compressor in particular the cylinder walls of the compressor, also reduces the ejection of oil and thereby also allows easier preparation of the compressed air.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Air-Conditioning For Vehicles (AREA)
  • Compressor (AREA)
  • Compressors, Vaccum Pumps And Other Relevant Systems (AREA)

Abstract

The invention relates to a utility vehicle (10) comprising a drive engine (14) cooled via a first cooling circuit (12) and a compressor (16) for generating compressed air, wherein the compressor (16) can be driven via the drive engine (14). According to the invention, a second cooling circuit (18) is provided for cooling the compressor (16). The invention also relates to a method for operating a compressor (16).

Description

Die Erfindung betrifft ein Nutzfahrzeug mit einem über einen ersten Kühlkreislauf gekühlten Antriebsmotor und einem Kompressor zur Drucklufterzeugung, wobei der Kompressor über den Antriebsmotor antreibbar ist.The invention relates to a utility vehicle with a cooled over a first cooling circuit drive motor and a compressor for generating compressed air, wherein the compressor is drivable via the drive motor.

Die Erfindung betrifft weiterhin ein Verfahren zum Betreiben eines Kompressors zur Druckluftversorgung eines Nutzfahrzeugs mit einem über einen ersten Kühlkreislauf gekühlten Antriebsmotor, wobei der Kompressor über den Antriebsmotor angetrieben wird.The invention further relates to a method for operating a compressor for the compressed air supply of a commercial vehicle with a cooled over a first cooling circuit drive motor, wherein the compressor is driven by the drive motor.

Moderne Nutzfahrzeuge, die auf der Schiene oder der Stra-βe eingesetzt werden, weisen viele Druckluft verbrauchende Teilsysteme auf, deren Luftbedarf durch eine Druckluftversorgungseinrichtung sichergestellt wird. Die Druckluftversorgungseinrichtung umfasst üblicherweise einen Kompressor, der Umgebungsluft ansaugt und komprimiert, sowie weitere Komponenten zur Aufbereitung der Druckluft für die nachgeschalteten Verbraucher. Angetrieben wird der Kompressor normalerweise direkt von der in dem Nutzfahrzeug angeordneten Verbrennungsmaschine, die auch für den Vortrieb des Fahrzeugs verwendet wird. Bei der Komprimierung der Umgebungsluft erwärmt sich die komprimierte Luft mitsamt dem Kompressor stark, weshalb der Zylinderkopf des Kompressors gemeinsam mit der Zylinderwand des Kompressors gekühlt werden muss, um eine Überhitzung zu vermeiden und idealerweise die Lufttemperatur am Kompressorausgang möglichst niedrig zu halten. Dies ist hinsichtlich der weiteren Aufbereitung der Druckluft, insbesondere der Lufttrocknung vorteilhaft. Üblicherweise wird der Luft die Luftfeuchtigkeit in einer dem Kompressor nachgeschalteten Luftfilterpatrone entzogen. Diese Luftfilterpatrone enthält ein Trocknungsmittel, das nur bis maximal 80 °C der Luft Feuchtigkeit entziehen kann. Daher wird eine geringere maximal zulässige Temperatur von 60 °C angegeben, um eine effektive Trocknung zu ermöglichen. Bei der Komprimierung im Kompressor erreicht die komprimierte Luft an der Austrittsöffnung des Kolbenraumes jedoch Temperaturen von bis zu 320 °C. Am Ausgang des Kompressors selbst darf die Temperatur 220 °C nicht überschreiten. Hieraus ergibt sich die Notwendigkeit, die Luft zwischen dem Kompressor und der Luftfilterpatrone abkühlen zu müssen.Modern commercial vehicles, which are used on the rail or the road βe, have many compressed air consuming subsystems, the air requirement is ensured by a compressed air supply device. The compressed air supply device usually includes a compressor that sucks in and compresses ambient air, as well as other components for conditioning the compressed air for the downstream consumers. The compressor is normally driven directly by the combustion engine arranged in the commercial vehicle, which is also used for propulsion of the vehicle. When compressing the ambient air heats up the compressed air together with the compressor strong, which is why the cylinder head of the compressor must be cooled together with the cylinder wall of the compressor to prevent overheating and ideally to keep the air temperature at the compressor output as low as possible. This is advantageous in terms of the further treatment of compressed air, in particular air drying. Usually, the air is deprived of the humidity in an air filter cartridge downstream of the compressor. This air filter cartridge contains a desiccant that can extract moisture from the air only up to 80 ° C. Therefore, a lower maximum allowable temperature of 60 ° C is specified to allow effective drying. When compressed in the compressor, however, the compressed air at the outlet opening of the piston chamber reaches temperatures of up to 320 ° C. At the outlet of the compressor itself, the temperature must not exceed 220 ° C. This results in the need to cool the air between the compressor and the air filter cartridge.

Zu diesem Zweck wird bei dem Stand der Technik eine Druckleitung mit mehreren Metern Länge verwendet, wobei sich die erhitzte Druckluft während des Durchströmens der Druckleitung vom Kompressor zur Luftfilterpatrone ohne weitere Kühlmaßnahmen abkühlen kann. Nachteilig hierbei ist der Druckverlust durch die lange Leitung und der bauliche Aufwand den die Druckleitung selbst verursacht, weshalb man versucht, diese Leitung so kurz wie möglich zu halten.For this purpose, a pressure line of several meters in length is used in the prior art, wherein the heated compressed air can cool during flow through the pressure line from the compressor to the air filter cartridge without further cooling measures. The disadvantage here is the pressure loss due to the long line and the construction effort caused by the pressure line itself, which is why you try to keep this line as short as possible.

Zur Kühlung des Kompressors wird deshalb oft auf eine aktive Kühlung zurückgegriffen, wobei der Kühlwasserkreislauf des Verbrennungsmotors zur Kühlung des Kompressors angezapft wird. Dies kann sehr einfach geschehen, da der Kompressor nahe bei der Verbrennungsmaschine angeordnet ist. Nachteilig hierbei ist jedoch, dass der Kühlkreislauf der Verbrennungsmaschine eine Arbeitstemperatur zwischen 85 und 115 °C aufweist, weshalb im Bereich des Zylinderkopfs nur eine Abkühlung auf 140 bis 150 °C erreicht werden kann.For cooling the compressor is therefore often resorted to an active cooling, wherein the cooling water circuit of the internal combustion engine is tapped to cool the compressor. This can be done very easily because the compressor is located close to the internal combustion engine. The disadvantage here, however, is that the cooling circuit of the internal combustion engine has a working temperature between 85 and 115 ° C, which is why in the region of the cylinder head only a cooling to 140 to 150 ° C can be achieved.

Moderne Nutzfahrzeuge, insbesondere solche, die für kommende Abgasnormen wie Euro-6 ausgelegt sind, haben eine noch höhere Arbeitstemperatur des Kühlkreislaufs, um bessere Abgaswerte erreichen zu können. Die Erhöhung der Arbeitstemperatur des Kühlkreislaufs erhöht jedoch gleichzeitig die bei der Kühlung der komprimierten Luft erreichbare Temperatur.Modern commercial vehicles, in particular those designed for future emission standards such as Euro 6, have an even higher working temperature of the cooling circuit in order to be able to achieve better exhaust gas values. However, increasing the working temperature of the refrigeration cycle simultaneously increases the temperature attainable in cooling the compressed air.

Das Dokument US 5056601 A offenbart ein Nutzfahrzeug mit einem gekühlten Kompressor nach dem Oberbegriff des Anspruchs 1.The document US Pat. No. 5,056,601 A discloses a commercial vehicle with a refrigerated compressor according to the preamble of claim 1.

Der Erfindung liegt die Aufgabe zugrunde, ein Nutzfahrzeug mit einem gekühlten Kompressor und ein Verfahren zum Betreiben eines Kompressors bereitzustellen, wobei insbesondere keine lange Kühlleitung zwischen dem Kompressor und einer Luftfilterpatrone notwendig ist.The invention has for its object to provide a commercial vehicle with a cooled compressor and a method for operating a compressor, in particular, no long cooling line between the compressor and an air filter cartridge is necessary.

Diese Aufgabe wird mit den Merkmalen der unabhängigen Ansprüche gelöst.This object is achieved with the features of the independent claims.

Vorteilhafte Ausführungsformen der Erfindung sind in den abhängigen Ansprüchen angegeben.Advantageous embodiments of the invention are indicated in the dependent claims.

Die Erfindung baut auf dem gattungsgemäßen Nutzfahrzeug dadurch auf, dass ein zweiter Kühlkreislauf vorgesehen ist, mit dem der Kompressor gekühlt wird. Die Verwendung eines zweiten Kühlkreislaufs zur Kühlung des Kompressors entkoppelt die bei der Kühlung des Kompressors erreichbare Temperatur der komprimierten Luft vollständig von der Arbeitstemperatur des ersten Kühlkreislaufs, der den Antriebsmotor kühlt.The invention is based on the generic utility vehicle in that a second cooling circuit is provided, with which the compressor is cooled. The use of a second cooling circuit for cooling the compressor decouples the achievable in the cooling of the compressor temperature of the compressed air completely from the operating temperature of the first cooling circuit, which cools the drive motor.

Weiterhin ist vorgesehen, dass eine Hydraulikpumpe in dem Nutzfahrzeug vorgesehen ist, die dem Kompressor nachgeordnet ist und auch über den zweiten Kühlkreislauf kühlbar ist. Auch die Hydraulikpumpe eines modernen Nutzfahrzeugs kann vorteilhafterweise kühlbar sein, um einer vorzeitigen Alterung einer verwendeten Hydraulikflüssigkeit vorzubeugen. Eine Reduzierung der in der Hydraulikpumpe auftretenden Temperaturspitzen wirkt sich daher positiv auf die Wartungsintervalle des Nutzfahrzeugs aus.It is further provided that a hydraulic pump is provided in the utility vehicle, which is arranged downstream of the compressor and can also be cooled by the second cooling circuit. The hydraulic pump of a modern commercial vehicle can be advantageously cooled to prevent premature aging of a hydraulic fluid used. A reduction of the temperature peaks occurring in the hydraulic pump therefore has a positive effect on the service intervals of the commercial vehicle.

Nützlicherweise kann dabei vorgesehen sein, dass die Betriebstemperatur des zweiten Kühlkreislaufs verschieden von der Betriebstemperatur des ersten Kühlkreislaufs ist. Ist beispielsweise die Betriebstemperatur des zweiten Kühlkreislaufs kleiner als die Betriebstemperatur des ersten Kühlkreislaufs, so ist eine geringere Temperatur der von dem Kompressor komprimierten Luft erreichbar.Usefully, it may be provided that the operating temperature of the second cooling circuit is different from the operating temperature of the first cooling circuit. For example, if the operating temperature of the second cooling circuit is smaller than the operating temperature of the first cooling circuit, then a lower temperature of the compressed air from the compressor can be achieved.

Das gattungsgemäße Verfahren zum Betreiben eines Kompressors wird dadurch weiterentwickelt, dass der Kompressor über einen zweiten Kühlkreislauf gekühlt wird, und dass die dem Kompressor nachgeordnete Hydraulikpumpe ebenfalls über den zweiten Künlkreislauf gekühlt wird.The generic method for operating a compressor is further developed by the fact that the compressor is cooled by a second cooling circuit, and that the hydraulic pump downstream of the compressor is also cooled by the second Künlkreislauf.

Auf dieser Grundlage werden die Vorteile und Besonderheiten auch im Rahmen eines Verfahrens umgesetzt.On this basis, the advantages and peculiarities are also implemented as part of a procedure.

Dieses wird nützlicherweise dadurch weiterentwickelt, dass der zweite Kühlkreislauf auf einer Betriebstemperatur gehalten wird, die verschieden von der Betriebstemperatur des ersten Kühlkreislaufs ist.This is usefully further developed by maintaining the second refrigeration cycle at an operating temperature different from the operating temperature of the first refrigeration cycle.

Die vorliegende Erfindung wird nun mit Bezug auf die begleitenden Zeichnungen anhand bevorzugter Ausführungsformen beispielhaft erläutert.The present invention will now be described by way of example with reference to the accompanying drawings by way of preferred embodiments.

Es zeigen:

Figur 1
eine einfache illustrative schematische Darstellung eines Nutzfahrzeugs mit einem Antriebsmotor, wobei der Antriebsmotor auch einen Kompressor antriebt und
Figur 2
eine einfache schematische Darstellung eines erfindungsgemäßen Nutzfahrzeugs mit einem Antriebsmotor, wobei der Antriebsmotor auch einen Kompressor antreibt.
Show it:
FIG. 1
a simple illustrative schematic representation of a commercial vehicle with a drive motor, wherein the drive motor also drives a compressor and
FIG. 2
a simple schematic representation of a commercial vehicle according to the invention with a drive motor, wherein the drive motor also drives a compressor.

In den folgenden Zeichnungen bezeichnen gleiche Bezugszeichen gleiche oder gleichartige Teile.In the following drawings, like reference characters designate like or similar parts.

Figur 1 zeigt eine einfache schematische Darstellung eines Nutzfahrzeugs mit einem Antriebsmotor, wobei der Antriebsmotor auch einen Kompressor antreibt. Das dargestellte Nutzfahrzeug 10 wird von dem Antriebsmotor 14 angetrieben, der von einem erster Kühlkreislauf 12 mit einem ersten Wärmetauscher 22 gekühlt wird. Über eine Welle 32 wird ein Kompressor 16 und eine dem Kompressor 16 nachgeordnete Hydraulikpumpe 20 vom dem Antriebsmotor 14 angetrieben. Der Kompressor 16 wird von einem zweiten Kühlkreislauf 18 mit einem zweiten Wärmetauscher 26 gekühlt, wobei der zweite Kühlkreislauf 18 weiterhin ein weiteres Aggregat 30 kühlt. Der erste Wärmetauscher 22 und der zweite Wärmetauscher 26 werden von einem ersten Lüfter 24 beziehungsweise einem zweiten Lüfter 28 zur Erhöhung der Kühlleistung angeblasen. FIG. 1 shows a simple schematic representation of a commercial vehicle with a drive motor, wherein the drive motor also drives a compressor. The illustrated utility vehicle 10 is driven by the drive motor 14 driven, which is cooled by a first cooling circuit 12 with a first heat exchanger 22. Via a shaft 32, a compressor 16 and a compressor 16 downstream hydraulic pump 20 is driven by the drive motor 14. The compressor 16 is cooled by a second cooling circuit 18 with a second heat exchanger 26, wherein the second cooling circuit 18 further cools another unit 30. The first heat exchanger 22 and the second heat exchanger 26 are blown by a first fan 24 and a second fan 28 to increase the cooling capacity.

In dieser nicht erfindungsgemäßen Ausführung wird die Hydraulikpumpe 20 nicht über den zweiten Kühlkreislauf gekühlt.In this non-inventive embodiment, the hydraulic pump 20 is not cooled via the second cooling circuit.

Figur 2 zeigt eine einfache schematische Darstellung eines erfindungsgemäßen Nutzfahrzeugs mit einem Antriebsmotor, wobei der Antriebsmotor auch einen Kompressor antreibt. Im Unterschied zur Figur 1 wird bei Figur 2 die Hydraulikpumpe 20 ebenfalls durch den zweiten Kühlkreislauf 18 gekühlt, wobei die Kühlung der Hydraulikpumpe 20 parallel zur Kühlung des Kompressors 16 erfolgt. Eine lineare Einkopplung der Hydraulikpumpe 20 in den zweiten Kühlkreislauf ist jedoch auch denkbar. FIG. 2 shows a simple schematic representation of a commercial vehicle according to the invention with a drive motor, wherein the drive motor also drives a compressor. In contrast to FIG. 1 is at FIG. 2 the hydraulic pump 20 is also cooled by the second cooling circuit 18, wherein the cooling of the hydraulic pump 20 is parallel to the cooling of the compressor 16. However, a linear coupling of the hydraulic pump 20 in the second cooling circuit is also conceivable.

Da der erste Kühlkreislauf 12 und der zweite Kühlkreislauf 18 vollständig voneinander entkoppelt sind, kann die Betriebstemperatur des zweiten Kühlkreislaufs 18 durch Veränderung der Kühlkapazität des zweiten Wärmetauschers 26 angepasst werden. Eine zusätzliche Möglichkeit zur Beeinflussung existiert über die Wahl der Drehzahl des zweiten Lüfters 28.Since the first cooling circuit 12 and the second cooling circuit 18 are completely decoupled from each other, the operating temperature of the second cooling circuit 18 can be adjusted by changing the cooling capacity of the second heat exchanger 26. An additional possibility for influencing exists via the choice of the rotational speed of the second fan 28.

Bei dem weiteren Aggregat 30 kann es sich beispielsweise um eine Motorsteuerung für den Antriebsmotor 14 handeln, wobei die elektronischen Komponenten einer solchen Motorsteuerung naturgemäß hitzeempfindlich sind und daher einer entsprechenden Kühlung bedürfen. Durch Wahl einer niedrigen Betriebstemperatur des zweiten Kühlkreislaufs 18 von beispielsweise 50 °C entsteht ein hoher Temperaturgradient zwischen der in dem Kompressor 16 komprimierten Luft und dem in dem zweiten Kühlkreislauf 18 zirkulierenden Kühlmittel. Dieser große Temperaturgradient ermöglicht eine effiziente Wärmeübertragung von der erhitzten komprimierten Luft auf das kühlere Kühlmittel. Insbesondere kann auf diese Weise die komprimierte Luft stärker abgekühlt werden als bei Verwendung des wärmeren ersten Kühlkreislaufs 12, dessen Betriebstemperatur zwischen 85 und 115 °C oder noch darüber liegt. Vorteilhafterweise reduziert die bessere Kühlung des Kompressors, insbesondere der Zylinderwände des Kompressors, auch den Ölauswurf und ermöglicht dadurch auch eine leichtere Aufbereitung der komprimierten Luft.The further unit 30 may be, for example, a motor control for the drive motor 14, wherein the electronic components of such a motor control are naturally sensitive to heat and therefore require appropriate cooling. By selecting a low operating temperature of the second cooling circuit 18 of, for example, 50 ° C, a high temperature gradient arises between the air compressed in the compressor 16 and the coolant circulating in the second cooling circuit 18. This large temperature gradient allows efficient heat transfer from the heated compressed air on the cooler coolant. In particular, in this way, the compressed air can be cooled more than when using the warmer first cooling circuit 12, the operating temperature between 85 and 115 ° C or even higher. Advantageously, the better cooling of the compressor, in particular the cylinder walls of the compressor, also reduces the ejection of oil and thereby also allows easier preparation of the compressed air.

BezugszeichenlisteLIST OF REFERENCE NUMBERS

1010
Nutzfahrzeugcommercial vehicle
1212
erster Kühlkreislauffirst cooling circuit
1414
Antriebsmotordrive motor
1616
Kompressorcompressor
1818
zweiter Kühlkreislaufsecond cooling circuit
2020
Hydraulikpumpehydraulic pump
2222
erster Wärmetauscherfirst heat exchanger
2424
erster Lüfterfirst fan
2626
zweiter Wärmetauschersecond heat exchanger
2828
zweiter Lüftersecond fan
3030
weiteres Aggregatanother aggregate
3232
Wellewave

Claims (4)

  1. Commercial vehicle (10) comprising a driving engine (14) cooled via a first cooling circuit (12) and a compressor (16) for compressed-air generation, wherein said compressor (16) is adapted to be driven via said driving engine (14) and wherein a second cooling circuit (18) is provided by means of which said compressor (16) is cooled, characterized in that a hydraulic pump (20) is provided in said commercial vehicle (10), which is disposed downstream of said compressor (16) and is equally adapted to be driven by said driving engine (14) and which is adapted to be cooled via said second cooling circuit (18).
  2. Commercial vehicle (10) according to Claim 1, characterized in that the operating temperature of said second cooling circuit (18) is different from the operating temperature of said first cooling circuit (12).
  3. Method of operating a compressor (16) for compressed-air supply of a commercial vehicle (10) comprising a driving engine (14) cooled via a first cooling, wherein said compressor (16) is driven via said driving engine (14) and wherein said compressor (16) is cooled via a second cooling circuit (18), characterized in that a hydraulic pump (20) is provided in said commercial vehicle (10), which is disposed downstream of said compressor (16) and is equally driven by said driving engine and which is cooled via said second cooling circuit (18).
  4. Method according to Claim 3, characterized in that said second cooling circuit (18) is maintained at an operating temperature that is different from the operating temperature of said first cooling circuit (12).
EP09703550A 2008-01-22 2009-01-13 Utility vehicle with a cooled compressor and method for cooling a compressor Not-in-force EP2245305B1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102008005436A DE102008005436A1 (en) 2008-01-22 2008-01-22 Commercial vehicle with a cooled compressor and method for cooling a compressor
PCT/EP2009/000143 WO2009092533A1 (en) 2008-01-22 2009-01-13 Utility vehicle with a cooled compressor and method for cooling a compressor

Publications (2)

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EP2245305A1 EP2245305A1 (en) 2010-11-03
EP2245305B1 true EP2245305B1 (en) 2012-03-21

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EP09703550A Not-in-force EP2245305B1 (en) 2008-01-22 2009-01-13 Utility vehicle with a cooled compressor and method for cooling a compressor

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EP (1) EP2245305B1 (en)
AT (1) ATE550549T1 (en)
DE (1) DE102008005436A1 (en)
WO (1) WO2009092533A1 (en)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2019022900A1 (en) * 2017-07-27 2019-01-31 Onboard Dynamics, Inc. Dual zone cooling system for combined engine compressors

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
ES2360316B1 (en) 2008-12-10 2012-05-08 Antonio Avila Chulia PROCEDURE FOR ENCRYPTION AND AUTHENTICATION OF A DATA SIGNAL.
DE102016100963A1 (en) * 2016-01-21 2017-07-27 Knorr-Bremse Systeme für Schienenfahrzeuge GmbH Air supply system

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Publication number Priority date Publication date Assignee Title
DE1145502B (en) * 1960-01-05 1963-03-14 Westinghouse Bremsen Gmbh Air compressor with reciprocating piston coupled to a gear pump for vehicles, especially motor vehicles
FR2288887A1 (en) * 1974-10-21 1976-05-21 Roger Claude METHOD AND DEVICE FOR IMPROVING THE EFFICIENCY OF A MOTORCOMPRESSOR UNIT
CH675147A5 (en) * 1987-08-03 1990-08-31 Bbc Brown Boveri & Cie
US5056601A (en) * 1990-06-21 1991-10-15 Grimmer John E Air compressor cooling system
DE4116192C2 (en) * 1991-05-17 1998-04-09 Opel Adam Ag Servo pump for a hydraulically acting servo device of a motor vehicle
DE10139314A1 (en) * 2001-08-09 2003-03-06 Deere & Co Cooling system for motor vehicle drives

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2019022900A1 (en) * 2017-07-27 2019-01-31 Onboard Dynamics, Inc. Dual zone cooling system for combined engine compressors
US20220412251A1 (en) * 2017-07-27 2022-12-29 Onboard Dynamics Llc Dual zone cooling system for combined engine compressors

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Publication number Publication date
DE102008005436A1 (en) 2009-08-06
ATE550549T1 (en) 2012-04-15
EP2245305A1 (en) 2010-11-03
WO2009092533A1 (en) 2009-07-30

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