Compressor assembly, compensation weight and vehicle

Abstract

The invention relates to a compressor assembly (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 via the motor shaft (4) by means of the electric motor (3), wherein on the motor shaft (4) a first compensation weight (6) is arranged for compensating imbalances and wherein the first compensation weight (6) has an inner eccentric compensation mass portion (6a) and an outer centric inertial mass portion (6b). The invention also relates to a compensation weight (6) for a compressor assembly (1) of a compressed-air supply system (2) and to a vehicle (15), in particular a passenger vehicle (15") or commercial vehicle (15'), having a compressed-air supply system (2) and a compressor assembly (1).

Description

[0001] Compressor arrangement, balance weight and vehicle

[0002] The invention relates to a compressor assembly for a compressed air supply system of a vehicle. The invention further relates to a counterweight for such a compressor assembly and to a vehicle, in particular a passenger car or commercial vehicle, with a compressed air supply system and a compressor assembly.

[0003] DE 10 2021 207 103 A1 discloses a scroll machine for a vehicle air conditioning system, comprising 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 axially offset from one another and connected to the drive shaft in a rotationally fixed manner. The second balancing weight has an inclined surface configured to generate a fluid flow for cooling the electric drive.

[0004] US 10 954 944 B2 describes a compressor comprising a housing, a compressor mechanism, a drive shaft, a drive assembly, and a counterweight assembly attached to the drive shaft. The counterweight assembly includes a main body, a counterweight, and a spacer.

[0005] DE 10 2017 009 842 A1 describes a compressor assembly for a compressed air supply system with an electric motor having an external rotor. According to one embodiment, the external rotor can have a flywheel weight.

[0006] According to the features of independent claim 1, a compressor arrangement for a compressed air supply system of a vehicle is proposed, comprising an electric motor with a motor shaft and a compressor drivable by means of the electric motor via the motor shaft, wherein a first counterweight is arranged on the motor shaft to compensate for imbalances and wherein the first counterweight has an inner eccentric counterweight section and an outer centric inertial mass section.

[0007] In other words, a compressor arrangement with a first counterweight is proposed, which has two functional sections that differ in terms of shape, arrangement, and purpose. While the inner eccentric counterweight section is primarily intended to compensate for imbalances and achieves a rotational mass balance, the outer centric inertial mass section primarily serves to additionally increase the moment of inertia of the first counterweight. By combining a counterweight section for compensating for imbalances with an additional inertial mass section for increasing the moment of inertia, a compressor arrangement can be provided that is characterized by greater smoothness and reduced noise generation and is also associated with the advantage of reduced power consumption, particularly given that the compressor may have a pulsating load torque.

[0008] Compressor arrangements for operating compressed air supply systems are generally known. They serve to generate compressed air by compressing ambient air using a compressor and make this available to compressed air consumers such as air suspension systems, braking systems, or level control systems via the compressed air supply system. Compressors are often based on a displacement 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 known as screw compressors, use this type of displacement principle. According to one embodiment, the compressor arrangement can, for example, comprise a compressor designed as a piston compressor.

[0009] An electric motor is provided to drive the compressor and 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 reciprocating movement of a piston of the reciprocating compressor. During the rotational movement of the motor shaft, imbalances can occur, for example, due to components coupled to the motor shaft such as an eccentric pin or shaft bearings that hold the motor shaft, and due to dynamic effects during operation of the compressor arrangement. These imbalances affect the smooth running and power consumption of the electric motor and can lead to increased noise. Such effects can generally be counteracted by compensating for the imbalance using a counterweight, in which a rotational mass balance is achieved through the targeted positioning of a mass element.If, in accordance with the features described, a further functional section in the form of an outer centric inertial mass section is arranged on the first counterweight, a significantly greater reduction in the current consumption and noise pollution from the electric motor as well as a significantly increased running smoothness can be achieved.

[0010] The first counterweight has an inner eccentric counterweight section and an outer centric inertial mass section. The inner eccentric counterweight section can have a geometric center and / or a center of mass that is radially offset from the axis of rotation of the counterweight. The axis of rotation of the counterweight can correspond to the axis of rotation of the motor shaft. The inner eccentric counterweight section can have a circumferentially varying distance between a circumferential surface of the counterweight section and the axis of rotation. The outer centric inertial mass section can have a geometric center and / or a center of mass that is substantially located in the region of the axis of rotation.The outer centric inertial mass section can have a substantially constant distance between a circumferential surface of the inertial mass section and the rotational axis. The outer centric inertial mass section can have a larger radius than the inner eccentric balancing mass section. An outer circumferential surface of the outer centric inertial mass section can be spaced further from the rotational axis of the motor shaft than an outer circumferential surface of the balancing mass section. The outer centric inertial mass section can frame the inner eccentric balancing mass section. The first balancing weight can advantageously be designed as a monolithic balancing weight. The inner eccentric balancing mass section and the outer centric inertial mass section can therefore merge into one another in one piece.It is conceivable that an outer circumferential surface of the inner eccentric balancing mass section merges into the outer eccentric inertial mass section.

[0011] The first counterweight can be made, for example, from a material comprising sintered steel or cast steel. While sintered steel, for example, proves advantageous for producing the first counterweight due to the low processing effort required, a higher density of the first counterweight can be achieved with a cast steel material.

[0012] According to one embodiment, the inertial mass section can have a greater mass than the balancing mass section. An increased mass in the outer inertial mass section advantageously increases the moment of inertia of the first balancing weight. The moment of inertia of the balancing weight depends on its mass distribution in relation to the axis of rotation and increases with increasing mass at increasing distance from the axis of rotation. A greater mass of the inertial mass section can, for example, mean 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 balancing mass section. In the context of a numerical example to increase understanding, it can be assumed, for example in the case of a compressor arrangement of a passenger vehicle, that with a balancing mass section with a mass of approx.60 to 70 g, with which a significant compensation of imbalances can already be achieved under appropriate boundary conditions, the addition of an inertial mass section of approx. 130 to 240 g can lead to a significantly reduced power consumption of, for example, 5 percent to 10 percent less power consumption. For compressor arrangements of commercial vehicles, larger masses of the balancing mass section of several kilograms can be provided, depending on the vehicle type. According to one embodiment, the balancing mass section can have an arc-shaped balancing mass element. An arc-shaped balancing mass element can, for example, protrude radially from a hub of the first balancing weight and have an arc-shaped circumferential surface. The arc-shaped balancing mass element can, for example, form a circular disk segment.The curved balancing mass element provides an eccentric shape for the balancing mass section and eccentrically shifts its center of mass. A curved balancing mass element promotes uniform rotation and smooth running of the motor shaft on which the first balancing weight is arranged and can be advantageously combined with an outer centric inertial mass section. For example, a curved balancing mass element can be advantageously integrated into a ring structure of an outer centric inertial mass section.

[0013] According to one embodiment, the inertial mass section can comprise an annular inertial mass element. An annular inertial mass element has a favorable central shape with a uniform mass distribution at a constant distance from the axis of rotation. As a result, the inertial mass section can achieve an increase in the moment of inertia without further shifting the center of gravity of the first counterweight relative to the axis of rotation of the motor shaft on which the first counterweight is arranged. The annular inertial mass element can further increase the smooth running of the motor shaft. The annular inertial mass element can be provided, in particular, on an outer circumference of the first counterweight. The annular inertial mass element can have a closed ring structure. The annular inertial mass element can have a circular outer contour. The inertial mass section can have a disc-shaped basic shape.This can be circumferentially delimited by the annular inertial mass element. The annular inertial mass element can be a solid outer ring with a defined wall thickness, which is, for example, at least half the ring width of the inertial mass element. The ring width can, for example, represent an extension of the annular inertial mass element in the radial direction starting from a hub of the counterweight, and the wall thickness an extension perpendicular thereto, parallel to the motor shaft. According to a further development of the previously described embodiment, the annular inertial mass element can have a circumferential stepped collar. A stepped collar can be a stepped cross-sectional widening on the outer circumference of the annular inertial mass element. The stepped collar can, for example, have a closed ring contour.The step formed by the stepped collar on the inertial mass element allows at least part of the inertial mass section to be offset axially from the balancing mass section. A circumferential stepped collar enables a differentiated mass distribution of the first balancing weight in the axial direction along the motor shaft. In addition, a circumferential stepped collar offers a favorable option for providing a larger mass on the inertial mass element and arranging it as far out as possible on the inertial mass element, thus efficiently increasing the moment of inertia. The stepped collar can, for example, face a rotor of the electric motor. This allows the inertial mass section to be oriented closer to the rotor as a functional section for increasing the moment of inertia, while the balancing mass section can be oriented closer to the compressor to compensate for imbalances.

[0014] According to one embodiment, the balancing mass section of the first balancing weight can have a spoke structure. A spoke structure can be one or more material struts flanked by material recesses, which can extend, for example, radially from a hub of the first balancing weight to the inertial mass section, for example, to an annular inertial mass element of the inertial mass section. With a spoke structure, the compensation of imbalances by the balancing mass section can be further supported. The spoke structure can be combined with a mass reduction through the flanking material recesses, which can contribute to rotational mass balancing. The spoke structure can, for example, be arranged opposite an arcuate balancing mass element. Furthermore, the balancing mass section can be stabilized or stiffened by the spoke structure.A spoke structure can also reduce the overall mass of the first counterweight. Furthermore, a spoke structure allows for greater flexibility in the assembly of components of the compressor assembly. For example, the material recesses in the counterweight allow support of the bearing outer ring of the shaft bearing, which may be designed as a ball bearing, during assembly. According to a simple embodiment, the spoke structure can have a single material strut or only a few material struts, for example, a maximum of three material struts, in order to keep the counterweight as simple as possible and thus facilitate its manufacture.

[0015] According to one embodiment, the first counterweight can be arranged between a rotor of the electric motor and a first shaft bearing of the motor shaft. The rotor can be arranged in a rotationally fixed manner on the motor shaft and surrounded at least in sections by an external stator of the electric motor, thus forming an internal rotor motor. The rotor and stator of the electric motor serve to convert an electrical 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 counterweight is arranged between the rotor and the first shaft bearing, the first counterweight can advantageously stabilize the first shaft bearing. The first shaft bearing of the motor shaft can 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 counterweight.The increased mass moment of inertia of the first counterweight by means of the inertial mass section results in increased smoothness of running and stabilization of the motor shaft.

[0016] According to one embodiment, the first balance weight may have a mass moment of inertia between 1.5*10-4 kgm 2 and 4.0*10-4 kgm 2 In particular, the first balance weight can have a mass moment of inertia between 2*10-4 kgm 2 and 3.5*10-4 kgm 2Such a counterweight has favorable dimensions for compressor arrangements in passenger cars and has a beneficial effect on the current consumption and noise load of the electric motor. For a compressor arrangement of a commercial vehicle, a first counterweight with a significantly larger moment of inertia can be provided. 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 counterweight can protrude onto an inner surface of the drive housing. This allows the use of installation space to be optimized in favor of a high moment of inertia of the counterweight.The drive housing can, for example, have a flat wall structure with an outer side facing the environment and an inner side facing the electric motor and the motor shaft, with a surface of the inner side forming an inner surface. The term "projecting" can be understood, for example, to mean that the outer contour of the inertial mass section of the first counterweight and the inner surface of the drive housing are adjacent to one another with a gap in between, without direct contact. Such a gap can, for example, correspond approximately to the wall thickness of the drive housing in this area or be a maximum of twice or three times the wall thickness of the drive housing in this area.If the inertial mass section comprises an annular inertial mass element with a circumferential stepped collar, for example, an outer contour of the stepped collar can protrude toward the inner surface as the outermost contour of the inertial mass section. An outermost contour of the inertial mass section can be a contour with the greatest distance from the axis of rotation.

[0017] According to one embodiment, a second counterweight with an eccentric counterweight section can be arranged on the motor shaft. This enables more precise unbalance compensation. Furthermore, unbalance compensation can be applied specifically in different areas of the motor shaft. The eccentric counterweight section of the second counterweight can be designed to be geometrically comparable to the eccentric counterweight section of the first counterweight. A center of mass of the eccentric counterweight section of the second counterweight can be offset from a center of mass of the eccentric counterweight section of the first counterweight with respect to the axis of rotation. For example, a respective eccentric structure of the counterweight sections of the first and second counterweight can be aligned at different angles of rotation to the axis of rotation.The second counterweight can optionally additionally have an additional inertial mass section, which can for example be centrally shaped and can frame the eccentric counterweight section. The first and second counterweights can be arranged axially offset from one another on the motor shaft. The second counterweight can for example be arranged between the rotor and a second shaft bearing of the motor shaft. The second shaft bearing can for example be arranged on a side of the motor shaft facing away from the compressor. The rotor, for example, can be arranged between a side of the motor shaft facing the compressor and a side facing away from the compressor. The second counterweight can advantageously serve to stabilize the second shaft bearing. The second shaft bearing can be a rolling bearing, for example a ball bearing.The second counterweight can, for example, be made of a material comprising sintered steel or cast steel.

[0018] According to one embodiment, the electric motor can be designed as a brushless DC motor. A brushless DC motor, also called a BLDC motor, is associated with high efficiency and a long service life. Brushless DC motors run very consistently, and their speed can be continuously and precisely adjusted. The brushless DC motor can, in particular, have an internal rotor and thus be designed as an internal rotor. The brushless DC motor can be an electronically commutated DC motor. Due to the increased smoothness of the motor shaft and the reduced current consumption of the electric motor due to the proposed first counterweight, the advantages of a brushless DC motor with regard to a constant and precisely adjustable speed can be better utilized, and the efficiency of the electric motor can be further increased.

[0019] The invention also relates to a counterweight for a compressor assembly of a vehicle's compressed air supply system, wherein the counterweight has an inner eccentric counterweight section and an outer centric inertial mass section. The counterweight can be designed, in particular, according to one of the features of the first counterweight of the compressor assembly described above. The counterweight can be configured, in particular, for use in a compressor assembly according to one of the features described above. The proposed counterweight also achieves the advantages of combined rotary mass balancing with a supplementary increase in the moment of inertia through an additional functional section.The counterweight can be advantageously used in a compressor arrangement according to the features described above and can thereby achieve greater smoothness of operation as well as reduced noise generation and power consumption of the electric motor.

[0020] The invention also relates to a vehicle, in particular a passenger car or commercial vehicle, with 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 area of ​​application for the described compressor arrangement. In the field of vehicle mobility, high demands are placed on the drives present in the vehicle, for example with regard to their energy consumption, their noise pollution, and their smooth running to reduce maintenance costs. Passenger cars can represent a particularly interesting area of ​​application for the proposed compressor arrangement and compressed air supply system due to a desired high level of comfort with low noise pollution and the expected low energy consumption.In addition, increased added value can also be achieved for commercial vehicles with high compressed air requirements and correspondingly powerful compressor arrangements. The reduced power consumption of the electric motor with the proposed compressor arrangement allows the use of smaller electric motors in the vehicle, which is particularly advantageous given the typically high weight and installation space requirements of the compressor arrangement in the vehicle. The vehicle's compressed air supply system can, for example, be configured to supply compressed air consumers such as an air suspension or a pneumatic braking system.

[0021] The invention permits various embodiments and is explained in more detail below using exemplary embodiments and the accompanying drawings. They show schematically:

[0022] Fig. 1 shows a compressor arrangement for a compressed air supply system according to a first embodiment in a sectional side view; Fig. 2a shows an assembly of the compressor arrangement shown in Fig. 1 in a perspective side view;

[0023] Fig. 2b the assembly shown in Fig. 2a in a sectional side view;

[0024] Fig. 3 shows an assembly of a compressor arrangement for a compressed air supply system according to a second embodiment in a perspective side view;

[0025] Fig. 4 shows a first counterweight for a compressor arrangement according to a first embodiment in a perspective side view;

[0026] Fig. 5 shows a first counterweight for a compressor arrangement according to a second embodiment in a perspective side view;

[0027] Fig. 6 shows a second counterweight for a compressor arrangement according to an embodiment in a perspective side view;

[0028] Fig. 7 is a side view schematic diagram of a passenger car with a compressed air supply system and a compressor arrangement; and Fig. 8 is a side view schematic diagram of a commercial vehicle with a compressed air supply system and a compressor arrangement.

[0029] Fig. 1 shows a compressor assembly 1 for a compressed air supply system 2, as shown by way of example in Fig. 7, according to a first exemplary embodiment, in a sectional side view. For a better overview, Figs. 2a and 2b show an assembly of the compressor assembly 1 shown in Fig. 1, respectively in a perspective and a sectional side view.

[0030] The compressor arrangement 1 has an electric motor 3, which according to the embodiment shown is designed as a brushless DC motor 3'. The electric motor 3 has a motor shaft 4, which can be set in rotation by a rotor 3a fastened to the motor shaft 4. A compressor 5 can be driven via the motor shaft 4 by means of the electric motor 3. The compressor 5 is designed as a piston compressor 5' according to the first embodiment shown in Figs. 1, 2a and 2b. The piston compressor 5' has a piston 20 as a displacement element, which can perform a reciprocating movement as a displacement movement by means of a connecting rod 19, which can be driven by an eccentric pin 18 fastened to the motor shaft 4. A first counterweight 6 for compensating for imbalances is arranged on the motor shaft 4.The first counterweight 6 has an inner eccentric counterweight section 6a and an outer centric inertial mass section 6b, as can be seen, for example, in Figs. 4 and 5, each of which shows a first counterweight 6 in an isolated representation. The inner eccentric counterweight section 6a and the outer centric inertial mass section 6b form two different functional sections of the first counterweight 6, wherein the inner eccentric counterweight section 6a is provided for compensating for imbalances and effects a rotational mass balance, and wherein the outer centric inertial mass section 6b additionally increases the moment of inertia Ji of the first counterweight 6. This makes it possible to provide a compressor arrangement 1 with increased smoothness and with reduced noise generation and power consumption at the electric motor 3.

[0031] Due to its mass distribution, the inner eccentric balancing mass section 6a has a center of mass that is radially offset from a rotational axis D of the first balancing weight 6. The rotational axis D of the first balancing weight corresponds to the rotational axis D of the motor shaft 4. Due to its eccentric shape, the inner eccentric balancing mass section 6a has a distance that varies over the circumference between a circumferential surface of the balancing mass section 6a and the rotational axis D.

[0032] Due to its mass distribution, the outer centric inertial mass section 6b has a center of mass that lies essentially in the region of the rotation axis D. Due to its centric shape, the outer centric inertial mass section 6b has a distance that is essentially constant over the circumference between a circumferential surface of the inertial mass section 6b and the rotation axis D. The outer centric inertial mass section 6b frames the inner eccentric balancing mass section 6a.

[0033] The first counterweight 6 is monolithic, and the inner eccentric counterweight section 6a merges directly into the outer centric inertial mass section 6b. Further details of the first counterweight 6 will be explained in more detail below in connection with the explanation of Figs. 4 and 5.

[0034] According to the first embodiment shown in Figs. 1, 2a and 2b, the first counterweight 6 is arranged between the rotor 3a of the electric motor 3 and a first shaft bearing 11 of the motor shaft 4, designed as a ball bearing. The rotor 3a is connected to the motor shaft 4 in a rotationally fixed manner and is partially surrounded by an external stator 3b of the electric motor 3, thus forming an internal rotor motor. The first shaft bearing 11 is arranged between the compressor 5 and the first counterweight 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 6b, here a stepped collar 9 of the inertial mass section 6b, 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 Ji of the first counterweight 6.

[0035] A second counterweight 14, which has an eccentric counterweight section 14a, is arranged between the rotor 3a and a second shaft bearing 12. This allows for precise unbalance compensation in various areas of the motor shaft 4, and the second shaft bearing 12 can be stabilized by the second counterweight 14. Further details of the second counterweight 14 will be explained in more detail below in connection with the explanation of Fig. 6.

[0036] Fig. 3 shows an assembly of a compressor arrangement 1 for a compressed air supply system 2 according to a second exemplary embodiment in a perspective side view, wherein further assemblies of the compressor arrangement 1, for example a compressor housing and other compressor components, are hidden for the sake of clarity. Shown is 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 3a of an electric motor 3 is arranged. By means of an eccentric pin 18, a compressor 5, for example designed as a piston compressor 5', can be operated as described above. Between the rotor 3a and the first shaft bearing 11, a first counterweight 6 is arranged, which is designed according to the first counterweight 6 shown in Fig. 5 according to a second embodiment and will be described in more detail below in connection with the explanation of Fig. 5.A second counterweight 14 is arranged between the rotor 3a and the second shaft bearing 12. This counterweight is configured in accordance with the second counterweight 14 shown in Fig. 6 and will be described in more detail below in connection with the explanation of Fig. 6. The first counterweight 6 stabilizes the first shaft bearing 11, and the second counterweight 14 stabilizes the second shaft bearing 12. Both counterweights 6, 14 advantageously contribute to unbalance compensation and an increase in the moment of inertia on the motor shaft 4.

[0037] 4 and 5 each show a first counterweight 6 in an isolated representation, wherein Fig. 4 shows a first counterweight 6 according to a first embodiment and Fig. 5 shows a first counterweight 6 according to a second embodiment. The first counterweight 6 shown in Fig. 4 is also shown in an installed state in Figs. 1, 2a and 2b and the first counterweight 6 shown in Fig. 5 is also shown in an installed state in Fig. 3. The first counterweight 6 has, as previously described, an inner eccentric counterweight section 6a and an outer centric inertial mass section 6b, which merge into one another in one piece. The inertial mass section 6b can have a mass nrr that is greater than a mass mA of the counterweight section 6a in order to advantageously increase the moment of inertia Ji of the first counterweight 6.In both embodiments, the balancing mass section 6a of the first balancing weight 6 has an arcuate balancing mass element 7 that protrudes radially from a hub 17 of the first balancing weight 6 and has an arcuate circumferential surface. The arcuate balancing mass element 7 forms a circular disk segment. The arcuate balancing mass element 7 results in an eccentric shape of the balancing mass section 6a, in which an outer contour of the balancing mass section 6a has a varying distance from the rotational axis D of the first balancing weight 6 over its circumference. The inertial mass section 6b of the first balancing weight 6 has an annular inertial mass element 8 in both embodiments.The annular inertial mass element 8 has a central shape, in which an outer contour of the inertial mass section 6b has a substantially constant distance from the rotational axis D of the first counterweight 6 over its circumference. The annular inertial mass element 8 has a closed annular contour. The annular inertial mass element 8 contributes to increasing the moment of inertia Ji and increases the smooth running of the motor shaft 4. The counterweight sections 6a of the embodiments of the first counterweight 6 shown in Figs. 4 and 5 have a spoke structure 10 formed as material struts flanked by material recesses 16. The spoke structure 10 can extend radially from the hub 17 to the annular inertial mass element 8 of the inertial mass section 6b, as shown.By means of the spoke structure 10, the compensation of imbalances by the balancing mass section 6a can be further supported and the total mass of the first balancing weight 6 can be reduced.

[0038] The first embodiment shown in Fig. 4, in contrast to the second embodiment shown in Fig. 5, shows a first counterweight 6 in which the annular inertial mass element 8 has a circumferential stepped collar 9. The stepped collar 9 forms a stepped cross-sectional widening on the outer circumference of the annular inertial mass element 8 and has a closed annular contour. As can be seen, for example, in Fig. 2a, the stepped collar 9 can face the rotor 3a of the electric motor 3 and contribute to a differentiated mass and function distribution by increasing the moment of inertia Ji near the rotor and compensating for imbalances near the compressor.

[0039] Fig. 6 shows a perspective side view of a second counterweight 14 for a compressor arrangement 1 according to an exemplary embodiment. The second counterweight 14 has an eccentric counterweight section 14a. The eccentric counterweight section 14a has an arcuate counterweight element 7 on the outer circumference. Due to the eccentric shape, the distance between an outer contour of the counterweight section 14a and a rotational axis D of the second counterweight 14 varies over the circumference. The second counterweight 14 has a moment of inertia J2, which can optionally be increased by arranging an additional inertial mass section on the second counterweight 14. Fig. 7 shows a highly simplified schematic diagram of a vehicle 15 designed as a passenger car 15".The vehicle 15 has a compressed air supply system 2 for supplying compressed air consumers 23, designed as air bellows of an air suspension, with compressed air via compressed air lines 24. To supply the compressed air supply system 2 with compressed air, a compressor arrangement 1 is provided in the vehicle 15. This compressor arrangement 1 can be designed according to the features described above and can be configured to compress ambient air into compressed air by means of a compressor 5 driven by an electric motor 3. As explained, the described compressor arrangement 1 offers the advantages of increased smoothness of operation as well as reduced noise generation and power consumption at the electric motor 3. The reduced power consumption of the electric motor 3 with the proposed compressor arrangement 1 allows the use of smaller electric motors 3 in the vehicle.

[0040] Fig. 8 shows a highly simplified schematic diagram of a vehicle 15 designed as a commercial 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 a compressed air consumer 23 located in the trailer vehicle 22 with compressed air via compressed air lines 24 and a compressed air connection 25 on the trailer vehicle 22. To supply the compressed air supply system 2 with compressed air, a compressor arrangement 1 is provided in the towing vehicle 21, which can be designed according to the features described above and can be configured to compress ambient air into compressed air by means of a compressor 5 driven by an electric motor 3. As explained, the described compressor arrangement 1 offers the advantages of increased smoothness of operation as well as reduced noise generation and power consumption at the electric motor 3.The reduced power consumption of the electric motor 3 with the proposed compressor arrangement 1 allows the use of smaller electric motors 3 in the vehicle. Reference symbol (part of the description).

[0041] 1 Compressor arrangement

[0042] 2 compressed air supply system

[0043] 3 electric motor

[0044] 3' brushless DC motor

[0045] 3a Rotor

[0046] 3b Stator

[0047] 4 Motor shaft

[0048] 5 Compressor

[0049] 5' piston compressor

[0050] 6 first balance weight

[0051] 6a Balancing mass section of the first balancing weight

[0052] 6b Inertial mass section

[0053] 7 Balancing mass element

[0054] 8 Inertial mass element

[0055] 9 tiered collar

[0056] 10 spoke structure

[0057] 11 first shaft bearing

[0058] 12 second shaft bearing

[0059] 13 Drive housing

[0060] 14 second balance weight

[0061] 14a Balancing mass section of the second balancing weight

[0062] 15 vehicles

[0063] 15' commercial vehicle

[0064] 15" passenger car

[0065] 16 Material recess

[0066] 17 Hub

[0067] 18 eccentric pins

[0068] 19 connecting rods

[0069] 20 pistons

[0070] 21 towing vehicle

[0071] 22 trailer vehicle

[0072] 23 Compressed air consumer 24 Compressed air line

[0073] 25 Compressed air connection

[0074] A Outer contour of inertial mass section

[0075] D axis of rotation

[0076] I Inner surface of drive housing

[0077] Ji moment of inertia first balance weight

[0078] J2 Moment of inertia of the second balancing weight mA Mass of the balancing mass section

[0079] ITIT Mass Inertial Mass Section

Claims

Patent claims 1. 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 means of 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), characterized in that the first counterweight (6) has an inner eccentric counterweight section (6a) and an outer centric inertial mass section (6b).

2. Compressor arrangement (1) according to claim 1, characterized in that the inertial mass section (6b) has a greater mass (mr) than the balancing mass section (6a).

3. Compressor arrangement (1) according to claim 1 or 2, characterized in that the balancing mass section (6a) has an arcuate balancing mass element (7).

4. Compressor arrangement (1) according to one of the preceding claims, characterized in that the inertial mass section (6b) has an annular inertial mass element (8).

5. Compressor arrangement (1) according to claim 4, characterized in that the annular inertial mass element (8) has a circumferential stepped collar (9).

6. Compressor arrangement (1) according to one of the preceding claims, characterized in that the balancing mass section (6a) of the first balancing weight (6) has a spoke structure (10).

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

8. Compressor arrangement (1) according to one of the preceding claims, characterized in that the first balancing weight (6) has a mass moment of inertia (Ji) between 1.5*10-4 kgm 2 and 4.0*10-4 kgm 2 has.

9. 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 that an outer contour (A) of the inertial mass section (6b) of the first counterweight (6) projects onto an inner surface (I) of the drive housing (13).

10. Compressor arrangement (1) according to one of the preceding claims, characterized in that a second balancing weight (14) with an eccentric balancing mass section (14a) is arranged on the motor shaft (4).

11. Compressor arrangement (1) according to one of the preceding claims, characterized in that the electric motor (3) is designed as a brushless DC motor (3').

12. 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 centric inertial mass section (6b).

13. Balance weight (6) according to claim 12, wherein the balance weight (6) is designed according to one of the features of the first balance weight (6) according to one of claims 2 to 11.

14. Vehicle (15, 15', 15"), in particular passenger car (15") or commercial vehicle (15'), with 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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