Compression device, counterweight and vehicle

Abstract

The present invention relates to a compression device (1) for a compressed air supply device (2) for a vehicle (15, 15', 15''), the compression device having: an electric motor (3) with a motor shaft (4); and a compressor (5) that can be driven by the electric motor (3) via the motor shaft (4), wherein a first counterweight (6) for compensating for imbalance is arranged on the motor shaft (4), and wherein the first counterweight (6) has an internal eccentric balancing mass portion (6a) and an external central inertial mass portion (6b). The present invention also relates to a counterweight (6) for a compression device (1) for a compressed air supply device (2) and a vehicle (15) having a compressed air supply device (2) and a compression device (1), particularly a passenger vehicle (15'') or a commercial vehicle (15').

Description

Technical Field

[0001] This invention relates to a compression device for a compressed air supply system for a vehicle. The invention also relates to a counterweight for such a compression device and a vehicle having a compressed air supply system and a compression device, particularly a passenger vehicle or commercial vehicle. Background Technology

[0002] DE 10 2021 207 103 A1 discloses a scroll compressor for a vehicle air conditioning system, the scroll compressor having an electric drive unit with a drive shaft, a first scroll disk and a second scroll disk, and a first counterweight and a second counterweight. The first and second counterweights are axially offset from each other and connected to the drive shaft in a way that resists relative rotation. The second counterweight has an inclined surface that is configured to generate fluid flow to cool the electric drive unit.

[0003] US 10,954,944 B2 describes a compressor having a housing, a compressor mechanism, a drive shaft, a drive unit, and a counterweight fixed to the drive shaft. The counterweight has a body, a counterweight block, and a gasket.

[0004] DE 10 2017 009 842 A1 describes a compression device for a compressed air supply equipment, the compression device having an electric motor having an outer rotor. In one embodiment, the outer rotor may have a flywheel counterweight. Summary of the Invention

[0005] According to the features of independent claim 1, a compression device for a compressed air supply equipment for a vehicle is proposed, the compression device having: an electric motor with a motor shaft; and a compressor that can be driven by means of the electric motor through the motor shaft, wherein a first counterweight for compensating for imbalance is arranged on the motor shaft, and wherein the first counterweight has an internal eccentric balancing mass portion and an external central inertial mass portion.

[0006] In other words, a compression device with a first counterweight is proposed, which has two functional parts that differ in shape, arrangement, and purpose. The internal eccentric balancing mass part is primarily configured to compensate for imbalances and induce rotational mass balancing, while the external centered inertial mass part is primarily configured to supplementarily increase the rotational inertia of the first counterweight. By combining the balancing mass part for compensating for imbalances with the additional inertial mass part for increasing rotational inertia, a compression device can be provided that features smoother operation and lower noise, and also offers the advantage of reduced power consumption, especially in the context of compressors potentially experiencing pulsating load torque.

[0007] Compressor devices used to operate compressed air supply equipment are generally well-known. These compressor devices are used to generate compressed air by compressing ambient air with the aid of a compressor, and to supply the compressed air to compressed air consumers such as air suspension, braking systems, or leveling systems via a compressed air supply equipment. Compressors are typically based on the displacement principle, in which air is enclosed in a volume and pressure is increased by reducing that volume. For example, reciprocating compressors and rotary compressors (also known as screw compressors) employ this displacement principle. According to one embodiment, the compressor device may, for example, have a compressor designed as a reciprocating compressor.

[0008] To drive the compressor, an electric motor is provided, which is connected to the compressor via a motor shaft. The rotational motion of the motor shaft can be converted into displacement motion within the compressor, such as the reciprocating motion of the piston in a reciprocating compressor. During the rotational motion of the motor shaft, imbalances may occur, for example, due to devices connected to the motor shaft such as eccentric journals, or due to the bearings housing the motor shaft, and due to dynamic effects during the operation of the compression unit. These imbalances may affect the smooth operation of the motor and its power consumption, and may also lead to increased noise. In principle, such effects can be eliminated by compensating for these imbalances with the aid of counterweights, wherein rotational mass balance is achieved by the targeted placement of mass elements. According to the described features, if an additional functional component in the form of an externally centered inertial mass portion is also arranged at the first counterweight, the power consumption and noise generated by the motor can be significantly reduced, and smooth operation can be significantly increased.

[0009] The first counterweight has an internal eccentric balancing mass portion and an external centered inertial mass portion. The internal eccentric balancing mass portion may have a geometric center and / or center of mass that are radially offset from the axis of rotation of the counterweight. The axis of rotation of the counterweight may correspond to the axis of rotation of the motor shaft. The internal eccentric balancing mass portion may have a circumferentially varying distance between its circumferential surface and the axis of rotation. The external centered inertial mass portion may have a geometric center and / or center of mass that are substantially located within the region of the axis of rotation. The external centered inertial mass portion may have a circumferentially constant distance between its circumferential surface and the axis of rotation. Compared to the internal eccentric balancing mass portion, the external centered inertial mass portion may have a larger radius. Compared to the outer circumferential surface of the balancing mass portion, the outer circumferential surface of the external centered inertial mass portion may be further spaced from the axis of rotation of the motor shaft. The external centered inertial mass portion may frame the internal eccentric balancing mass portion.

[0010] The first counterweight can be advantageously designed as a single, integral counterweight. Therefore, the internal eccentric balancing mass and the external centered inertial mass can transition to each other as a single piece. It can be envisioned that the outer periphery of the internal eccentric balancing mass transitions to the external centered inertial mass.

[0011] The first counterweight can be made of materials such as sintered steel or cast steel. For example, sintered steel has proven advantageous for manufacturing the first counterweight due to its low processing cost, while cast steel allows for a higher density of the first counterweight.

[0012] In one implementation, the inertial mass portion can have a larger mass than the balancing mass portion. Increasing the mass of the external inertial mass portion advantageously increases the moment of inertia of the first counterweight. The moment of inertia of the counterweight depends on its mass distribution relative to the axis of rotation and increases with increasing distance from the axis of rotation as the mass increases. For example, a larger mass of the inertial mass portion might mean that its mass is at least 1.2 times, at least 1.5 times, or at least 2 times the mass of the balancing mass portion. Within the range of numerical examples for better understanding, such as for a compressor in a passenger vehicle, it can be assumed that for a balancing mass portion of approximately 60 g to 70 g, significant compensation for imbalance can already be achieved using this mass under the corresponding boundary conditions, and supplementing with an inertial mass portion of approximately 130 g to 240 g can significantly reduce power consumption, for example, by 5% to 10%. For a compressor in a commercial vehicle, a correspondingly larger balancing mass portion of several kilograms can be provided, depending on the vehicle model.

[0013] In one embodiment, the balancing mass portion may have an arc-shaped balancing mass element. This arc-shaped balancing mass element may, for example, extend radially from the hub of the first counterweight and has an arc-shaped circumferential surface. The arc-shaped balancing mass element may, for example, form a disk-shaped sector segment. Using the arc-shaped balancing mass element, an eccentric shape is achieved in the balancing mass portion, and the center of mass of this balancing mass portion is eccentrically shifted. The arc-shaped balancing mass element requires uniform rotation and smooth operation of the motor shaft on which the first counterweight is arranged, and the arc-shaped balancing mass element can be advantageously integrated with an externally centered inertial mass portion. For example, the arc-shaped balancing mass element can be advantageously integrated into the annular structure of the externally centered inertial mass portion.

[0014] In one embodiment, the inertial mass portion may have a ring-shaped inertial mass element. The ring-shaped inertial mass element has an advantageous centered shape, uniform mass distribution, and a constant distance from the axis of rotation. Thus, by utilizing the inertial mass portion, an increase in rotational inertia can be achieved without further shifting the center of gravity of the first counterweight (arranged on the motor shaft) relative to the axis of rotation of the motor shaft. The ring-shaped inertial mass element further enhances the smooth operation of the motor shaft. The ring-shaped inertial mass element can particularly be disposed on the outer periphery of the first counterweight. The ring-shaped inertial mass element may have a closed ring structure. The ring-shaped inertial mass element may have a circular outer contour. The inertial mass portion may have a basic disk-shaped shape. This basic disk-shaped shape can be defined by the ring-shaped inertial mass element surrounding it. The ring-shaped inertial mass element may be a solid outer ring with a defined wall thickness, for example, at least half the ring width of the inertial mass element. For example, the ring width can represent the radial extension dimension of the annular inertial mass element from the hub of the counterweight, and the wall thickness can represent the extension dimension perpendicular to it and parallel to the motor shaft.

[0015] According to an extension of the above embodiment, the annular inertial mass element may have a surrounding stepped flange. The stepped flange may be a stepped cross-sectional enlargement on the outer periphery of the annular inertial mass element. The stepped flange may, for example, have a closed annular profile. By utilizing the steps formed by the stepped flange on the inertial mass element, at least a portion of the inertial mass portion can be axially offset relative to the counterweight portion. The surrounding stepped flange enables a differentiated mass distribution of the first counterweight along the motor shaft in the axial direction. Furthermore, the surrounding stepped flange provides an advantageous possibility for setting a larger mass on the inertial mass element and arranging this mass as outwardly as possible on the inertial mass element, thereby efficiently increasing the moment of inertia. The stepped flange may, for example, face the rotor of the motor. In this way, the inertial mass portion can be oriented as a functional part closer to the rotor to increase the moment of inertia, while the counterweight portion can be oriented closer to the compressor to compensate for imbalance.

[0016] In one embodiment, the balancing mass portion of the first counterweight may have a spoke structure. The spoke structure may be one or more material supports with material gaps on the sides, which may extend radially from the hub of the first counterweight to the inertial mass portion, for example, an annular inertial mass element extending to the inertial mass portion. The spoke structure further supports the compensation of the balancing mass portion for imbalance. The spoke structure can reduce mass through the material gaps on the sides, which can help balance the rotating mass. The spoke structure may be arranged opposite, for example, an arc-shaped balancing mass element. Furthermore, the balancing mass portion can be stabilized or reinforced by the spoke structure. The spoke structure can also reduce the total mass of the first counterweight. Moreover, the spoke structure allows for greater flexibility when assembling components of the compression device. Thus, for example, the material gaps in the counterweight can support the outer ring of a bearing, for example, designed as a ball bearing, during assembly. In a simple implementation, the spoke structure may have a single material support or only a few material supports, such as up to three material supports, in order to make the counterweight design as simple as possible and thus facilitate the manufacture of the counterweight.

[0017] In one embodiment, a first counterweight can be arranged between the rotor of the electric motor and a first bearing of the motor shaft. The rotor can be arranged on the motor shaft to resist relative rotation and is at least partially surrounded by the outer stator of the electric motor, thus forming an internal rotor motor. The rotor and stator of the electric motor are used to convert the electric driving force of the electric motor into rotational motion of the motor shaft. The first bearing can be a rolling bearing, such as a ball bearing. If the first counterweight is arranged between the rotor and the first bearing, the first counterweight can advantageously stabilize the first bearing. The first bearing of the motor shaft can be arranged on the side of the motor shaft facing the compressor. In this case, the acceleration force near the compressor can be compensated by the first counterweight. By increasing the rotational inertia of the first counterweight by means of the inertial mass portion, a higher degree of smooth operation and stability of the motor shaft is achieved.

[0018] In one embodiment, the first counterweight may have a value of 1.5. 10 -4 kgm² and 4.0 10 -4 The moment of inertia is between kg / m². In particular, the first counterweight can have a moment of inertia between 2... 10 -4 kgm² and 3.5 10 -4 The moment of inertia is between kg / m². This counterweight has a sizing advantage for the compressor design in passenger vehicles and also has a positive impact on the power consumption and noise load of the electric motor. Correspondingly, for the compressor in commercial vehicles, a first counterweight with a significantly larger moment of inertia can be provided.

[0019] In one embodiment, the motor and motor shaft can be arranged in a drive housing, and the outer contour of the inertial mass portion of the first counterweight can extend close to the inner surface of the drive housing. This optimizes structural space utilization, thereby facilitating the high rotational inertia of the counterweight. The drive housing can, for example, have a surface-type wall structure with an outer side facing the environment and an inner side facing the motor and motor shaft, wherein the inner surface forms an inner surface. The term "extend close to" can be understood, for example, as: the outer contour of the inertial mass portion of the first counterweight and the inner surface of the drive housing are adjacent to each other, with a gap between them and not in direct contact. This gap can, for example, roughly correspond to the wall thickness of the drive housing in that region, or at most twice or at most three times the wall thickness of the drive housing in that region. If the inertial mass portion has an annular inertial mass element with a surrounding stepped flange, then, for example, the outer contour of the stepped flange can extend close to the inner surface as the outermost contour of the inertial mass portion. The outermost contour of the inertial mass portion can be the contour furthest from the axis of rotation.

[0020] In one embodiment, a second counterweight with an eccentric balancing mass portion can be arranged on the motor shaft. This enables more precise imbalance compensation. Furthermore, imbalance compensation can be applied selectively in different regions of the motor shaft. The eccentric balancing mass portion of the second counterweight can be designed to be geometrically similar to the eccentric balancing mass portion of the first counterweight. The center of mass of the eccentric balancing mass portion of the second counterweight can be offset relative to the center of mass of the eccentric balancing mass portion of the first counterweight with respect to the axis of rotation. For example, the respective eccentric structures of the balancing mass portions of the first and second counterweights can be oriented at different rotational angles relative to the axis of rotation. Optionally, the second counterweight can additionally have an additional inertial mass portion, which can be, for example, centrally shaped and can frame the eccentric balancing mass portion. The first and second counterweights can be arranged on the motor shaft axially offset from each other and resisting relative rotation. The second counterweight can, for example, be arranged between a second bearing on the rotor and the motor shaft. The second bearing can, for example, be arranged on the side of the motor shaft opposite to the compressor. The rotor can be arranged, for example, on both the side of the motor shaft facing the compressor and the side facing away from the compressor. Advantageously, a second counterweight can be used to stabilize a second bearing. The second bearing can be a rolling bearing, such as a ball bearing. The second counterweight can be made of, for example, a material made of sintered steel or cast steel.

[0021] In one embodiment, the electric motor can be designed as a brushless DC motor. Brushless DC motors (also known as BLDC motors) offer high efficiency and a long service life. They operate very stably, and their speed can be precisely adjusted steplessly. In particular, brushless DC motors can have an internal rotor and are therefore designed as such. Brushless DC motors can also be electronically commutated DC motors. By increasing the smoothness of the motor shaft and reducing the motor's power consumption through the proposed first counterweight, the advantages of brushless DC motors in terms of constant and precisely adjustable speed can be better utilized, and the motor's efficiency can be further improved.

[0022] The present invention also relates to a counterweight for a compressor unit in a compressed air supply device for a vehicle, wherein the counterweight has an internal eccentric balancing mass portion and an external centered inertial mass portion. This counterweight can be designed, in particular, according to one of the characteristics of a first counterweight of the aforementioned compressor unit. This counterweight can be specifically configured for use in a compressor unit according to one of the aforementioned characteristics. Using the proposed counterweight, the advantages of combined rotating mass balancing and supplementary increase in rotational inertia through additional functional portions are also achieved. Advantageously, this counterweight can be used in a compressor unit according to the aforementioned characteristics, and in this case, a higher degree of smoother operation of the electric motor and reduced noise and power consumption are achieved.

[0023] The present invention also relates to a vehicle, particularly a passenger vehicle or commercial vehicle, having a compressed air supply device and a compressor, wherein the compressor is designed according to one of the aforementioned features. Vehicles are an advantageous application area for the compressor. In the field of vehicle mobility, there are high requirements for the drive systems present in vehicles, such as energy consumption, noise load, and smooth operation of these drive systems, in order to reduce maintenance work. In this context, passenger vehicles, for which a high level of comfort is desired and a low noise load, and due to the desired low energy consumption, can be a particularly attractive application area for the proposed compressor and compressed air supply device. Furthermore, added value can be added for commercial vehicles with high compressed air requirements and correspondingly well-designed, high-performance compressors. The reduced power consumption achieved by the proposed compressor, utilizing an electric motor, allows for the use of smaller electric motors in the vehicle, which is particularly advantageous given the typically high weight and structural space requirements of compressors in vehicles. The compressed air supply device for the vehicle can, for example, be configured to supply compressed air to consumers such as air suspension or pneumatic braking systems. Attached Figure Description

[0024] This invention allows for various implementations, which will be described in more detail below with reference to the accompanying drawings. Wherein: Figure 1 A side sectional view schematically illustrates a compression device for a compressed air supply apparatus according to a first embodiment; Figure 2a A perspective side view schematically illustrates the situation in Figure 1 The components of the compression device are shown in the figure; Figure 2b A schematic side sectional view shows the... Figure 2a The components shown in the image; Figure 3 The components of a compression device for a compressed air supply equipment according to a second embodiment are schematically shown in a perspective side view; Figure 4 The first counterweight of the compression device according to the first embodiment is schematically shown in a perspective side view; Figure 5 The first counterweight of the compression device according to the second embodiment is schematically shown in a perspective side view; Figure 6 The second counterweight of the compression device according to one embodiment is schematically shown in a perspective side view; Figure 7 A schematic side view of a passenger vehicle with a compressed air supply system and a compressor is shown; and Figure 8 A schematic diagram of a commercial vehicle with compressed air supply equipment and a compression device is shown in the side view. Detailed Implementation

[0025] Figure 1 A side sectional view shows the method for, for example, in, according to the first embodiment. Figure 7 The compressed air supply equipment 2, as exemplarily shown in the diagram, includes a compression unit 1. For greater clarity, Figure 2a and Figure 2b The perspective side view and the side sectional view show the... Figure 1 The components of the compression device 1 shown in the figure.

[0026] The compression device 1 has an electric motor 3, which, according to the illustrated embodiment, is designed as a brushless DC motor. The electric motor 3 has a motor shaft 4, which can be rotated by a rotor 3a fixed to the motor shaft 4. The compressor 5 can be driven by the electric motor 3 via the motor shaft 4. According to... Figure 1 , Figure 2a and Figure 2b In the first embodiment shown, compressor 5 is designed as a reciprocating compressor. Piston compressor With piston 20 as displacement element, the piston can perform reciprocating motion via connecting rod 19. As displacement motion, the connecting rod can be driven by eccentric journal 18 fixed on motor shaft 4.

[0027] A first counterweight 6 for compensating for imbalance is arranged on the motor shaft 4. The first counterweight 6 has an internal eccentric balancing mass portion 6a and an external centered inertial mass portion 6b, for example, it can also be derived from... Figure 4 and Figure 5 As can be seen from the accompanying drawings, the first counterweight 6 is illustrated separately in these two figures. The internal eccentric balancing mass portion 6a and the external centered inertial mass portion 6b form two distinct functional parts of the first counterweight 6. The internal eccentric balancing mass portion 6a is configured to compensate for imbalances and induce rotational mass balancing, while the external centered inertial mass portion 6b supplementarily increases the rotational inertia J1 of the first counterweight 6. This provides a compression device 1 that offers a higher degree of smoother operation of the motor 3 and reduced noise and power consumption.

[0028] The internal eccentric balancing mass portion 6a has a center of mass that is radially offset from the rotation axis D of the first counterweight 6 due to its mass distribution. The rotation axis D of the first counterweight corresponds to the rotation axis D of the motor shaft 4. Due to the eccentric shape of the internal eccentric balancing mass portion 6a, it has a circumferentially varying distance between its circumferential surface and the rotation axis D.

[0029] Due to the mass distribution of the external centered inertial mass portion 6b, this external centered inertial mass portion has a center of mass that is substantially located within the region of the rotation axis D. Due to the centered shape of the external centered inertial mass portion 6b, this external centered inertial mass portion has a distance that is substantially constant in the circumferential direction between the circumferential plane of the inertial mass portion 6b and the rotation axis D. The external centered inertial mass portion 6b frames the internal eccentric balancing mass portion 6a.

[0030] The first counterweight 6 is designed as a single piece, and the internal eccentric balancing mass part 6a transitions directly to the external centered inertial mass part 6b in one piece. Subsequently, combined with Figure 4 and Figure 5 The description also provides a more detailed account of other aspects of the first counterweight 6.

[0031] According to Figure 1 , Figure 2a and Figure 2bIn the first embodiment shown, the first counterweight 6 is arranged between the rotor 3a of the motor 3 and the first bearing 11 of the motor shaft 4, which is designed as a ball bearing. The rotor 3a and the motor shaft 4 are connected against relative rotation and are partially surrounded by the outer stator 3b of the motor 3, thus forming an internal rotor motor. The first bearing 11 is arranged between the compressor 5 and the first counterweight 6. The motor 3 and the motor shaft 4 are arranged in the drive housing 13. The outer contour A of the inertial mass portion 6b (here, the stepped flange 9 of the inertial mass portion 6b) extends to the inner surface I near the drive housing 13, thereby optimizing the utilization of structural space and thus facilitating the high rotational inertia J1 of the first counterweight 6.

[0032] A second counterweight 14, having an eccentric balancing mass portion 14a, is arranged between the rotor 3a and the second bearing 12. This second counterweight enables precise imbalance compensation in different regions of the motor shaft 4, and also stabilizes the second bearing 12 using the second counterweight 14. Subsequently, combined with... Figure 6 The description also elaborates on other details of the second counterweight 14.

[0033] Figure 3 A perspective side view shows the components of the compression device 1 for the compressed air supply device 2 according to the second embodiment, wherein other components of the compression device 1, such as the compressor housing and other compressor components, are hidden for clarity. A motor shaft 4 of the compression device 1, mounted by means of a first bearing 11 and a second bearing 12, is shown, on which the rotor 3a of the motor 3 is arranged. As described above, an eccentric journal 18 allows operation of, for example, a reciprocating compressor. The compressor 5. A first counterweight 6 is arranged between the rotor 3a and the first bearing 11, the first counterweight being arranged according to... Figure 5 The first counterweight 6 shown is designed according to the second embodiment, and is subsequently combined with... Figure 5 The description is further elaborated. A second counterweight 14 is arranged between the rotor 3a and the second bearing 12, and this second counterweight is arranged according to... Figure 6 The second counterweight 14 shown in the diagram is designed and subsequently combined with Figure 6 The description is further elaborated. The first counterweight 6 stabilizes the first bearing 11, and the second counterweight 14 stabilizes the second bearing 12. Advantageously, these two counterweights 6 and 14 help to compensate for imbalance and increase the moment of inertia on the motor shaft 4.

[0034] exist Figure 4 and Figure 5 The first counterweight 6 is shown in separate illustrations, where, Figure 4 The first counterweight 6 according to the first embodiment is shown, and Figure 5 The first counterweight 6 according to the second embodiment is shown. Figure 4 The first counterweight 6 shown in the image is still... Figure 1 , Figure 2a and Figure 2b It is shown in the installed state, and in Figure 5 The first counterweight 6 shown in the image is still... Figure 3 The image is shown in its installed state. As described above, the first counterweight 6 has an internal eccentric balancing mass portion 6a and an external centered inertial mass portion 6b, which are integrally connected to each other. In this case, the inertial mass portion 6b can have a mass m. T This mass is greater than the mass m of the equilibrium mass portion 6a. A This is to advantageously increase the moment of inertia J1 of the first counterweight 6. In both embodiments, the balancing mass portion 6a of the first counterweight 6 has an arcuate balancing mass element 7, which extends radially from the hub 17 of the first counterweight 6 and has an arcuate circumferential surface. In this case, the arcuate balancing mass element 7 forms a disk-shaped sector segment. Using the arcuate balancing mass element 7, an eccentric shape is achieved for the balancing mass portion 6a, wherein the outer contour of the balancing mass portion 6a has a distance from the rotation axis D of the first counterweight 6 that varies circumferentially within the balancing mass portion. In both embodiments, the inertial mass portion 6b of the first counterweight 6 has an annular inertial mass element 8. The annular inertial mass element 8 has a centered shape, wherein the outer contour of the inertial mass portion 6b has a distance from the rotation axis D of the first counterweight 6 that is substantially constant circumferentially within the inertial mass portion. The annular inertial mass element 8 has a closed annular profile. The annular inertial mass element 8 helps to increase the moment of inertia J1 and increases the smooth operation of the motor shaft 4. The first weight 6 is in Figure 4 and Figure 5 The balancing mass portion 6a of the embodiment shown has a spoke structure 10, which is designed as a material support portion with material gaps 16 on its sides. As shown, the spoke structure 10 extends radially from the hub 17 to the annular inertial mass element 8 of the inertial mass portion 6b. By means of the spoke structure 10, the balancing mass portion 6a can be further supported to compensate for imbalances and the total mass of the first counterweight 6 can be reduced.

[0035] Unlike Figure 5 The second embodiment shown in the figure, in Figure 4 The first embodiment shown illustrates a first counterweight 6, wherein the annular inertial mass element 8 has a surrounding stepped flange 9. The stepped flange 9 forms a stepped cross-sectional enlargement on the outer periphery of the annular inertial mass element 8 and has a closed annular profile. For example, as Figure 2aAs can be seen, the stepped flange 9 can face the rotor 3a of the motor 3, and by increasing the moment of inertia J1 closer to the rotor and compensating for imbalance closer to the compressor, it can contribute to the differentiated mass and function distribution.

[0036] exist Figure 6 The second counterweight 14 of the compression device 1 according to the embodiment is shown in a perspective side view. The second counterweight 14 has an eccentric balancing mass portion 14a. The eccentric balancing mass portion 14a has an arcuate balancing mass element 7 in the outer circumferential direction. Due to the eccentric shape, the distance between the outer contour of the balancing mass portion 14a and the axis of rotation D of the second counterweight 14 changes in the circumferential direction. The second counterweight 14 has a moment of inertia J2, which can optionally be increased by arranging an additional inertial mass portion on the second counterweight 14.

[0037] Figure 7 A simplified schematic diagram of a vehicle 15, designed as a passenger vehicle 15'', is shown. The vehicle 15 has a compressed air supply device 2 for supplying compressed air via a compressed air line 24 to a compressed air consumer 23, which is implemented as an air spring airbag in an air suspension system. To supply compressed air to the compressed air supply device 2, a compressor 1 is provided in the vehicle 15. This compressor 1 can be designed according to the features described above and can be configured to compress ambient air into compressed air by means of a compressor 5 driven by an electric motor 3. As mentioned above, the compressor 1 enables a higher degree of smoother operation of the electric motor 3, as well as reduced noise and power consumption. The reduced power consumption of the electric motor 3 using the proposed compressor 1 allows for the use of a smaller electric motor 3 in the vehicle.

[0038] Figure 8 The schematic diagram shows a design for a commercial vehicle 1 in a very simplified manner. The vehicle 15, according to the illustrated embodiment, has a tractor unit 21 and a trailer 22. The vehicle 15 includes: a compressed air supply device 2 disposed in the tractor unit 21 for supplying compressed air to a compressed air consumer 23 located in the trailer 22 via a compressed air line 24; and a compressed air interface 25 on the trailer 22. To supply compressed air to the compressed air supply device 2, a compressor 1 is provided in the tractor unit 21. This compressor 1 can be designed according to the features described above and can be configured to compress ambient air into compressed air by means of a compressor 5 driven by an electric motor 3. As described above, the compressor 1 enables a higher degree of smoother operation of the electric motor 3 and reduces noise and power consumption. The reduced power consumption of the electric motor 3 using the proposed compressor 1 allows for the use of a smaller electric motor 3 in the vehicle.

[0039] Figure reference numerals (part of the specification)

[0040] 1. Compression device

[0041] 2 Compressed air supply equipment

[0042] 3. Electric motor brushless DC motor 3a Rotor 3b stator 4. Motor shaft 5. Compressor Piston compressor 6 First counterweight 6a The balancing mass of the first counterweight 6b Inertial mass component 7. Balancing mass element 8 Inertial mass elements 9-step flange 10-spoke structure 11 First Bearing 12 Second Bearing 13 Drive housing 14 Second counterweight 14a The balancing mass of the second counterweight 15 vehicles 1 Commercial vehicles 1 Passenger vehicles 16. Material gaps 17 hubs 18 Eccentric journals 19-link 20 Pistons 21 tractor units 22 trailers 23 Compressed air consumer 24 Compressed air circuit 25 Compressed air interface A. Outer contour of the inertial mass component D. Rotation axis I. Inner surface of the drive housing J1 Moment of inertia of the first counterweight The moment of inertia of the second counterweight J2 m A The mass of the balancing mass section m T Mass of the inertial mass component

Claims

1. A compression device (1) for a compressed air supply device (2) for a vehicle (15, 15', 15''), the compression device comprising: an electric motor (3) with a motor shaft (4); and a compressor (5) capable of being driven by means of the electric motor (3) via the motor shaft (4), wherein, A first counterweight (6) for compensating for imbalance is arranged on the motor shaft (4), characterized in that the first counterweight (6) has an internal eccentric balancing mass part (6a) and an external central inertial mass part (6b).

2. The compression device (1) according to claim 1, characterized in that, Compared to the balancing mass portion (6a), the inertial mass portion (6b) has a larger mass (m). T ).

3. The compression device (1) according to claim 1 or 2, characterized in that, The balancing mass section (6a) has an arc-shaped balancing mass element (7).

4. The compression device (1) according to any one of the preceding claims, characterized in that, The inertial mass portion (6b) has a ring-shaped inertial mass element (8).

5. The compression device (1) according to claim 4, characterized in that, The annular inertial mass element (8) has a surrounding stepped flange (9).

6. The compression device (1) according to any one of the preceding claims, characterized in that, The balancing mass portion (6a) of the first counterweight (6) has a spoke structure (10).

7. The compression device (1) according to any one of the preceding claims, characterized in that, The first counterweight (6) is arranged between the rotor (3a) of the motor (3) and the first bearing (11) of the motor shaft (4).

8. The compression device (1) according to any one of the preceding claims, characterized in that, The first counterweight (6) has a strength of 1.

5. 10 -4 kgm 2 Compared to 4.0 10 -4 kgm 2 The moment of inertia between them (J1).

9. The compression device (1) according to any one of the preceding claims, characterized in that, The motor (3) and the motor shaft (4) are arranged in the drive housing (13); and the outer contour (A) of the inertial mass portion (6b) of the first counterweight (6) extends to the inner surface (I) near the drive housing (13).

10. The compression device (1) according to any one of the preceding claims, characterized in that, A second counterweight (14) with an eccentric balancing mass portion (14a) is arranged on the motor shaft (4).

11. The compression device (1) according to any one of the preceding claims, characterized in that, The motor (3) is designed as a brushless DC motor. ).

12. A counterweight (6) of a compression device (1) in a compressed air supply device (2) for a vehicle (15, 15', 15''), wherein, The counterweight (6) has an internal eccentric balancing mass portion (6a) and an external central inertial mass portion (6b).

13. The counterweight (6) according to claim 12, wherein, The counterweight (6) is designed according to one of the features of the first counterweight (6) according to any one of claims 2 to 11.

14. A vehicle (15, 15', 15''), particularly a passenger vehicle (15'') or a commercial vehicle (1 The vehicle has a compressed air supply device (2) and a compression device (1), wherein, The compression device (1) is designed according to any one of claims 1 to 11.

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