Compressor arrangement, balance weight and vehicle

Abstract

The invention relates to a compressor arrangement (1) for a compressed air supply system (2) of a vehicle (15, 15', 15"), comprising an electric motor (3) with a motor shaft (4) and a compressor (5) which can be driven by the electric motor (3) via the motor shaft (4), wherein a first counterweight (6) for compensating for imbalances is arranged on the motor shaft (4), and wherein the first counterweight (6) has an inner eccentric counterweight section (6a) and an outer centric inertial mass section (6b). The invention further relates to a counterweight (6) for a compressor arrangement (1) of a compressed air supply system (2) and to a vehicle (15), in particular a passenger car (15") or commercial vehicle (15'), having a compressed air supply system (2) and a compressor arrangement (1).

Description

The invention relates to a compressor arrangement for a compressed air supply system of a vehicle. The invention further relates to a balancing weight for such a compressor arrangement and to a vehicle, in particular a passenger car or commercial vehicle, having a compressed air supply system and a compressor arrangement.DE 10 2021 207 103 A1 discloses a scroll machine for a vehicle air conditioning system, which has an electric drive with a drive shaft, a first and a second scroll and a first and a second balancing weight. The first and second balancing weights are connected to the drive shaft in a rotationally fixed manner axially offset with respect to one another. The second balancing weight has an inclined surface which is configured to generate a fluid flow for cooling the electric drive.U.S. Pat. No. 10,954,944 B2 describes a compressor having a housing, a compressor mechanism, a drive shaft, a drive arrangement and a balance weight arrangement which is fastened to the drive shaft. The balance weight assembly includes a main body, a balance mass, and a spacer.DE 10 2017 009 842 A1 describes a compressor arrangement for a compressed air supply system having an electric motor which has an external rotor. According to one embodiment, the outer rotor rotor can have a flywheel mass weight.According to the features of independent claim 1, a compressor arrangement for a compressed air supply system of a vehicle is proposed, having an electric motor with a motor shaft and a compressor that can be driven by means of the electric motor via the motor shaft, wherein a first balancing weight for compensating imbalance is arranged on the motor shaft, and wherein the first balancing weight has an inner eccentric balancing mass section and an outer central inertial mass section.In other words, a compressor arrangement with a first balancing weight is proposed, which has two functional sections which differ in terms of shape, arrangement and purpose. While the inner eccentric compensating mass section is predominantly provided for compensating unbalances and brings about rotational mass compensation, the outer central inertial mass section predominantly serves for a supplementary increase in the moment of inertia of the first compensating weight. By combining a compensating mass section for compensating unbalances with an additional inertial mass section for increasing the moment of inertia, a compressor arrangement can be provided which is distinguished by a higher running smoothness and reduced sound development and is additionally connected with the advantage of reduced current consumption, in particular against the background that the compressor can have a swelling load torque.Compressor arrangements for the operation of compressed air supply systems are known in principle. They serve for generating compressed air by compressing ambient air by means of a compressor and make said compressed air consumers available to compressed air consumers, such as air suspensions, brake systems or level control systems, for example, via the compressed air supply system. Compressors are often based on a displacer principle in which air is enclosed in a volume and the pressure is increased by reducing the volume. For example, piston compressors and rotary compressors, also called screw compressors, use such a displacement principle. According to one exemplary embodiment, the compressor arrangement can have, for example, a compressor designed as a piston compressor.For driving the compressor, an electric motor is provided, which is connected to the compressor via a motor shaft. A rotational movement of the motor shaft can be converted in the compressor into a displacement movement, for example a stroke movement of a piston of the piston compressor. During the rotational movement of the motor shaft, for example, unbalances can occur due to components coupled to the motor shaft, such as an eccentric pin or shaft bearings receiving the motor shaft, and due to dynamic effects during operation of the compressor arrangement, which influence the running smoothness and current consumption of the electric motor and can lead to increased sound development. Such effects can be counteracted in principle by compensating the imbalance by means of a compensating weight, in which a rotational mass compensation is achieved by targeted positioning of a mass element. If, according to the features described, a further functional section in the form of an outer central inertial mass section is also arranged on the first balancing weight, a substantially greater reduction in the current consumption and sound load by the electric motor and a significantly increased running smoothness can be achieved.The first balancing weight has an inner eccentric balancing mass section and an outer central inertia mass section. The inner eccentric compensating mass section can have a geometric center point and / or a center of mass which is radially offset with respect to the axis of rotation of the compensating weight. The axis of rotation of the balance weight may correspond to the axis of rotation of the motor shaft. The inner eccentric compensating mass section can have a distance varying over the circumference between a circumferential surface of the compensating mass section and the axis of rotation. The outer central inertial mass section can have a geometric center point and / or a center of mass which is present substantially in the region of the axis of rotation. The outer central inertial mass section can have a substantially constant distance over the circumference between a circumferential surface of the inertial mass section and the axis of rotation. The outer central inertial mass portion may have a larger radius than the inner eccentric balancing mass portion. An outer circumferential surface of the outer central inertial mass section may be spaced further from the axis of rotation of the motor shaft than an outer circumferential surface of the compensation mass section. The outer central inertial mass portion may include the inner eccentric balancing mass portion in a framing manner.The first balancing weight can advantageously be designed as a monolithic balancing weight. The inner eccentric compensating mass section and the outer central inertial mass section can accordingly merge into one another in one piece. It is conceivable that an outer circumferential surface of the inner eccentric compensating mass section merges into the outer eccentric inertial mass section.The first balancing weight can be produced, for example, from a material comprising steel sinter or cast steel. While, for example, steel sinter has proven advantageous for producing the first compensating weight on account of a low required processing outlay, a higher density of the first compensating weight can be achieved with a steel casting material.According to one embodiment, the inertial mass portion may have a greater mass than the balancing mass portion. An increased mass in the outer inertia mass portion advantageously increases the moment of inertia of the first balance weight. The moment of inertia of the compensating weight depends on its mass distribution with respect to the axis of rotation and increases with increasing mass with increasing distance from the axis of rotation. A larger mass of the inertial mass section can mean, for example, that the mass of the inertial mass section is at least 1.2 times, at least 1.5 times or at least 2 times the mass of the compensating mass section. Within the scope of a numerical example for increasing understanding, it can be assumed, for example, in the case of a compressor arrangement of a passenger motor vehicle, that, in the case of a compensating mass section having a mass of approximately 60 to 70 g, with which significant compensation of imbalance can already be achieved under corresponding boundary conditions, a supplementation of an inertial mass section of approximately 130 to 240 g can lead to a significantly reduced current consumption of, for example, 5 percent to 10 percent less current consumption. For compressor arrangements of commercial vehicles, correspondingly larger masses of the compensating mass section of several kilograms can be provided for the type of vehicle.According to one embodiment, the compensating mass section can have an arcuate compensating mass element. An arcuate balancing mass element can, for example, project radially from a hub of the first balancing weight and have an arcuate circumferential surface. The arcuate compensating mass element can form, for example, a circular disk segment. With the arc-shaped compensating mass element, an eccentric shaping of the compensating mass section is obtained and its center of mass is eccentrically displaced. An arcuate balancing mass element promotes uniform rotation and smooth running of the motor shaft on which the first balancing weight is arranged, and can be combined in a favorable manner with an outer central inertia mass section. For example, an arcuate compensating mass element can advantageously be integratable into a ring structure of an outer central inertial mass section.According to an embodiment, the inertial mass portion may include an annular inertial mass member. An annular inertia mass element has a favorable central shape with a uniform mass distribution at a constant distance from the axis of rotation. As a result, with the inertia mass section, an increase in the moment of inertia can be achieved without further center-of-gravity displacements of the first compensating weight with respect to the axis of rotation of the motor shaft on which the first compensating weight is arranged. With an annular inertia mass element, the running smoothness of the motor shaft can be further increased. The annular inertia mass member may be provided on an outer periphery of the first balance weight, in particular. The annular inertia mass member may have a closed ring structure. The annular inertia mass element may have a circular outer contour. The inertial mass portion can have a disk-shaped basic shape. This may be bounded circumferentially by the annular inertia mass element. The annular inertia mass element may be a solid outer ring having a defined wall thickness that is, for example, at least half as large as an annular width of the inertia mass element. The ring width can, for example, represent an extension of the ring-shaped inertial mass element in the radial direction starting from a hub of the compensating weight, and the wall thickness can represent an extension perpendicular thereto parallel to the motor shaft.According to a further development of the embodiment described above, the annular inertia mass element can have a circumferential stepped collar. A step collar may be a step-shaped cross-sectional extension on the outer periphery of the annular inertia mass element. The step collar can have a closed ring contour, for example. By means of the step formed with the step collar on the inertial mass element, at least a part of the inertial mass section can be offset axially with respect to the compensating mass section. A circumferential step collar allows a differentiated mass distribution of the first compensating weight in the axial direction along the motor shaft. In addition, a circumferential step collar forms a favorable possibility of providing a larger mass on the inertial mass element and arranging it as far outward as possible on the inertial mass element, so that the moment of inertia is increased efficiently. The stepped collar can face a rotor of the electric motor, for example. As a result, the inertia mass section can be oriented closer to the rotor as a functional section for increasing the moment of inertia, while the compensation mass section can be oriented closer to the compressor for compensating unbalances.According to one embodiment, the compensating mass section of the first compensating weight can have a spoke structure. A spoke structure may be one or more material struts flanked by material recesses, which may extend, for example, from a hub of the first balance weight radially as far as the inertial mass section, for example as far as an annular inertial mass element of the inertial mass section. With a spoke structure, compensation of imbalance can be further supported by the compensating mass section. The spoke structure can be connected by the flanking material recesses to a mass reduction which can contribute to a rotational mass compensation. The spoke structure can be arranged opposite an arcuate compensating mass element, for example. In addition, the compensating mass section can be stabilized or stiffened by the spoke structure. A spoke structure can furthermore reduce a total mass of the first compensating weight. Moreover, a spoke structure allows greater flexibility in the assembly of components of the compressor assembly. Thus, for example, the material recesses in the balancing weight make it possible to support the bearing outer ring of the shaft bearing, which is designed as a ball bearing, for example, during assembly. According to a simple embodiment, the spoke structure can have a single material strut or only a few material struts, for example at most three material struts, in order to configure the balancing weight as simply as possible and thus to facilitate production of the balancing weight.According to one embodiment, the first balancing weight can be arranged between a rotor of the electric motor and a first shaft bearing of the motor shaft. The rotor can be arranged on the motor shaft in a rotationally fixed manner and can be surrounded at least in sections by an external stator of the electric motor, so that an internal rotor motor is formed. The rotor and stator of the electric motor serve for converting an electric drive force of the electric motor into a rotational movement of the motor shaft. The first shaft bearing can be a rolling bearing, for example a ball bearing. If the first balancing weight is arranged between the rotor and the first shaft bearing, the first balancing weight can advantageously stabilize the first shaft bearing. The first shaft bearing of the motor shaft may be arranged on a side of the motor shaft facing the compressor. In this case, acceleration forces close to the compressor can be compensated by the first balancing weight. The mass moment of inertia of the first compensating weight, which moment of inertia is increased by means of the inertia mass section, achieves an increased running smoothness and a stabilization of the motor shaft.According to one embodiment, the first balancing weight can have a mass moment of inertia between 1.5*10-4 kgm 2 and 4.0*10-4 kgm 2. In particular, the first balancing weight can have a mass moment of inertia between 2*10-4 kgm 2 and 3.5*10-4 kgm 2. Such a balancing weight has favorable dimensioning for compressor arrangements in passenger cars and has an advantageous effect on current consumption and sound loading of the electric motor. For a compressor arrangement of a commercial vehicle, a first balancing weight with a significantly greater mass moment of inertia can be provided accordingly.According to one embodiment, the electric motor and the motor shaft can be arranged in a drive housing and the outer contour of the inertial mass section of the first compensating weight can project onto an inner surface of the drive housing. As a result, a utilization of installation space can be optimized in favor of a high moment of inertia of the compensating weight. The drive housing can have, for example, a planar wall structure with an outer side facing the environment and an inner side facing the electric motor and the motor shaft, wherein a surface of the inner side forms an inner surface. The term "protruding" can be understood, for example, to mean that the outer contour of the inertial mass section of the first compensating weight and the inner surface of the drive housing adjoin one another with a gap lying therebetween without direct contact. Such a gap can correspond, for example, approximately to the wall thickness of the drive housing in this region or can be at most twice or at most three times as large as the wall thickness of the drive housing in this region. If the inertial mass section has an annular inertial mass element with a circumferential step collar, an outer contour of the step collar can, for example, project onto the inner surface as the outermost contour of the inertial mass section. An outermost contour of the inertial mass portion may be a contour with the widest distance from the rotational axis.According to one embodiment, a second balancing weight with an eccentric balancing mass section can be arranged on the motor shaft. This allows more precise imbalance compensation. Moreover, imbalance compensation can be used in a targeted manner in different regions of the motor shaft. The eccentric compensating mass section of the second compensating weight can be configured geometrically comparable to the eccentric compensating mass section of the first compensating weight. A center of mass of the eccentric compensating mass section of the second compensating weight can be offset with respect to the axis of rotation relative to a center of mass of the eccentric compensating mass section of the first compensating weight. For example, a respective eccentric structure of the compensating mass sections of the first and second compensating weights can be aligned at different rotational angles to the rotational axis. The second balancing weight can optionally additionally have an additional inertia mass section, which can be formed, for example, centrally and can frame the eccentric balancing mass section. The first and second balancing weights can be arranged axially offset to one another in a rotationally fixed manner on the motor shaft. The second balancing weight can be arranged, for example, between the rotor and a second shaft bearing of the motor shaft. The second shaft bearing can be arranged, for example, on a side of the motor shaft facing away from the compressor. The rotor can be arranged, for example, between a side of the motor shaft facing the compressor and a side of the motor shaft facing away from the compressor. The second balancing weight can advantageously serve for stabilizing the second shaft bearing. The second shaft bearing can be a rolling bearing, for example a ball bearing. The second balancing weight can be produced, for example, from a material comprising steel sinter or cast steel.According to one embodiment, the electric motor can be designed as a brushless direct current motor. A brushless direct current motor, also called a BLDC motor, has a high efficiency and service life of the electric motor. Brushless direct current motors run very constantly and their speed is adjustable continuously precisely. The brushless direct current motor can have, in particular, an inner rotor and can therefore be designed as an inner rotor. The brushless direct current motor can be an electronically commutated direct current motor. Due to the increased running smoothness of the motor shaft and the reduced current consumption of the electric motor by the proposed first balancing weight, the advantages of a brushless DC motor with regard to a constant and precisely adjustable rotational speed can be better utilized and the efficiency of the electric motor can be further increased.The invention also relates to a balancing weight for a compressor arrangement of a compressed air supply system of a vehicle, wherein the balancing weight has an inner eccentric balancing mass section and an outer central inertia mass section. The balancing weight can be formed in particular according to one of the features of the first balancing weight of the compressor arrangement described above. The balancing weight can be configured in particular for use in a compressor arrangement according to one of the features described above. The proposed balancing weight also achieves the advantages of a combined rotational mass balancing with a supplementary increase in the moment of inertia by an additional functional section. The balancing weight can advantageously be used in a compressor arrangement according to the features described above and in this case achieve a higher running smoothness and a reduced sound development and current consumption of the electric motor.The invention also relates to a vehicle, in particular a passenger car or commercial vehicle, having a compressed air supply system and a compressor arrangement, wherein the compressor arrangement is designed according to one of the features described above. Vehicles represent an advantageous field of application for the compressor arrangement described. In the field of vehicle mobility, there are high demands on the drives present in the vehicle, for example with regard to their energy consumption, their sound load and their running smoothness in order to reduce the maintenance effort. In this case, passenger cars can represent a particularly interesting field of application for the proposed compressor arrangement and compressed air supply installation on account of a desired high comfort level with low acoustic loading and on account of the expected low energy consumption. In addition, an increased added value can also result for commercial vehicles with a high compressed air requirement and compressor arrangements designed accordingly to be powerful. The reduced current consumption of the electric motor with the proposed compressor arrangement allows the use of smaller electric motors in the vehicle, which is advantageous in particular in view of the usually high weight and installation space proportion of the compressor arrangement in the vehicle. The compressed air supply system of the vehicle can be configured, for example, for supplying compressed air consumers such as an air suspension or a pneumatic brake system.The invention permits various embodiments and is explained in more detail below on the basis of exemplary embodiments with the accompanying drawings. They show in schematic form: FIG. 1 shows a compressor arrangement for a compressed air supply system according to a first exemplary embodiment in a sectional side view; FIG. 2 ashows an assembly of the compressor arrangement shown in FIG. 1 in a perspective side view; FIG. 2 bshows the assembly shown in FIG. 2 ain a sectional side view; FIG. 3 shows a module of a compressor arrangement for a compressed air supply system according to a second exemplary embodiment in a perspective side view; FIG. 4 shows a first balancing weight for a compressor arrangement according to a first exemplary embodiment in a perspective side view; FIG. 5 shows a perspective side view of a first balancing weight for a compressor arrangement according to a second exemplary embodiment; FIG. 6 shows a second balancing weight for a compressor arrangement according to an exemplary embodiment in a perspective side view; FIG. 7 shows a schematic diagram of a passenger car with a compressed air supply system and a compressor arrangement in a side view; and FIG. 8 shows a schematic diagram of a utility vehicle with a compressed air supply system and a compressor arrangement in a side view.FIG. 1 shows a compressor arrangement 1 for a compressed air supply system 2 indicated by way of example in FIG. 7 according to a first exemplary embodiment in a sectional side view. FIGS. 2 aand 2 b show, for improved clarity, an assembly of the compressor arrangement 1 shown in FIG. 1 in a perspective and a sectional side view, respectively.The compressor arrangement 1 has an electric motor 3 which, according to the exemplary embodiment shown, is designed as a brushless direct current motor 3'. The electric motor 3 has a motor shaft 4 which can be set in a rotational movement by a rotor 3 afixed to the motor shaft 4. A compressor 5 can be driven by means of the electric motor 3 via the motor shaft 4. The compressor 5 is designed as a piston compressor 5' according to the first exemplary embodiment shown in FIGS. 1, 2 aand 2 b. The piston compressor 5' has a piston 20 as a displacement element which can execute a stroke movement as a displacement movement by a connecting rod 19 which can be driven by an eccentric pin 18 fastened to the motor shaft 4.A first balancing weight 6 for compensating unbalances is arranged on the motor shaft 4. The first balancing weight 6 has an inner eccentric balancing mass section 6 aand an outer central inertial mass section 6 b, as can also be seen, for example, in FIGS. 4 and 5, which each show a first balancing weight 6 in an isolated illustration. The inner eccentric compensating mass section 6 aand the outer central inertial mass section 6 bform two different functional sections of the first compensating weight 6, wherein the inner eccentric compensating mass section 6 ais provided for compensating unbalances and brings about a rotational mass compensation, and wherein the outer central inertial mass section 6 bcomplementally increases the moment of inertia J 1 of the first compensating weight 6. As a result, a compressor arrangement 1 with an increased running smoothness and with a reduced sound development and current consumption at the electric motor 3 can be provided.The inner eccentric compensating mass section 6a has, due to its mass distribution, a center of mass which is radially offset with respect to an axis of rotation D of the first compensating weight 6. The rotation axis D of the first balance weight corresponds to the rotation axis D of the motor shaft 4. due to its eccentric shape, the inner eccentric balance mass portion 6a has a circumferentially varying distance between a circumferential surface of the balance mass portion 6a and the rotation axis D.The outer central inertial mass section 6 bhas, due to its mass distribution, a mass center of gravity which lies substantially in the region of the axis of rotation D. Due to its central shape, the outer central inertial mass section 6 bhas a distance between a circumferential surface of the inertial mass section 6 band the axis of rotation D that is substantially constant over the circumference. The outer central inertial mass portion 6b surrounds the inner eccentric compensating mass portion 6a.The first balancing weight 6 is monolithically formed and the inner eccentric balancing mass section 6 atransmits directly in one piece into the outer central inertial mass section 6 b. Further details of the first compensating weight 6 will be described in more detail below in connection with the explanation of FIGS. 4 and 5.According to the first exemplary embodiment shown in FIGS. 1, 2 aand 2 b, the first balancing weight 6 is arranged between the rotor 3 aof the electric motor 3 and a first shaft bearing 11 of the motor shaft 4 designed as a ball bearing. The rotor 3 ais connected to the motor shaft 4 in a rotationally fixed manner and is surrounded in sections by an external stator 3 bof the electric motor 3, so that an internal rotor motor is formed. The first shaft bearing 11 is disposed between the compressor 5 and the first balance weight 6. The electric motor 3 and the motor shaft 4 are arranged in a drive housing 13. An outer contour A of the inertial mass section 6 b, here a stepped collar 9 of the inertial mass section 6 b, projects onto an inner surface I of the drive housing 13, so that the use of installation space is optimized in favor of a high moment of inertia J 1 of the first compensating weight 6.Between the rotor 3 aand a second shaft bearing 12 a second balancing weight 14 is arranged, which has an eccentric balancing mass section 14 a. This allows precise imbalance compensation in different regions of the motor shaft 4 and the second shaft bearing 12 can be stabilized by the second balancing weight 14. Further details of the second compensating weight 14 will be described in more detail below in connection with the explanation of FIG. 6.FIG. 3 shows a module of a compressor arrangement 1 for a compressed air supply system 2 according to a second exemplary embodiment in a perspective side view, wherein for improved clarity further modules of the compressor arrangement 1, for example a compressor housing and further compressor components, are omitted. A motor shaft 4 of the compressor arrangement 1, which is mounted by means of a first shaft bearing 11 and a second shaft bearing 12 and on which a rotor 3 aof an electric motor 3 is arranged, is illustrated. By means of an eccentric pin 18, a compressor 5, which is designed, for example, as a piston compressor 5', can be operated as described above. Between the rotor 3 aand the first shaft bearing 11 there is arranged a first balancing weight 6, which is designed according to the first balancing weight 6 shown in FIG. 5 according to a second embodiment and is described in more detail below in connection with the explanation of FIG. 5. Between the rotor 3 aand the second shaft bearing 12 there is arranged a second balancing weight 14, which is designed according to the second balancing weight 14 shown in FIG. 6 and is described in more detail below in conjunction with the explanation of FIG. 6. The first balancing weight 6 stabilizes the first shaft bearing 11 and the second balancing weight 14 stabilizes the second shaft bearing 12.FIGS. 4 and 5 each show a first balancing weight 6 in an isolated illustration, wherein FIG. 4 shows a first balancing weight 6 according to a first embodiment and FIG. 5 shows a first balancing weight 6 according to a second embodiment. The first balancing weight 6 shown in FIG. 4 is also shown in a mounted state in FIGS. 1, 2 aand 2 b, and the first balancing weight 6 shown in FIG. 5 is also shown in a mounted state in FIG. 3. As described above, the first balancing weight 6 has an inner eccentric balancing mass section 6 aand an outer central inertial mass section 6 b, which merge into one another in one piece. Here, the inertial mass portion 6 bmay have a mass m T larger than a mass m A of the balance mass portion 6 ato advantageously increase the moment of inertia J 1 of the first balance weight 6. In both embodiments, the compensating mass section 6 aof the first compensating weight 6 has an arcuate compensating mass element 7 which projects radially from a hub 17 of the first compensating weight 6 and has an arcuate circumferential surface. The arcuate compensating mass element 7 forms a circular disk segment. The arc-shaped compensating mass element 7 is used to obtain an eccentric shaping of the compensating mass section 6 a, in which an outer contour of the compensating mass section 6 aover its circumference is at a varying distance from the axis of rotation D of the first compensating weight 6. The inertia mass portion 6 bof the first balance weight 6 has an annular inertia mass member 8 in both embodiments. The annular inertia mass element 8 has a central shape, in which an outer contour of the inertia mass section 6 bhas a substantially constant distance over its circumference from the axis of rotation D of the first compensating weight 6. The annular inertia mass element 8 has a closed annular contour. The annular inertia mass element 8 contributes to increasing the moment of inertia J 1 and increases the running smoothness of the motor shaft 4. The spoke structure 10 may extend radially as shown from the hub 17 to the annular inertia mass member 8 of the inertia mass portion 6b. By means of the spoke structure 10, the compensation of imbalance can be further supported by the compensating mass section 6 aand the total mass of the first compensating weight 6 can be reduced.In contrast to the second embodiment shown in FIG. 5, the first embodiment shown in FIG. 4 shows a first balancing weight 6, in which the annular inertia mass element 8 has a circumferential step collar 9. The step collar 9 forms a step-shaped cross-sectional widening on the outer circumference of the annular inertia mass element 8 and has a closed annular contour. As can be seen, for example, in FIG. 2 a, the step collar 9 can face the rotor 3 aof the electric motor 3 and contribute to a differentiated mass and function distribution by an increase of the moment of inertia J 1 close to the rotor and by a compensation of imbalance close to the compressor.FIG. 6 shows a second balancing weight 14 for a compressor arrangement 1 according to an exemplary embodiment in a perspective side view. The second balancing weight 14 has an eccentric balancing mass section 14 a. The eccentric compensating mass section 14a has an arcuate compensating mass element 7 on the outer periphery. As a result of the eccentric shaping, the distance between an outer contour of the compensating mass section 14 aand an axis of rotation D of the second compensating weight 14 varies over the circumference. The second balance weight 14 has an inertia moment J 2 which can optionally be increased by arranging an additional inertia mass portion on the second balance weight 14.FIG. 7 shows, in a greatly simplified schematic diagram, a vehicle 15 designed as a passenger car 15'', the vehicle 15 having a compressed air supply system 2 for supplying compressed air consumers 23, designed as air suspension bellows of an air suspension, with compressed air via compressed air lines 24. For supplying the compressed air supply system 2 with compressed air, a compressor arrangement 1 is provided in the vehicle 15, which can be designed according to the features described above and can be configured for compressing ambient air to compressed air by means of a compressor 5 driven by an electric motor 3. As stated, the compressor arrangement 1 described achieves advantages of increased running smoothness and reduced sound development and power consumption at the electric motor 3. The reduced current consumption of the electric motor 3 with the proposed compressor arrangement 1 allows the use of smaller electric motors 3 in the vehicle.FIG. 8 shows, in a greatly simplified form, in a schematic diagram, a vehicle 15 designed as a utility vehicle 15' which, according to the exemplary embodiment shown, has a towing vehicle 21 and a trailer vehicle 22. The vehicle 15 has a compressed air supply system 2 arranged in the towing vehicle 21 for supplying compressed air to a compressed air consumer 23 located in the trailer vehicle 22 via compressed air lines 24 and a compressed air connection 25 on the trailer vehicle 22. As stated, the compressor arrangement 1 described achieves advantages of increased running smoothness and reduced sound development and power consumption at the electric motor 3. The reduced current consumption of the electric motor 3 with the proposed compressor arrangement 1 allows the use of smaller electric motors 3 in the vehicle.Reference Sign (Part of Description)1 Compressor arrangement 2 Compressed air supply system 3 Electric motor 3' Brushless direct current motor 3 aRotor 3 b Stator 4 Motor shaft 5 Compressor 5' Piston compressor 6 First balancing weight 6 a Ausgleichs mass section of the first balancing weight 6 b Trägheits mass section 7 Balancing mass element 8 Inertia mass element 9 Stepped collar 10 Spoke structure 11 First shaft bearing 12 Second shaft bearing 13 Drive housing 14 Second balancing weight 14 a Ausgleichs mass section of the second balancing weight 15 Vehicle 15' Commercial vehicle 15" Passenger car 16 Material recess 17 Hub 18 Eccentric pin 19 Connecting rod 20 Piston 21 Towing vehicle 22 Trailer vehicle 23 Compressed air consumer 24 Compressed air line 25 Compressed air connection A Outer contour Inertia mass section D Axis of rotation I Inner surface Drive housing J 1 Moment of inertia first balancing weight J 2 Moment of inertia second Balancing weight m A Mass Balancing mass section m T Mass Inertia mass sectionReferences included in the specificationThis list of documents cited by the applicant has been produced in an automated manner and is only included for the better information of the reader. The list is not part of the German patent application or utility model application. The DPMA does not take any adhesion for any faults or omissions.Patent Literature citedDE 10 2021 207 103 A1

[0002] U.S. Pat. No. 10,954,944 B2

[0003] DE 10 2017 009 842 A1

[0004]

Claims

Compressor arrangement (1) for a compressed air supply system (2) of a vehicle (15, 15', 15"), having an electric motor (3) with a motor shaft (4) and a compressor (5) which can be driven by means of the electric motor (3) via the motor shaft (4), wherein a first balancing weight (6) for compensating unbalances is arranged on the motor shaft (4), characterized in that the first balancing weight (6) has an inner eccentric balancing mass section (6a) and an outer central inertial mass section (6b).Compressor arrangement (1) according to Claim 1, characterized in that the inertia mass section (6b) has a greater mass (m T) than the compensating mass section (6a).Compressor arrangement (1) according to Claim 1 or 2, characterized in that the compensating mass section (6a) has an arcuate compensating mass element (7).Compressor arrangement (1) according to one of the preceding claims, characterized in that the inertia mass section (6b) has an annular inertia mass element (8).Compressor arrangement (1) according to Claim 4, characterized in that the annular inertia mass element (8) has a circumferential stepped collar (9).Compressor arrangement (1) according to one of the preceding claims, characterized in that the compensating mass section (6a) of the first compensating weight (6) has a spoke structure (10).Compressor arrangement (1) according to one of the preceding claims, characterized in that the first balancing weight (6) is arranged between a rotor (3a) of the electric motor (3) and a first shaft bearing (11) of the motor shaft (4).Compressor arrangement (1) according to one of the preceding claims, characterized in that the first balancing weight (6) has a mass moment of inertia (J 1) of between 1.5*10-4 kgm 2 and 4.0*10-4 kgm 2.Compressor arrangement (1) according to one of the preceding claims, characterized in that the electric motor (3) and the motor shaft (4) are arranged in a drive housing (13), and in that an outer contour (A) of the inertial mass section (6b) of the first compensating weight (6) protrudes to an inner surface (I) of the drive housing (13).Compressor arrangement (1) according to one of the preceding claims, characterized in that a second balancing weight (14) is arranged on the motor shaft (4) by means of an eccentric balancing mass section (14a).Compressor arrangement (1) according to one of the preceding claims, characterized in that the electric motor (3) is designed as a brushless direct current motor (3').Balancing weight (6) for a compressor arrangement (1) of a compressed air supply system (2) of a vehicle (15, 15', 15"), wherein the balancing weight (6) has an inner eccentric balancing mass section (6a) and an outer central inertial mass section (6b).The balance weight (6) according to claim 12, wherein the balance weight (6) is formed according to one of the features of the first balance weight (6) according to one of claims 2 to 11.Vehicle (15, 15', 15"), in particular passenger vehicle (15") or commercial vehicle (15'), having a compressed air supply system (2) and a compressor arrangement (1), wherein the compressor arrangement (1) is designed according to one of Claims 1 to 11.

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