Compressor apparatus for an air treatment apparatus of a motor vehicle, in particular a commercial vehicle

Abstract

The invention relates to a compressor apparatus (100) for connection to an air treatment apparatus of a motor vehicle and / or rail vehicle, in particular a commercial vehicle, the compressor apparatus comprising at least one housing (102), wherein the housing (102) comprises the following: - at least one intake channel (104) for taking in a fluid to be compressed, in particular air; - at least one housing interior (106) for receiving the compressed fluid; - at least one housing partition wall (136) by means of which the intake channel (104) is separated from the housing interior (106); wherein at least one switching valve (108) is arranged on and / or in the housing partition wall (136) or the housing partition wall (136) is connected to at least one switching valve (108), by means of which the intake channel (104) and the housing interior (106) can be separated or connected.

Description

[0001] DESCRIPTION

[0002] Compressor device for an air treatment device of a motor vehicle, in particular a commercial vehicle

[0003] The present invention relates to a compressor device for connection to an air treatment device of a motor vehicle and / or rail vehicle, in particular a commercial vehicle.

[0004] Furthermore, the present invention relates to a commercial vehicle with at least one air treatment device, wherein the air treatment device comprises at least one compressor device as explained above or is connected or connectable to a compressor device as explained above.

[0005] Compressor systems for motor vehicles, especially commercial vehicles, are already known from the state of the art.

[0006] For example, DE 10 2016 011 431 A1 shows a screw compressor for a commercial vehicle with at least one female screw, with at least one male screw that meshes with the female screw, and at least one screw compressor drive, wherein the screw compressor drive drives the female screw.

[0007] One of the problems with state-of-the-art compressor units is that they must first be depressurized or vented after shutdown. Venting is necessary because the residual fluid pressure remaining in the compressor unit flows into the intake duct of the compressor unit and would be sucked into the compressor unit upon restart. Sucking in this air or fluid, already pre-compressed from the previous operation, from the intake duct would cause significant damage within the compressor unit. For this reason, the compressor unit must be vented at the beginning of its shutdown phase so that the housing interior, and in particular the intake duct, can be depressurized.However, due to system inertia and hysteresis in the venting system, the venting in the housing interior does not occur at atmospheric pressure, allowing the oil used for lubrication in the housing interior to enter the intake port because the pressure there is lower than in the housing interior. Furthermore, the current state of the art presents the challenge that the oil in the intake port can escape from the intake port into the area surrounding the compressor unit due to the pressure difference described above. This is critical from an environmental perspective and should be avoided.

[0008] It is therefore the object of the present invention to further develop a compressor device of the type mentioned at the outset in an advantageous manner, in particular to the effect that the operational reliability of the compressor device is increased and, in particular, the oil discharge from the compressor device is reduced or avoided.

[0009] This object is achieved according to the invention by a compressor device having the features of claim 1. According to this, a compressor device is provided for connection to an air treatment device of a motor vehicle and / or rail vehicle, in particular a commercial vehicle, comprising at least one housing, wherein the housing comprises the following:

[0010] - at least one intake channel for sucking in a fluid to be compressed, in particular air;

[0011] - at least one housing interior for receiving the compressed fluid;

[0012] - at least one housing partition wall, by means of which the intake duct is separated from the housing interior; wherein at least one switching valve is arranged on and / or in the housing partition wall or the housing partition wall is connected to at least one switching valve, by means of which the intake duct and the housing interior can be separated or connected, in particular so that a fluid connection from the intake duct into the housing interior can be provided via the switching valve.

[0013] The invention is based on the fundamental idea that oil discharge from the compressor device can be avoided wherever possible or, ideally, completely prevented. As described above, a certain residual pressure exists during a standstill of the compressor device, even after venting, i.e., pressure relief, of the housing interior. This residual pressure cannot be completely reduced to atmospheric pressure due to system inertia, spring preloads, and hysteresis of the corresponding venting device of the housing. However, since approximately atmospheric pressure prevails in the intake duct of the housing after pressure relief, a pressure difference exists between the housing interior and the intake duct in the vented state and when the compressor device is at a standstill.Since an oil reservoir is also accommodated in the housing interior for lubricating the compressor device, this lubricating oil is also subjected to the residual pressure of the fluid and can therefore enter the intake duct and from there be harmfully released into the environment. To address this problem, at least one switching valve is arranged in and / or on the housing partition wall or alternatively connected to the housing partition wall, by means of which the intake duct and the housing interior can be separated or connected. The function of the switching valve is in particular to equalize the difference in residual pressure between the housing interior and the intake duct. On the other hand, the oil in the intake duct can be fed back into the housing interior and thus to the oil reservoir via the switching valve. The switching valve thus prevents or reduces the possibility of oil escaping from the intake duct into the environment.The fluid to be compressed or the compressed fluid can in particular be air.

[0014] The housing interior can have two alternative functions. The first function of the housing interior can be that it performs the function of the actual compression chamber of the compressor device, in which a moving compression element is accommodated for generating pressure of the fluid. Alternatively, the housing interior can be understood as an internal housing volume in which a complete and separate compression unit is accommodated and into which at least one compression fluid outlet of the compression unit opens and pressurizes it with fluid. Preferably, it can be provided that the fluid connection from the intake channel into / to the housing interior runs, in this flow direction to bridge the housing partition, only along the switching valve, without the integration of further fluid line elements or components of a fluid circuit for controlling and / or regulating the fluid connection.In this respect, the switching valve in the sense of the present invention can also be understood as a short-circuit element as required, wherein the intake channel and the housing interior can be separated or connected to one another by means of the switching valve.

[0015] The ability to connect or separate the intake port and the housing interior depends in particular on the switching state of the switching valve. When open, the intake port and the housing interior are connected. Accordingly, when the switching valve is closed, the intake port and the housing interior are separated from each other. This connection can be understood in particular as a flow connection, allowing the oil in the intake port to flow back into the housing interior, and pressure equalization between the intake port and the housing interior can occur.

[0016] Furthermore, it can be provided that the switching valve comprises at least one fluid pressure equalization valve for equalizing the fluid pressure between the intake channel and the housing interior, in particular during an inactive operating state of the compressor device. On the one hand, the fluid pressure equalization valve reduces the pressure difference between the housing interior and the intake channel, at least when the switching valve is partially or fully open. In addition, when the switching valve is open, a flow path in the housing partition wall acts as an overflow for the oil in the intake channel. In other words, the oil in the intake channel can only rise until its level reaches the flow path of the switching valve and can consequently flow back through the switching valve into the housing interior.

[0017] It is also conceivable that the housing is designed as a main housing;

[0018] Compressor device at least one compressor unit with at least one

[0019] Compressor housing which is fastened to and / or in the main housing, and in particular is accommodated in the housing interior; wherein the compressor housing has at least one compressor fluid inlet and at least one compressor fluid outlet; wherein the intake channel opens into the compressor fluid inlet; and wherein the compressor fluid outlet opens into the housing interior. As described above in connection with the basic idea of ​​the invention using an alternative, the housing interior now has the function of accommodating the compressor unit. In other words, the housing interior is thus an internal housing volume which is delimited by the main housing and which also encloses the compressor housing of the separate compressor unit inside the main housing. It is important to emphasize that the compressor fluid inlet and the compressor fluid outlet relate to the active operating state of the compressor unit for compressing the fluid.This assignment is therefore not valid when the compressor unit is at a standstill. This is because, as described above, oil can flow from the compressor fluid inlet of the compressor housing into the intake channel of the main housing when the unit is at a standstill, so that the compressor fluid inlet can no longer be defined as such. Furthermore, the compressor unit comprises a compressor chamber enclosed by the compressor housing. The compressor fluid inlet and the compressor fluid outlet open into the compressor chamber. Furthermore, a compressor element is movably, in particular rotatably, accommodated in the compressor chamber. The compressor element serves in particular to compress the fluid within the compressor chamber, which is sucked in by the compressor fluid inlet and, in the compressed state, is then expelled from the compressor fluid outlet and enters the housing interior downstream.The compressor unit can be designed, in particular, as a vane compressor unit. Other types of rotary displacement compressors are also conceivable. One example in this regard could be a screw compressor.

[0020] It is also possible for the switching valve to be designed as a check valve. The check valve can be configured, in particular, as a springless check valve. The springless design allows the check valve to be structurally particularly simple and / or smooth-acting in the face of pressure differences. Furthermore, the number of parts in the check valve is reduced, which has an additional positive effect on its operational reliability in particular and the operational reliability of the compressor system in general.

[0021] Furthermore, it can be provided that the switching valve has at least one valve body, in particular a ball, and at least one valve body chamber in which the valve body is received; wherein the valve body chamber is connectable or can be connected to the intake channel via a control channel on the intake side; and wherein the valve body chamber is connectable or can be connected to the housing interior via a control channel on the housing interior. In other words, the valve body within the valve body chamber is controlled solely via the control channel on the intake side and the control channel on the housing interior with the corresponding fluid pressures present, in particular fluid differential pressures. This allows the switching valve to be controlled purely on the basis of differential pressure, which is a very simple control option in the present case. In particular, springs and other return orControl elements can be dispensed with, which further simplifies the design of the switching valve and further minimizes sources of error.

[0022] Furthermore, it is conceivable for the valve body chamber to have a chamber cross-sectional area in a transverse direction to the central axis of the switching valve that is larger than a valve body cross-sectional area of ​​the valve body. In this context, it is conceivable for the chamber cross-sectional area to be greater than 5%, greater than 10%, greater than 20%, greater than 30%, greater than 40%, greater than 50%, greater than 60%, greater than 70%, greater than 80%, greater than 90%, or greater than 100%. Even larger chamber cross-sectional areas in relation to the valve body cross-sectional areas are also conceivable. Due to the size ratios of the chamber cross-sectional area and the valve body cross-sectional area as described above, the valve body can move within the valve body chamber both transversely to the central axis and in the axial direction of the central axis. These additional degrees of freedom of movement ensure particularly easy opening and closing.Closing of the switching valve even at low or very low differential pressures, which is particularly advantageous with a springless check valve. Furthermore, it is possible for the switching valve to have at least one valve seat surface against which the valve body can be pressed to close the intake-side control channel and / or the housing-interior control channel; wherein the valve body is pressed against the valve seat surface, in particular exclusively by a fluid pressure in the housing-interior control channel that is greater than a fluid pressure in the intake-side control channel, so that the valve body is in its closed position.In other words, the switching valve can be designed such that a centrally located control chamber can be pressurized with fluid pressure from two control channels, and the switching valve is either in its open or closed position depending on the fluid pressure conditions at these control channels. Consequently, the switching valve can be designed very simply in terms of its structure.

[0023] Furthermore, it is conceivable that, at a threshold fluid pressure in the control channel on the housing interior side that is greater than a fluid pressure in the intake-side control channel, the valve body can be released from its state pressed against the valve seat surface, so that the valve body can be changed from its closed position to its open position, thereby establishing a connection between the control channel on the housing interior side and the intake-side control channel. The switching valve can thus be designed such that it can be opened despite a greater pressure (the residual fluid pressure) in the control channel on the housing interior side compared to the fluid pressure in the intake-side control channel. This results in pressure equalization between the intake channel and the housing interior.This ensures that the oil in the intake port can flow from the intake port back into the housing interior via the intake-side control port, the valve body chamber, and the control port on the inside of the housing. In other words, the intake-side control port, the valve body chamber, and the control port on the inside of the housing, or more generally the switching valve, additionally serve as an overflow for the oil accumulating in the intake port. This overflow can be arranged axially in a main extension direction of the intake port between the compressor housing and an outer wall of the main housing in the partition wall. The threshold fluid pressure in the control port on the inside of the housing can be defined as the limit of the fluid pressure that is just no longer sufficient to generate sufficient pressure on the valve body to ensure that it remains pressed against the valve seat surface.In other words, below the threshold fluid pressure, the valve body leaves the valve seat surface and changes from its closed position to its open position. Above the threshold fluid pressure, the pressure force is sufficient to press the valve body, particularly sealingly, against the valve seat surface, so that the control channel on the inside of the housing and the control channel on the intake side are separated from each other, thus preventing any flow connection between these two control channels.

[0024] It is also conceivable for the valve body to change from its closed position to its open position due to its weight. This type of return from its closed position to its open position represents the simplest possible way to control the switching valve. This allows the switching valve to be as simple as possible in design and cost-effective to manufacture. Furthermore, the functional reliability of this switching valve can be further improved by omitting return elements such as springs or additional fluid control inputs.

[0025] It is also conceivable that the valve body is in its open position when the fluid pressure in the control channel on the housing interior side and in the intake-side control channel is the same, or when the fluid pressure in the control channel on the housing interior side is lower than that in the intake-side control channel, and a connection is established between the control channel on the housing interior side and the intake-side control channel. This type of switching valve design always ensures a flow connection between the intake channel and the interior space if the fluid pressure in the intake channel is greater than or equal to the fluid pressure in the housing interior, which also applies correspondingly to the corresponding control channels.In particular, when there is a higher fluid pressure within the intake duct, this ensures that the switching valve serving as an overflow can reliably drain the oil in the intake duct back into the housing interior, so that the probability of oil escaping into the environment via the intake duct is further reduced.

[0026] It is also conceivable for the switching valve to be formed at least in part by means of the housing partition wall, wherein the housing partition wall has at least one, in particular a first, wall opening, in the base of which opening the valve seat surface is formed. This configuration of the switching valve enables a very simple design, since structural areas of the already provided partition wall can be used and thus do not have to be separately represented by further valve components. In particular, the valve seat surface, a part that is very precise and expensive to machine, can thus be introduced very easily and directly into the housing partition wall and therefore does not have to be separately formed by another valve seat surface component of the switching valve. Furthermore, by using the areas of the partition wall, the number of parts of the switching valve can be further reduced, resulting in a more cost-effective switching valve.Furthermore, the pre-assembly and main assembly of the switching valve are simplified, as additional assembly and pre-assembly times can be saved due to the simplified structure.

[0027] It is also conceivable for the switching valve to comprise at least one valve housing region which comprises at least one screw-in sleeve which, in the assembled state, is screwed into a second wall opening in the housing partition. Configuring the valve housing region with a screw-in sleeve enables particularly simple, precise, and secure assembly in the form of a screw-in process into the housing partition. Furthermore, the housing partition can have a dual function by means of the first and second wall openings, namely, on the one hand, in that the valve seat surface is formed in the first wall opening, and on the other hand, in that the second wall opening has an internal thread into which the screw-in sleeve is screwed with its corresponding external thread. This dual function of the housing partition allows a very simple and efficient screw-in check valve to be formed.The first and second wall openings can, in particular, be aligned coaxially with each other. Furthermore, it can be provided that the first wall opening is inserted into a base of the second wall opening.

[0028] Furthermore, it is possible for the valve body chamber, in the assembled state, to be formed by at least one valve body opening of the screw-in sleeve and by the first wall opening. In addition to the dual function of the wall openings described above, a further sub-function is now added, so that the functional density of the housing partition can be further increased. This allows the housing of the switching valve to be designed even more simply, which results in further advantages in the reliability of the switching valve design. Consequently, operational reliability can be further increased by using as few components as possible, both for the switching valve in particular and for the compressor device in general, which can further reduce the overall probability of failure of the compressor device.Furthermore, a switching valve that is as reliable as possible contributes to its additional function as a drain for the oil accumulating in the intake duct being able to be reliably transferred from the intake duct into the housing interior and back into the housing interior with an even higher probability and increased operational reliability.

[0029] In particular, it can further be provided that the control channel on the interior side of the housing extends within the screw-in sleeve; and wherein the intake-side control channel extends in the housing partition. As already explained above, the housing partition can now assume a fourth function in addition to the two functions explained above and the partial function also explained above, which further increases the reliability and simplicity of the switching valve. Thus, the entire switching valve can be formed from the minimum number of two components (in addition to the housing partition), namely the screw-in sleeve as the valve housing area or partial valve housing (together with the first wall opening) and the valve body accommodated in the valve body chamber. This results in a very simple design or structure of the switching valve.In other words, the switching valve therefore has maximum functional density with a minimum number of parts because the control channel on the inside of the housing also extends within the screw-in sleeve, making further control channels or other control bores or control openings in the screw-in sleeve unnecessary, which makes their design even more cost-effective and structurally simpler. In the present case, the switching valve can be designed such that the second wall opening for receiving the screw-in sleeve is incorporated in the housing partition on the inside of the housing. Alternatively, it is also conceivable that the second wall opening can be incorporated in the housing partition on the intake channel side. In other words, in this alternative case, the switching valve is constructed in a mirror image of the above structure.

[0030] Furthermore, the present invention relates to a commercial vehicle with at least one air treatment device, wherein the air treatment device is connected or connectable to a compressor device as explained above. All structural and functional features associated with the compressor device according to the invention described above and its possible embodiments can also be provided alone or in combination in the commercial vehicle according to the invention, and the associated advantages can be achieved.

[0031] Further details and advantages of the invention will now be explained in more detail with reference to an embodiment shown in the drawings.

[0032] They show:

[0033] Fig. 1 is a schematic sectional view of an embodiment of a compressor device according to the invention;

[0034] Fig. 2 is a schematic detailed sectional view of a switching valve according to the invention of the compressor device according to Fig. 1 in a closed position; and

[0035] Fig. 3 shows a schematic detailed sectional view of the switching valve according to Fig. 2 in an open position. Fig. 1 shows a schematic sectional view of a first embodiment of a compressor device 100 according to the invention for an air treatment device of a motor vehicle.

[0036] The motor vehicle is designed in particular as a commercial vehicle.

[0037] The compressor device 100 comprises a housing 102.

[0038] The housing 102 comprises a substantially cuboid-shaped or hollow cuboid-shaped housing structure.

[0039] The housing 102 encloses a housing interior 106 as shown in Fig. 1.

[0040] The housing interior 106 is formed as a cavity within the housing 102 or is enclosed by the housing 102.

[0041] The housing interior 106 has an oil reservoir 192 or an oil sump in its bottom area.

[0042] The housing 102 further comprises an intake channel 104 for sucking in a fluid to be compressed.

[0043] According to Fig. 1, the fluid can in particular be air.

[0044] The intake channel extends from an intake connection 150 in the form of an intake nozzle within the housing 102 to the level of the housing interior 106.

[0045] The intake connection 150 is designed as a flange-like component and is screwed onto the housing 102 as shown in Fig. 1.

[0046] An intake valve 148 is arranged in the intake channel 104 between the intake port 150 and the housing interior 106. The intake valve 148 preferably has an intake valve plate 152, a bolt-shaped intake valve guide 156, and an intake valve spring 154.

[0047] Alternatively, the use of other designs or configurations of intake valves within the meaning of the present invention is also conceivable. In particular, the intake valve 148 can be designed as an intake check valve or as an intake control valve.

[0048] Furthermore, the housing 102 has a partition wall or a housing partition wall 136.

[0049] The housing partition wall 136 encloses an axial section of the intake channel 104 in the region of the housing interior 106.

[0050] The intake channel 104 is separated from the housing interior 106 by means of the housing partition wall 136.

[0051] A switching valve 108 is arranged in the housing partition 136 for separating or connecting the intake channel 104 with the housing interior 106.

[0052] Additionally or alternatively, the switching valve can also be arranged on the housing partition wall 136.

[0053] Additionally or alternatively, the switching valve 108 can also be arranged separately from the housing partition 136 and connected to the housing partition 136.

[0054] The switching valve 108 comprises a fluid pressure equalization valve for fluid pressure equalization between the intake channel 104 and the housing interior 106.

[0055] Fluid pressure equalization can occur, in particular, during an inactive operating state of the compressor device. According to Fig. 1, it can also be seen that the housing 102 is designed as a main housing 110.

[0056] The main housing 110 can be understood such that the compressor device 100 further comprises a compressor unit 112 with a compressor housing 114.

[0057] The compressor housing 114 is mounted in the main housing 110.

[0058] Additionally or alternatively, the compressor housing 114 may also be attached to the main housing 110.

[0059] As can be seen in Fig. 1, the compressor housing 114 is received in the housing interior 106 of the main housing 110 in the assembled state.

[0060] The compressor housing 114 can be substantially annular.

[0061] Furthermore, other configurations of a compressor housing 114 are also conceivable. For example, in the case of a screw compressor, the compressor housing 114 can have a spectacle-shaped cross-section.

[0062] The compressor housing 114 has a compressor fluid inlet 116 and a compressor fluid outlet 118.

[0063] Furthermore, the compressor housing 114 has a compressor chamber 120.

[0064] Furthermore, the compressor housing 114 has a compressor element 122 which is rotatably received in the compressor chamber 120.

[0065] Alternatively, the compressor housing 114 can also have several, in particular two, compressor elements 122 or be provided to accommodate several compressor elements 122, for example, in the case of a screw compressor. The compressor chamber 120 is essentially crescent-shaped.

[0066] The compressor fluid inlet 116 is incorporated as a housing channel in the compressor housing 114 and extends between the intake channel 104 and the compressor chamber 120.

[0067] In other words, the intake channel 104 opens into the compressor fluid inlet 116.

[0068] The compressor fluid outlet 118 is also incorporated as a housing channel in the compressor housing 114 and extends from the housing interior 106 to the compressor chamber 120.

[0069] The housing interior 106 is thus designed to accommodate the compressed fluid or the compressed air.

[0070] Accordingly, the compressor fluid outlet 118 opens into the housing interior 106.

[0071] The compressor element 122 is designed as a hollow cylinder or in sections as a hollow cylinder according to Fig. 1.

[0072] The compressor element 122 has a plurality of rotary vanes 124 (also known as vanes) extending radially from the center of the compressor element 122.

[0073] The rotary vanes 124 are spring-loaded and guided in corresponding rotary vane grooves and can thus adapt to the inner contour of the compressor chamber 120 in the radial direction during the rotation of the compressor element 122.

[0074] This creates several separate partial compression chambers through the rotary vanes 124.

[0075] In other words, the compressor unit 112 is designed as a vane compressor unit or rotary vane compressor unit. The fluid received and compressed within the housing interior 106, together with the oil sump 192, forms a phase boundary surface through which the oil sump 192 can be subjected to the operating pressure of the fluid in the housing interior 106.

[0076] The switching valve 108 is in turn designed as a check valve according to Fig. 1.

[0077] The check valve can in particular be designed as a springless check valve.

[0078] The switching valve 108 further comprises a valve body 126 and a valve body chamber 128 in which the valve body 126 is received in the assembled state of the switching valve 108.

[0079] A more detailed illustration of the switching valve 108 can be found in Fig. 2.

[0080] According to Fig. 1 it can further be seen that a first riser 212 and a second riser 214 each open radially into the compressor housing 114.

[0081] The first riser 212 is connected to an oil temperature control valve 194.

[0082] The second riser 214 is connected to the oil sump 192 or immersed in this oil sump 192.

[0083] The second riser 214 is connected to oil channels in the compressor housing 114 for supplying the bearings of the rotating compressor element 122.

[0084] The first riser 212 opens into an inner surface of the compressor chamber 120 for lubrication and sealing of the rotary vanes 124.

[0085] The oil temperature control valve 194, connected to the first riser line 212, has an oil intake line 196, which is also immersed in the oil sump 192. Furthermore, the oil temperature control valve 194 has a control valve housing in which a control valve body 198 is guided axially displaceably.

[0086] In addition, the oil temperature control valve 194 has an oil outlet line that connects an oil outlet 200 of the oil temperature control valve 194 to an oil inlet 202 of an oil cooler 218.

[0087] Accordingly, the oil temperature control valve has an oil inlet line which connects an oil inlet 210 of the oil temperature control valve 194 with an oil outlet 208 of the oil cooler 218.

[0088] The oil cooler 218 further has an inlet for cooling medium 206 and a corresponding outlet for cooling medium 204 for cooling the oil from the oil temperature control valve 194.

[0089] According to the schematic representation in Fig. 1, the oil temperature control valve 194 can be designed as a submerged oil temperature control valve.

[0090] Alternatively, the oil temperature control valve 194 may be arranged, at least substantially, above the oil level, in particular an oil level that is regularly or usually provided during appropriate operation.

[0091] In other words, it is at least partially or completely immersed in the oil sump 192.

[0092] The oil cooler 218 is arranged outside the housing 102 as shown in Fig. 1.

[0093] Additionally or alternatively, it may be provided that the oil cooler 218 can be screwed or flanged to the housing 102 using appropriate screw connections, for example. In the assembled state and, according to the schematic illustration in Fig. 1, an oil removal element 160 is flanged to the housing 102 above a direction of gravity of the oil cooler 218.

[0094] Alternatively, it can be provided that the deoiling element 160 is arranged at a comparable or the same height or below the oil cooler 218 in the direction of gravity.

[0095] Furthermore, it can alternatively be provided that the deoiling element can be formed integrally with the housing 102 at least in sections or regions.

[0096] The oil removal element 160 has a base 162 which is connected to the housing interior 106 via a connecting line 158.

[0097] The deoiling element 160 further comprises an oil filter element 164.

[0098] The oil filter element 164 can in particular be screwed onto the base 162.

[0099] Within the oil filter element 164, a downpipe 166 extends from the base 162 in the axial direction relative to a central axis of the deoiling element 160 into the oil filter element 164.

[0100] The fluid flowing into the base 162 then flows through the oil filter element 164 in a radially outer region and then flows radially inward through the downpipe 166.

[0101] The downpipe 166 opens into a valve chamber of a minimum pressure valve 190. The minimum pressure valve 190 can be designed as a minimum pressure angle valve according to Fig. 1.

[0102] Alternatively, other designs of the minimum pressure valve 190 may also be provided. Downstream of the minimum pressure valve 190, a check valve 168 is arranged, which is arranged in a fluid outlet channel, wherein this fluid outlet channel opens into a housing outlet connection 170.

[0103] Starting from the housing connection 170, the fluid or air under operating pressure can be supplied to further devices, such as an air treatment device for a commercial vehicle.

[0104] In the bottom area of ​​the base 162, an annular channel for receiving filtered oil from the fluid is arranged between an inner wall of the base and the downpipe 166.

[0105] Within this channel, an oil separator oil sump 220 is accommodated.

[0106] To return the accumulated oil within the oil separator oil sump 220, an oil return line 188 extends between the oil separator oil sump 220 and the compressor chamber 120.

[0107] Preferably, it can be provided that the deoiling element 160 is arranged in the direction of gravity above, at least partially elevated relative to, the compressor chamber 120, in particular so that the oil return can be ensured via the oil return line 188.

[0108] As can be further seen in Fig. 1, a vent channel 172 opens into the valve chamber of the minimum pressure valve 190 and extends from the valve chamber of the minimum pressure valve 190 to a vent valve 174.

[0109] The vent valve 174 is designed as a check valve and has a ball 176 as a valve body and a spring 178 as a return element.

[0110] The intake channel 104 is further connected to the vent valve 174 via a vent line 180 which extends from a valve chamber of the vent valve 174 to the intake channel 104 in a region between the intake valve 148 and the intake port 150.

[0111] A control channel 184 opens into a section of the intake channel 104 between the intake valve 148 and the compressor fluid inlet 116.

[0112] This control channel 184 extends from the intake channel 104 to an actuating valve 182 for actuating the vent valve 174 by means of an actuating piston 186.

[0113] Preferably and according to Fig. 1, it can be provided that the switching valve 108 is arranged along the section of the intake channel 104 between the intake valve 148 and the compressor fluid inlet 116 in order to be able to separate or connect the intake channel 104 and the housing interior 106, in particular to provide a fluid connection from the intake channel 104 into the housing interior 106 if required.

[0114] If necessary or temporarily, fluid can flow from the intake channel 104, in particular from the region of the intake channel 104 between the intake valve 148 and the compressor fluid inlet 116, via the switching valve 108 into the housing interior 106, preferably depending on the pressure conditions in the intake channel 104 and the housing interior 106.

[0115] To detect the oil level within the oil sump 192, the housing 102 further has an oil level sensor 216 in its bottom region, which is screwed into the housing 102 and projects into the oil sump 192 by means of a measuring tube.

[0116] Furthermore, according to the invention, a commercial vehicle is provided with an air treatment device (not shown in Fig. 1), wherein the air treatment device can be connected or connectable to a compressor device 100 as described above. Alternatively, the air treatment device can be connected or connectable to a compressor device as described above.

[0117] Fig. 2 shows a schematic and detailed sectional view of the switching valve 108 according to Fig. 1 .

[0118] As already described in connection with Fig. 1, the switching valve 108 has a valve body 126 in the form of a ball and a valve body chamber 128 in which the valve body 126 is received.

[0119] The valve body chamber 128 is designed as a cylindrical valve body chamber.

[0120] The valve body chamber has a chamber cross-sectional area in a transverse direction to the central axis M of the switching valve 108 that is larger than a valve body cross-sectional area of ​​the valve body 126.

[0121] The switching valve 108 is formed at least in part by means of the housing partition wall 136.

[0122] The housing partition wall 136 further has a first wall opening 138, in the opening base 140 of which a valve seat surface 134 is formed.

[0123] The valve seat surface 134 is introduced as a conical valve seat surface in the opening base 140 in the housing partition wall 136.

[0124] The switching valve 108 thus has a valve seat surface 134 against which the valve body 126 can be pressed to close or open the switching valve 108.

[0125] According to Fig. 2, it can also be seen that the valve body chamber 128 can be connected to the intake channel 104 via an intake-side control channel 130.

[0126] The connectivity depends in particular on the switching position (open position or closed position) of the valve body 126 with respect to the valve seat surface 134. Furthermore, the valve body chamber 128 is connected to the housing interior 106 via a control channel 132 on the housing interior side.

[0127] As described above, the valve body 126 or the ball can be pressed against the valve seat surface 134 to close the intake-side control channel 130.

[0128] Furthermore, the switching valve 108 has a valve housing area 142 which is designed as a screw-in sleeve 144.

[0129] In the assembled state, the screw-in sleeve 144 is screwed into a second wall opening 146 of the housing partition 136.

[0130] As can be seen from Fig. 2, in the assembled state, the valve body chamber 128 is partially or partially formed jointly by a valve body opening of the screw-in sleeve 144 and by the first wall opening 138.

[0131] The control channel 132 on the inside of the housing extends within the screw-in sleeve 144 as shown in Fig. 2.

[0132] Accordingly, the intake-side control channel 130 extends from the intake channel 104 in the housing partition wall 136 to the valve body chamber 128.

[0133] The switching valve 108 is designed according to Fig. 2 such that the screw-in sleeve 144 is screwed into the second wall opening 146, wherein the second wall opening 146 is open towards the housing interior 106.

[0134] Alternatively, it may just as well be possible for the second wall opening 146 to be introduced into the housing partition wall 136 in such a way that this wall opening 146 is open towards the intake channel 104.

[0135] In other words, the switching valve 108 can also be configured in a mirror-inverted arrangement in the housing partition 136 compared to Fig. 2. In Fig. 2, the valve body 126 is in its closed position.

[0136] In other words, the valve body is pressed against the valve seat surface 134 by a fluid pressure within the housing interior side control channel 132, which is greater than a fluid pressure within the intake side control channel 130.

[0137] The embodiment of the switching valve 108 according to the invention shown in Fig. 3 has essentially the same structural and functional features as the embodiment of the switching valve 108 shown in Fig. 2, only the following structural and / or functional feature differences are to be pointed out:

[0138] The valve body 126 is in its open position in Fig. 3, so that it is not pressed against the valve seat surface 134.

[0139] Consequently, a flow connection or fluid connection is established between the intake channel 104 and the housing interior 106 via the intake-side control channel 130, the valve body chamber 128 and the housing interior-side control channel 132.

[0140] The function of the compressor device 100 according to the invention with regard to Figs. 1 to 3 can now be described as follows:

[0141] The function of the switching valve 108 comes into play or plays a role in particular when the compressor device 100 is switched off or inactive.

[0142] When the compressor element 122 (see Fig. 1) comes to a standstill, no further compressed fluid in the form of air can be supplied to the housing interior 106. When the compressor unit 112 is at a standstill, a pressure difference exists between the compressor fluid outlet 118 (where the operating pressure of approximately 8 to approximately 15 bar prevails) and the compressor fluid inlet 116 (where essentially atmospheric pressure prevails).

[0143] Due to this pressure difference, the fluid or air under operating pressure now flows into the compressor fluid outlet 118.

[0144] From there, it flows into the compressor chamber 120, from where it flows further into the compressor fluid inlet 116, so that the operating pressure is gradually established within the compressor fluid inlet 116 and consequently also in the intake channel 104.

[0145] If the compressor unit 112 were to start up again under this condition, it would suck in already pre-compressed fluid or air, which would lead to an increased load on the compressor element 122 and in particular on the rotary vane 124.

[0146] For this reason, the compressor fluid inlet 116 and the intake channel 104 must be depressurized or vented.

[0147] This pressure relief occurs because the air under operating pressure flows into the control channel 184 and there actuates the actuating piston 186 in the direction of the ball 176 of the vent valve 174.

[0148] As a result of the actuation, the ball 176 of the vent valve 174 is moved from its closed position to its open position, so that the vent channel 172 is connected via the vent line 180 to the intake port 150, in other words to the atmosphere.

[0149] The housing interior 106, which is still under operating pressure, can now be vented into the atmosphere via the intake connection 150 via the following flow path: connecting line 158, base 162, oil separator 160, downpipe 166, valve body chamber of the minimum pressure valve 190, vent channel 172 opening therein, vent valve 174 and vent line 180.

[0150] Due to hysteresis phenomena in the actuating valve 182 and in the vent valve 174 as well as due to the spring preload of the spring 178, the pressure within the housing interior 106 cannot be fully reduced to atmospheric pressure of approximately

[0151] 1 bar pressure relief, so that a certain residual pressure remains in the housing interior 106 which is greater than atmospheric pressure.

[0152] This residual pressure is in turn sufficient to initially press oil from the oil sump 192 via the first riser 212 and the second riser 214 into the compressor chamber 120.

[0153] From the compressor chamber 120, the oil under residual pressure can escape into the environment via the compressor fluid inlet 116 and finally the intake channel 104 from the intake port 150, which is undesirable for environmental reasons.

[0154] The valve body 126 of the switching valve 108 is pressed against the valve seat surface 134 exclusively by a fluid pressure in the control channel 132 on the inside of the housing, which is greater than a fluid pressure in the control channel 130 on the intake side, so that the valve body 126 is in its closed position (see closed position according to Fig. 2).

[0155] However, at a threshold fluid pressure (which corresponds to the residual pressure in the housing interior 106 described above) in the housing interior side control channel 132, which is greater than a fluid pressure in the intake side control channel 130, the valve body 126 can already be changed from its closed position to its open position.

[0156] This change of the valve body 126 from its closed position to its open position occurs, in particular, solely through its weight. In other words, even at a certain threshold fluid pressure, the valve body 126 can already be changed from its closed position to its open position.

[0157] As a result, at this residual pressure, a connection can be established between the control channel 132 on the inside of the housing and the control channel 130 on the intake side.

[0158] This has the result that the oil, which is now located within the intake channel 104, can flow into the intake-side control channel 130 (cf. Fig. 2), from there passes the valve body chamber 128 and then flows downstream in the oil flow direction through the housing interior-side control channel 132 and can thus be returned to the housing interior 106.

[0159] Consequently, the intake-side control channel 130 serves as an oil overflow for the oil flowing into the intake channel 104.

[0160] This means that oil can no longer flow out of the intake port 150.

[0161] In addition to its function as an oil overflow, the switching valve 108 also serves as a pressure equalization valve between the intake channel 104 and the housing interior, in particular at the residual pressure of the housing interior 106 described above during the switched-off or inactive state of the compressor device 100.

[0162] Consequently, the valve body 126 is in its open position when the fluid pressure in the housing interior side control channel 132 and the intake side control channel 130 is the same or a lower fluid pressure in the housing interior side control channel 132 than in the intake side control channel 130.

[0163] Thus, under these fluid pressure conditions, a flow connection is always established between the control channel 132 on the housing interior side and the intake-side control channel 130. Thus, in an inactive state, oil located in the intake channel 104 can be returned to the housing interior 106 via the switching valve 108.

[0164] In the active operating state of the compressor device 100 or the compressor unit 112, the control channel 132 on the inside of the housing is essentially

[0165] Operating pressure of approximately 8 bar to approximately 15 bar, whereas in the intake-side control channel 130 (see Fig. 2) essentially atmospheric pressure prevails.

[0166] Thus, a pressure difference of at least 7 to 14 bar is created between the control channel 132 on the inside of the housing and the control channel 130 on the intake side.

[0167] This ensures that the valve body according to Fig. 2 is pressed against the valve seat surface 134 during normal operation of the compressor device 100 by the significantly higher fluid pressure in the control channel 132 on the inside of the housing, so that the switching valve 108 is in its closed position.

[0168] LIST OF REFERENCE SYMBOLS

[0169] 100 compressor device

[0170] 102 housings

[0171] 104 intake duct

[0172] 106 Housing interior

[0173] 108 Switching valve

[0174] 110 Main body

[0175] 112 Compressor unit

[0176] 114 Compressor housing

[0177] 116 Compressor fluid inlet

[0178] 118 Compressor fluid outlet

[0179] 120 compressor chamber

[0180] 122 Compressor element

[0181] 124 rotary valves or vanes

[0182] 126 valve bodies

[0183] 128 Valve body chamber

[0184] 130 intake-side control channel

[0185] 132 control channel inside the housing

[0186] 134 Valve seat surface

[0187] 136 Housing partition

[0188] 138 first wall opening

[0189] 140 Opening reason

[0190] 142 Valve housing area

[0191] 144 screw-in sleeve

[0192] 146 second wall opening

[0193] 148 intake valve

[0194] 150 intake connection, intake manifold

[0195] 152 intake valve plate

[0196] 154 Intake valve spring

[0197] 156 Intake valve guide

[0198] 158 Fluid connection line

[0199] 160 Oil separator 162 Base

[0200] 164 Oil filter element

[0201] 166 Downpipe

[0202] 168 Minimum pressure valve

[0203] 170 Housing outlet connection

[0204] 172 ventilation duct

[0205] 174 vent valve

[0206] 176 ball

[0207] 178 spring

[0208] 180 vent line

[0209] 182 Actuating valve

[0210] 184 control channel

[0211] 186 actuating pistons

[0212] 188 Oil return line

[0213] 190 Safety valve

[0214] 192 Oil sump or oil reservoir

[0215] 194 oil temperature control valve

[0216] 196 Oil intake line

[0217] 198 Control valve body

[0218] 200 Oil outlet

[0219] 202 Oil inlet

[0220] 204 Outlet for cooling medium

[0221] 206 Inlet for cooling medium

[0222] 208 Oil outlet

[0223] 210 Oil inlet

[0224] 212 first riser

[0225] 214 second riser

[0226] 216 Oil level sensor

[0227] 218 Oil cooler

[0228] 220 Oil separator oil sump

[0229] M central axis

Claims

PATENT CLAIMS 1 . Compressor device (100) for connection to an air treatment device of a motor vehicle and / or rail vehicle, in particular a commercial vehicle, comprising at least one housing (102), wherein the housing (102) comprises the following: - at least one intake channel (104) for sucking in a fluid to be compressed, in particular air; - at least one housing interior (106) for receiving the compressed fluid, - at least one housing partition wall (136), by means of which the intake channel (104) is separated from the housing interior (106); wherein at least one switching valve (108) is arranged on and / or in the housing partition wall (136) or the housing partition wall (136) is connected to at least one switching valve (108), by means of which the intake channel (104) and the housing interior (106) can be separated or connected, in particular so that a fluid connection from the intake channel (104) into the housing interior (106) can be provided via the switching valve (108).

2. Compressor device (100) according to claim 1, characterized in that the switching valve (108) comprises at least one fluid pressure equalization valve for fluid pressure equalization between the intake channel (104) and the housing interior (106), in particular during an inactive operating state of the compressor device (100).

3. Compressor device (100) according to claim 1 or claim 2, characterized in that the housing (102) is designed as a main housing (110); wherein the compressor device (100) comprises at least one compressor unit (112) with at least one compressor housing (114) which is fastened to and / or in the main housing (110), and in particular is accommodated in the housing interior (106); wherein the compressor housing (114) has at least one compressor fluid inlet (116) and at least one compressor fluid outlet (118); wherein the intake channel (104) opens into the compressor fluid inlet (116); and wherein the compressor fluid outlet (118) opens into the housing interior (106).

4. Compressor device (100) according to one of the preceding claims, characterized in that the switching valve (108) is designed as a check valve, in particular a springless check valve.

5. Compressor device (100) according to one of the preceding claims, characterized in that the switching valve (108) has at least one valve body (126), in particular a ball, and at least one valve body chamber (128) in which the valve body (126) is received; wherein the valve body chamber (128) is connectable or connected to the intake channel (104) via an intake-side control channel (130); and wherein the valve body chamber (128) is connectable or connected to the housing interior (106) via a housing-interior control channel (132).

6. Compressor device (100) according to claim 5, characterized in that the valve body chamber (128) has a chamber cross-sectional area in a transverse direction to the central axis (M) of the switching valve (108) which is larger than a valve body cross-sectional area of ​​the valve body (126).

7. Compressor device (100) according to claim 5 or claim 6, characterized in that the switching valve (108) has at least one valve seat surface (134) against which the valve body (126) can be pressed to close the intake-side control channel (130) and / or the housing-interior-side control channel (132); wherein the valve body (126) is pressed against the valve seat surface (134), in particular exclusively, by a fluid pressure in the housing-interior-side control channel (132) that is greater than a fluid pressure in the intake-side control channel (130), so that the valve body (126) is in its closed position.

8. Compressor device (100) according to one of claims 5 to 7, characterized in that at a threshold fluid pressure in the housing interior side control channel (132) which is greater than a fluid pressure in the intake side control channel (130), the valve body (126) can be released from its state pressed against the valve seat surface (134), so that the valve body (126) can be changed from its closed position to its open position and thereby a connection is established between the housing interior side control channel (132) and the intake side control channel (130).

9. Compressor device (100) according to one of claims 5 to 8, characterized in that a change of the valve body (126) from its closed position to its open position takes place by its weight force.

10. Compressor device (100) according to one of claims 5 to 9, characterized in that the valve body (126) is in its open position at the same fluid pressure in the housing interior side control channel (132) and in the intake side control channel (130) or at a lower fluid pressure in the housing interior side control channel (132) than in the intake side control channel (130) and a connection is established between the housing interior side control channel (132) and the intake side control channel (130).

11. Compressor device (100) according to one of the preceding claims, characterized in that the switching valve (108) is formed at least in regions by means of the housing partition wall (136), wherein the housing partition wall (136) has at least one, in particular first, wall opening (138), in the opening base (140) of which the valve seat surface (134) is formed.

12. Compressor device (100) according to claim 11, characterized in that the switching valve (108) comprises at least one valve housing region (142) which comprises at least one screw-in sleeve (144) which, in the assembled state, is screwed into a second wall opening (146) of the partition wall (136).

13. Compressor device (100) according to claim 12, characterized in that in the assembled state, the valve body chamber (128) is formed by at least one valve body opening of the screw-in sleeve (144) and by the first wall opening (138).

14. Compressor device (100) according to claim 12 or claim 13, characterized in that the housing interior-side control channel (132) extends within the screw-in sleeve (144); and wherein the intake-side control channel (130) extends in the housing partition wall (136).

15. Commercial vehicle with at least one air treatment device, wherein the air treatment device is connected or connectable to a compressor device (100) according to one of the preceding claims.

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