U.S. patent application number 16/297148 was filed with the patent office on 2019-07-04 for system for an utility vehicle comprising a screw compressor and an electric motor.
The applicant listed for this patent is KNORR-BREMSE Systeme fuer Nutzfahrzeuge GmbH. Invention is credited to Hakan CARLSSON, Gilles HEBRARD, Jean-Baptiste MARESCOT, Joerg MELLAR, Thomas WEINHOLD.
Application Number | 20190203712 16/297148 |
Document ID | / |
Family ID | 60037545 |
Filed Date | 2019-07-04 |
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United States Patent
Application |
20190203712 |
Kind Code |
A1 |
HEBRARD; Gilles ; et
al. |
July 4, 2019 |
System for an Utility Vehicle Comprising a Screw Compressor and an
Electric Motor
Abstract
A system for a utility vehicle has a screw compressor and an
electric motor. The electric motor drives the screw compressor. The
electric motor is connected to the screw compressor by a flange
which has at least one cooling connection, and a cooling channel is
provided in the flange.
Inventors: |
HEBRARD; Gilles; (Muenchen,
DE) ; MARESCOT; Jean-Baptiste; (Muenchen, DE)
; MELLAR; Joerg; (Muenchen, DE) ; WEINHOLD;
Thomas; (Muenchen, DE) ; CARLSSON; Hakan;
(Sjoemarken, SE) |
|
Applicant: |
Name |
City |
State |
Country |
Type |
KNORR-BREMSE Systeme fuer Nutzfahrzeuge GmbH |
Muenchen |
|
DE |
|
|
Family ID: |
60037545 |
Appl. No.: |
16/297148 |
Filed: |
March 8, 2019 |
Related U.S. Patent Documents
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Application
Number |
Filing Date |
Patent Number |
|
|
PCT/EP2017/073537 |
Sep 19, 2017 |
|
|
|
16297148 |
|
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|
Current U.S.
Class: |
1/1 |
Current CPC
Class: |
F04C 18/16 20130101;
F04C 29/04 20130101; F04C 27/006 20130101; F04C 2240/40 20130101;
F04C 29/026 20130101; F04C 2240/30 20130101 |
International
Class: |
F04C 18/16 20060101
F04C018/16; F04C 29/02 20060101 F04C029/02; F04C 29/04 20060101
F04C029/04; F04C 27/00 20060101 F04C027/00 |
Foreign Application Data
Date |
Code |
Application Number |
Sep 21, 2016 |
DE |
10 2016 011 442.8 |
Claims
1. A system for a utility vehicle, comprising: a screw compressor;
and an electric motor, wherein the electric motor drives the screw
compressor; and a flange, wherein the electric motor is connected
to the screw compressor by the flange, the flange has at least one
cooling port, and at least one cooling channel is provided in the
flange.
2. The system as claimed in claim 1, wherein the flange is a
separate component arranged between the electric motor and the
screw compressor.
3. The system as claimed in claim 2, wherein a drive shaft for
driving the screw compressor by the electric motor is guided in the
flange.
4. The system as claimed in claim 1, wherein cooling fluid for the
flange is water-based, wherein use is made of cooling water or a
mixture of water and a further component.
5. The system as claimed in claim 4, wherein the further component
is methylene glycol.
6. The system as claimed in claim 1, wherein the screw compressor
is configured to generate compressed air.
7. The system as claimed in claim 1, wherein the electric motor has
an electric motor flange which is provided for the connection to
the flange.
8. The system as claimed in claim 1, wherein the at least one
cooling channel of the flange is open in a direction of the
electric motor flange with regard to the assembled arrangement.
9. The system as claimed in claim 1, wherein a seal of the cooling
channel is formed for the first time in the assembled state as a
result of the assembly of the electric motor flange and the
flange.
10. The system as claimed in claim 1, wherein the electric motor or
the electric motor flange has no cooling channel and/or no coolant
ports.
Description
CROSS REFERENCE TO RELATED APPLICATIONS
[0001] This application is a continuation of PCT International
Application No. PCT/EP2017/073537, filed Sep. 19, 2017, which
claims priority under 35 U.S.C. .sctn. 119 from German Patent
Application No. 10 2016 011 442.8, filed Sep. 21, 2016, the entire
disclosures of which are herein expressly incorporated by
reference.
BACKGROUND AND SUMMARY OF THE INVENTION
[0002] The present invention relates to a system for a utility
vehicle, comprising a screw compressor and an electric motor.
[0003] Screw compressors for utility vehicles are already known
from the prior art. Such screw compressors are used to provide the
compressed air required for, for example, the brake system of the
utility vehicle.
[0004] In this context, in particular oil-filled compressors, in
particular also screw compressors, are known, in the case of which
it is necessary to regulate the oil temperature. This is generally
realized by virtue of an external oil cooler being provided which
is connected to the oil-filled compressor and to the oil circuit
via a thermostat valve. Here, the oil cooler is a heat exchanger
which has two mutually separate circuits, wherein the first circuit
is provided for the hot liquid, that is to say the compressor oil,
and the second circuit is provided for the cooling liquid. As
cooling liquid, use may for example be made of air, water mixtures
with an antifreeze, or another oil.
[0005] This oil cooler must then be connected to the compressor oil
circuit by way of pipes or hoses, and the oil circuit must be
safeguarded against leakage.
[0006] This external volume must furthermore be filled with oil,
such that the total quantity of oil is also increased. The system
inertia is thus increased. Furthermore, the oil cooler must be
mechanically accommodated and fastened, either by use of brackets
situated in the surroundings or by use of a separate bracket, which
necessitates additional fastening means and also structural
space.
[0007] U.S. Pat. No. 4,780,061 has already disclosed a screw
compressor with an integrated oil cooling arrangement.
[0008] Furthermore, DE 37 17 493 A1 discloses a screw compressor
installation which is arranged in a compact housing and which has
an oil cooler on the electric motor of the screw compressor.
[0009] DE 10 2010 015 151 A1 has disclosed a compressor flange for
a screw compressor.
[0010] Furthermore, US 2014/0190674 A1 has disclosed a connecting
flange for a heat exchanger of a motor vehicle, which connecting
flange has cooling channels.
[0011] Furthermore, DE 10 2013 011 061 B3 has disclosed a heat
exchanger having a flange connection, wherein the flange connection
has a connecting flange which is a die-cast part and which has
passage holes, produced by casting, for receiving threaded
bolts.
[0012] It is the object of the present invention to advantageously
further develop a system for a utility vehicle, comprising a screw
compressor and an electric motor, in particular such that a
space-saving cooling facility for a generic system can be
provided.
[0013] According to the invention, a system for a utility vehicle
comprises a screw compressor and an electric motor, wherein the
electric motor drives the screw compressor. The electric motor is
connected to the screw compressor by way of a flange, wherein the
flange has at least one cooling port, and wherein at least one
cooling channel is provided in the flange.
[0014] The invention is based on the underlying concept of creating
a space-saving cooling facility by virtue of a connecting element,
which is cooled, being provided between the screw compressor and
electric motor. It is thus no longer necessary to provide air
cooling of the electric motor and of the screw compressor. Rather,
a cooling facility is created in a targeted fashion directly at the
location at which with the greatest heat generation is present in
the system. By means of the arrangement of the flange between the
electric motor and screw compressor, and owing to the fact that at
least one cooling channel is provided in the flange, cooling using
a suitable cooling fluid can be made possible.
[0015] Provision may be made in particular for the flange to be a
separate component. It is thus made possible for corresponding
cooling channel geometries to be able to be easily provided in the
flange. Both the screw compressor and the electric motor may in
this case be, or remain, of a standard design with regard to the
mechanical interface, that is to say the corresponding flanges, and
require no modification.
[0016] The drive shaft for the drive of the screw compressor by the
electric motor may be guided in the flange. The heat generated
there can thus be easily dissipated via the flange.
[0017] The cooling fluid for the flange may be a water-based
cooling fluid, in particular cooling water or a mixture of water
and a further component, for example methylene glycol or some other
suitable antifreeze.
[0018] Provision may furthermore be made for the screw compressor
to serve for generating compressed air. In particular, the screw
compressor may be one which serves for the supply of compressed air
to a pneumatic brake installation of a utility vehicle. Through the
provision of a screw compressor with an electric motor, it is made
possible for such a system to be permitted in the hybrid vehicle in
the utility vehicle sector. A highly efficient system can be
provided.
[0019] The electric motor may have an electric motor flange which
is provided for the connection to the flange. Here, the electric
motor flange may be an electric motor flange of standard design of
the electric motor. An adaptation is thus not necessary, which
permits an inexpensive solution.
[0020] Provision may be made in particular for the cooling channel
of the flange to be open in the direction of the electric motor
flange in the assembled state. In this way, direct contact of the
cooling fluid with at least the part of the electric motor flange
is made possible. In this way, an efficient dissipation of heat
from the electric motor via the electric motor flange and the
cooling fluid in the cooling channel of the flange can be made
possible.
[0021] The seal of the cooling channel may be realized for the
first time in the assembled state as a result of the assembly of
the electric motor flange and flange. In this way, it is easily
realized that, in the assembled state of the system, the cooling
fluid is intended to and can come into direct contact at least with
parts of the electric motor flange.
[0022] In particular, provision may furthermore be made for the
electric motor to have no separate cooling channel and/or coolant
ports. It is hereby ensured that the electric motor requires no
special adaptations, which permits inexpensive production and
assembly of the system.
[0023] Other objects, advantages and novel features of the present
invention will become apparent from the following detailed
description of one or more preferred embodiments when considered in
conjunction with the accompanying drawings.
BRIEF DESCRIPTION OF THE DRAWINGS
[0024] FIG. 1 is a schematic sectional illustration of an exemplary
embodiment according to the invention for a system for a utility
vehicle comprising a screw compressor and an electric motor.
[0025] FIG. 2 is a perspective view of the system in the assembled
state.
[0026] FIGS. 3A, 3B are perspective views of the flange between the
screw compressor and the electric motor.
DETAILED DESCRIPTION OF THE DRAWINGS
[0027] FIG. 1 shows, in a schematic sectional illustration, a screw
compressor 10 in the context of an exemplary embodiment of the
present invention.
[0028] The screw compressor 10 has a fastening flange 12 for the
mechanical fastening of the screw compressor 10 to an electric
motor (not shown in any more detail here).
[0029] What is shown, however, is the input shaft 14, by which the
torque from the electric motor is transmitted to one of the two
screws 16 and 18, specifically the screw 16.
[0030] The screw 18 meshes with the screw 16 and is driven by means
of the latter.
[0031] The screw compressor 10 has a housing 20 in which the main
components of the screw compressor 10 are accommodated.
[0032] The housing 20 is filled with oil 22.
[0033] At the air inlet side, an inlet connector 24 is provided on
the housing 20 of the screw compressor 10. The inlet connector 24
is in this case designed such that an air filter 26 is arranged at
said inlet connector. Furthermore, an air inlet 28 is provided
radially on the air inlet connector 24.
[0034] In the region between the inlet connector 24 and the point
at which the inlet connector 24 joins to the housing 20, there is
provided a spring-loaded valve insert 30, which is designed here as
an axial seal.
[0035] Said valve insert 30 serves as a check valve.
[0036] Downstream of the valve insert 30, there is provided an air
feed channel 32 which feeds the air to the two screws 16, 18.
[0037] At the outlet side of the two screws 16, 18, there is
provided an air outlet pipe 34 with a riser line 36.
[0038] In the region of the end of the riser line 36, there is
provided a temperature sensor 38 by means of which the oil
temperature can be monitored.
[0039] Also provided in the air outlet region is a holder 40 for an
air deoiling element 42.
[0040] In the assembled state, the holder 40 for the air deoiling
element has the air deoiling element 42 in the region facing toward
the base (as also shown in FIG. 1).
[0041] Also provided, in the interior of the air deoiling element
42, is a corresponding filter screen or known filter and oil
separating devices 44, which will not be specified in any more
detail.
[0042] In the central upper region in relation to the assembled and
operationally ready state (that is to say as shown in FIG. 1), the
holder 40 for the air deoiling element 42 has an air outlet opening
46 which leads to a check valve 48 and a minimum pressure valve 50.
The check valve 48 and the minimum pressure valve 50 may also be
formed in one common combined valve.
[0043] The air outlet 51 is provided downstream of the check valve
48.
[0044] The air outlet 51 is generally connected to correspondingly
known compressed-air consumers.
[0045] In order for the oil 22 that is situated and separated off
in the air deoiling element 42 to be returned again into the
housing 20, a riser line 52 is provided which has a filter and
check valve 54 at the outlet of the holder 40 for the air deoiling
element 42 at the transition into the housing 20.
[0046] A nozzle 56 is provided, downstream of the filter and check
valve 54, in a housing bore. The oil return line 58 leads back into
approximately the central region of the screw 16 or of the screw 18
in order to feed oil 22 thereto again.
[0047] An oil drain screw 59 is provided in the base region, in the
assembled state, of the housing 20. By means of the oil drain screw
59, a corresponding oil outflow opening can be opened, via which
the oil 22 can be drained.
[0048] Also provided in the lower region of the housing 20 is the
attachment piece 60 to which the oil filter 62 is fastened. Via an
oil filter inlet channel 64, which is arranged in the housing 20,
the oil 22 is conducted firstly to a thermostat valve 66.
[0049] Instead of the thermostat valve 66, it is possible for an
open-loop and/or closed-loop control device to be provided by means
of which the oil temperature of the oil 22 situated in the housing
20 can be monitored and set to a setpoint value.
[0050] Downstream of the thermostat valve 66, there is then the oil
inlet of the oil filter 62, which, via a central return line 68,
conducts the oil 22 back to the screw 18 or to the screw 16 again,
and also to the oil-lubricated bearing 70 of the shaft 14. Also
provided in the region of the bearing 70 is a nozzle 72, which is
provided in the housing 20 in conjunction with the return line
68.
[0051] The cooler 74 is connected to the attachment piece 60.
[0052] In the upper region of the housing 20 (in relation to the
assembled state), there is situated a safety valve 76, by means of
which an excessively high pressure in the housing 20 can be
dissipated.
[0053] Upstream of the minimum pressure valve 50, there is situated
a bypass line 78, which leads to a relief valve 80. Via said relief
valve 80, which is activated by means of a connection to the air
feed 32, air can be returned into the region of the air inlet 28.
In this region, there may be provided a ventilation valve (not
shown in any more detail) and also a nozzle (diameter constriction
of the feeding line).
[0054] Furthermore, approximately at the level of the line 34, an
oil level sensor 82 may be provided in the outer wall of the
housing 20. Said oil level sensor 82 may for example be an optical
sensor, and may be designed and configured such that, on the basis
of the sensor signal, it can be identified whether the oil level
during operation is above the oil level sensor 82 or whether the
oil level sensor 82 is exposed, and thus the oil level has
correspondingly fallen.
[0055] In conjunction with this monitoring, it is also possible for
an alarm unit to be provided which outputs or transmits a
corresponding error message or warning message to the user of the
system.
[0056] The function of the screw compressor 10 shown in FIG. 1 is
as follows.
[0057] Air is fed via the air inlet 28 and passes via the check
valve 30 to the screws 16, 18, where the air is compressed. The
compressed air-oil mixture, which, having been compressed by a
factor of between 5 and 16 downstream of the screws 16 and 18,
rises through the outlet line 34 via the riser pipe 36, is blown
directly onto the temperature sensor 38.
[0058] The air, which still partially carries oil particles, is
then conducted via the holder 40 into the air deoiling element 42
and, if the corresponding minimum pressure is attained, passes into
the air outlet line 51.
[0059] The oil 22 situated in the housing 20 is kept at operating
temperature via the oil filter 62 and possibly via the heat
exchanger 74.
[0060] If no cooling is necessary, the heat exchanger 74 is not
used and is also not activated.
[0061] The corresponding activation is performed by means of the
thermostat valve 66. After purification in the oil filter 64, oil
is fed via the line 68 to the screw 18 or to the screw 16, and also
to the bearing 70. The screw 16 or the screw 18 is supplied with
oil 22 via the return line 52, 58, and the purification of the oil
22 takes place here in the air deoiling element 42.
[0062] By means of the electric motor (not shown in any more
detail), which transmits its torque via the shaft 14 to the screw
16, which in turn meshes with the screw 18, the screws 16 and 18 of
the screw compressor 10 are driven.
[0063] By means of the relief valve 80 (not shown in any more
detail), it is ensured that the high pressure that prevails for
example at the outlet side of the screws 16, 18 in the operational
state cannot be enclosed in the region of the feed line 32, and
that, instead, in particular during the start-up of the compressor,
there is always a low inlet pressure, in particular atmospheric
pressure, prevailing in the region of the feed line 32. Otherwise,
upon a start-up of the compressor, a very high pressure would
initially be generated at the outlet side of the screws 16 and 18,
which would overload the drive motor.
[0064] FIG. 2 shows, in a perspective view, a view of an exemplary
embodiment according to the invention of the overall system 1 with
the electric motor 5 and the screw compressor 10.
[0065] FIG. 3A and FIG. 3B show perspective views of the flange 12
between screw compressor 10 and electric motor 5.
[0066] The flange 12 is situated in the middle as connecting part
between screw compressor 10 and electric motor 5.
[0067] Here, the flange 12 is formed as a separate component which
is arranged between the screw compressor 10 and the electric motor
5.
[0068] Here, the drive shaft 14 is guided through the central
opening 100 of the flange 12.
[0069] The flange 12 has a cooling channel 102.
[0070] The cooling channel 102 of the flange 12 is, in this case
and as can also be seen in the detail in FIG. 3A, open in the
direction of the electric motor flange with regard to the assembled
arrangement.
[0071] The seal of the cooling channel 102 is formed for the first
time in the assembled state as a result of the assembly of the
electric motor flange and the flange 12.
[0072] The electric motor 5 and the electric motor flange have no
cooling channel and no coolant ports.
[0073] As is also shown in FIG. 2, use is generally made of the
coolant of the cooling system of the screw compressor 10. The
coolant circulates via the cooling channel 102 (cf. FIG. 3A) in the
flange 12 and is conducted to the oil cooler 74 via a rubber hose
108 connected to the cooling ports 104, 106.
[0074] After the cooling of the oil, the cooling liquid returns to
the vehicle cooling circuit (not shown in any more detail) and, via
this, is correspondingly connected via the cooling outlet port
110.
LIST OF REFERENCE SIGNS
[0075] 1 System [0076] 5 Electric motor [0077] 10 Screw compressor
[0078] 12 Fastening flange [0079] 14 Input shaft [0080] 16 Screws
[0081] 18 Screws [0082] 20 Housing [0083] 22 Oil [0084] 24 Inlet
connector [0085] 26 Air filter [0086] 28 Air inlet [0087] 30 Valve
insert [0088] 32 Air feed channel [0089] 34 Air outlet pipe [0090]
36 Riser line [0091] 38 Temperature sensor [0092] 40 Holder for an
air deoiling element [0093] 42 Air deoiling element [0094] 44
Filter screen or known filter or oil separation devices [0095] 46
Air outlet opening [0096] 48 Check valve [0097] 50 Minimum pressure
valve [0098] 51 Air outlet [0099] 52 Riser line [0100] 54 Filter
and check valve [0101] 56 Nozzle [0102] 58 Oil return line [0103]
59 Oil drain screw [0104] 60 Attachment piece [0105] 60a Outer ring
[0106] 60b Inner ring [0107] 62 Oil filter [0108] 64 Oil filter
inlet channel [0109] 66 Thermostat valve [0110] 68 Return line
[0111] 70 Bearing [0112] 72 Nozzle [0113] 74 Cooler, heat exchanger
[0114] 76 Safety valve [0115] 78 Bypass line [0116] 80 Relief valve
[0117] 82 Oil level sensor [0118] 100 Central opening [0119] 102
Cooling channel [0120] 104 Cooling ports [0121] 106 Cooling ports
[0122] 108 Rubber hoses [0123] 110 Cooling outlet port
[0124] The foregoing disclosure has been set forth merely to
illustrate the invention and is not intended to be limiting. Since
modifications of the disclosed embodiments incorporating the spirit
and substance of the invention may occur to persons skilled in the
art, the invention should be construed to include everything within
the scope of the appended claims and equivalents thereof.
* * * * *