Compressor system with adjustable and/or controllable temperature monitoring device

文档序号：1618274 发布日期：2020-01-10 浏览：27次中文

阅读说明：本技术 具有可调节的和/或可控制的温度监控装置的压缩机系统 (Compressor system with adjustable and/or controllable temperature monitoring device ) 是由 G·埃布拉尔 J-B·马雷斯科 J·梅拉尔 T·魏因霍尔德于 2017-09-19 设计创作，主要内容包括：本发明涉及一种车辆的、尤其是商用车的压缩机系统(100、200；100’、200’),该压缩机系统包括至少一个压缩机(10、10’),该压缩机具有至少一个油底壳(22a、22a’)和至少一个温度监控装置(66、166、266；66a、166b、266c、266d),并且该压缩机系统包括至少一个换热器(74、74’),其中,压缩机(10、10’)、油底壳(22a、22a’)、换热器(74、74’)以及温度监控装置(66、166、266；66a、166b、266c、266d)作用连接,此外温度监控装置(66、166、266；66a、166b、266c、266d)具有至少一个压缩机启动切换状态和至少一个压缩机低温切换状态,其中,所述压缩机启动切换状态与油(22、22’)的至少一个第一温度范围相关联并且所述压缩机低温切换状态与油(22、22’)的至少一个第二温度范围相关联,其中,在压缩机启动切换状态下从压缩机(10、10’)中流出的油(22、22’)能够至少通过换热器(74、74’)被回引至压缩机,以便于加热油(22、22’),并且在压缩机低温切换状态下从压缩机(10、10’)中流出的油(22、22’)不能通过所述换热器(74、74’)被回引至压缩机。(The invention relates to a compressor system (100, 200; 100 ', 200') of a vehicle, in particular of a commercial vehicle, comprising at least one compressor (10, 10 ') having at least one oil sump (22a, 22 a') and at least one temperature monitoring device (66, 166, 266; 66a, 166b, 266c, 266d) and comprising at least one heat exchanger (74, 74 '), wherein the compressor (10, 10'), the oil sump (22a, 22a '), the heat exchanger (74, 74') and the temperature monitoring device (66, 166, 266; 66a, 166b, 266c, 266d) are operatively connected, and wherein the temperature monitoring device (66, 166, 266; 66a, 166b, 266c, 266d) has at least one compressor start switching state and at least one compressor cold switching state, wherein, the compressor start-up switching state is associated with at least one first temperature range of the oil (22, 22 ') and the compressor cold switching state is associated with at least one second temperature range of the oil (22, 22 '), wherein the oil (22, 22 ') flowing out of the compressor (10, 10 ') in the compressor start-up switching state can be returned to the compressor at least via the heat exchanger (74, 74 ') in order to heat the oil (22, 22 '), and the oil (22, 22 ') flowing out of the compressor (10, 10 ') in the compressor cold switching state cannot be returned to the compressor via the heat exchanger (74, 74 ').)

1. A compressor system (100, 200; 100 ', 200') of a vehicle, in particular of a commercial vehicle, comprising at least one compressor (10, 10 ') having at least one oil sump (22a, 22 a') and at least one temperature monitoring device (66; 166, 266; 166 ', 266'), and comprising at least one heat exchanger (74, 74 '), wherein the compressor (10, 10'), the oil sump (22a, 22a '), the heat exchanger (74, 74') and the temperature monitoring device (66; 166, 266; 166 ', 266') are operatively connected, and wherein the temperature monitoring device (66; 166, 266; 166 ', 266') has at least one compressor start-up switching state and at least one compressor cold-switching state, wherein the compressor start-up switching state is associated with at least one first temperature range of the oil (22, 22 ') and the compressor cold-switching state is associated with the oil (22, 22') 22 '), wherein the oil (22, 22') flowing out of the compressor (10, 10 ') in the compressor start-up switching state can be returned to the compressor at least via the heat exchanger (74, 74') in order to heat the oil (22, 22 '), and the oil (22, 22') flowing out of the compressor (10, 10 ') in the compressor low-temperature switching state cannot be returned to the compressor via the heat exchanger (74, 74').

2. Compressor system (100, 200; 100 ', 200 ') according to claim 1, characterized in that the compressor (10, 10 ') further has an oil filter (62, 62 ') such that oil (22, 22 ') flowing out of the compressor (10, 10 ') in a compressor cold switching state of the temperature monitoring device (66; 166, 266; 166 ', 266 ') can be led back to the compressor at least through the oil filter (62, 62 ').

3. Compressor system (100, 200; 100 ', 200') according to claim 1 or claim 2, characterized in that the temperature monitoring device (66; 166, 266; 166 ', 266') has at least one compressor normal temperature switching state, wherein the oil (22, 22 ') flowing out of the compressor (10, 10') in the compressor normal temperature switching state can be led back to the compressor at least through a heat exchanger (74, 74 ') in order to cool the oil (22, 22').

4. Compressor system (100, 100 ') according to one of the preceding claims, characterized in that the temperature monitoring device (166; 166 ') has at least one control and/or regulating valve (166b, 166b ') which can be operated as a function of the temperature.

5. Compressor system (100, 100 ') according to one of the preceding claims, characterized in that the temperature-dependent control and/or regulating valve (166b, 166 b') is a four-position two-way control and/or regulating valve (166b, 166b '), in particular a four-position two-way solenoid control and/or regulating valve (166b, 166 b').

6. Compressor system (100, 100 ') according to one of the preceding claims, characterized in that the temperature-dependent control and/or regulating valve (166b, 166b ') is in a compressor start-up switching state if the oil temperature is less than or equal to the temperature of the other medium in the heat exchanger (74, 74 ').

7. Compressor system (100, 100 ') according to one of the preceding claims, characterized in that the temperature-dependent control and/or regulating valve (166b, 166 b') is in a compressor start-up switching state when the oil temperature is less than approximately 50 ℃, in particular less than approximately 40 ℃.

8. The compressor system (100, 100 ') of any one of the preceding claims, wherein the temperature-operable control and/or regulating valve (166b, 166 b') is in a compressor cold-switching state when the oil temperature is greater than about 50 ℃, particularly greater than about 40 ℃, and when the oil temperature is less than about 90 ℃, particularly less than about 80 ℃.

9. Compressor system (100, 100 ') according to one of the preceding claims, characterized in that the temperature-dependent control and/or regulating valve (166b, 166 b') is in a compressor normal temperature switching state when the oil temperature is greater than about 90 ℃, in particular greater than about 80 ℃.

10. A compressor system (200, 200 ') according to any of the preceding claims 1-3, characterized in that the temperature monitoring device (266; 266') has at least one first wax thermostat valve (266c, 266c ') and at least one second wax thermostat valve (266d, 266 d').

11. The compressor system (200, 200 ') of claim 10, characterized in that the first waxy thermostatic valve (266c, 266c ') is in the first switching state and the second waxy thermostatic valve (266d, 266d ') is in the first switching state when the oil temperature is greater than about-50 ℃, particularly greater than about-40 ℃ and when the oil temperature is less than about 50 ℃, particularly less than about 40 ℃, such that oil (22, 22 ') flowing out of the compressor (10, 10 ') can be led back to the compressor at least through the heat exchanger (74, 74 ') in order to heat the oil (22, 22 ').

12. The compressor system (200, 200 ') of claim 10 or claim 11, wherein the first waxy thermostatic valve (266c, 266 c') is in the second switching state and the second waxy thermostatic valve (266d, 266d ') is in the first switching state when the oil temperature is greater than about 50 ℃, particularly greater than about 40 ℃ and when the oil temperature is less than about 90 ℃, particularly less than about 80 ℃, such that oil (22, 22') flowing from the compressor (10, 10 ') can be returned to the compressor at least through the oil filter (62, 62').

13. The compressor system (200, 200 ') of any one of the preceding claims 10 to 12, characterized in that the first waxy thermostat valve (266c, 266c ') is in the second switching state and the second waxy thermostat valve (266d, 266d ') is in the second switching state when the oil temperature is greater than about 90 ℃, in particular greater than about 80 ℃ and when the oil temperature is less than about 120 ℃, in particular less than about 110 ℃, so that the oil (22, 22 ') flowing out of the compressor (10, 10 ') can be led back to the compressor at least through the heat exchanger (74, 74 ') in order to cool the oil (22, 22 ').

14. Compressor system (100, 200; 100 ', 200 ') according to one of the preceding claims, characterized in that the operation of the compressor (10, 10 ') can be switched off at an oil temperature of more than about 120 ℃, in particular more than about 110 ℃.

15. Compressor system (100, 200; 100 ', 200') according to one of the preceding claims, characterized in that a vehicle, in particular a commercial vehicle, has a hybrid drive, in particular a main hybrid drive or an electric drive, in particular a main electric drive.

16. A compressor system (100, 200; 100 ', 200') as claimed in any one of the preceding claims, characterized in that the heat exchanger (74, 74 ') is a liquid-liquid heat exchanger (74, 74').

17. Compressor system (100, 200; 100 ', 200 ') according to one of the preceding claims, characterized in that the heat exchanger (74, 74 ') is at least in fluid connection with an electrical component of a vehicle, in particular a commercial vehicle, which component is to be cooled.

18. Compressor system (100, 200; 100 ', 200') according to one of the preceding claims, characterized in that the compressor (10, 10 ') is a positive displacement compressor, in particular a screw compressor (10) and/or a rotary vane compressor (10').

Technical Field

The invention relates to a compressor system of a vehicle, in particular a commercial vehicle, having at least one compressor, at least one oil sump and at least one temperature monitoring device.

Background

Such oil-lubricated compressors are known from the prior art and have a device for monitoring the oil temperature.

DE3422398a1 shows a method and a device for operating a screw-type compression apparatus. An additional safety device acts as a function of the temperature of the oil separated from the compressed air and prevents a transition from the idling operation to the standstill operation of the screw compressor when the oil temperature falls below a predeterminable oil temperature.

Furthermore, DE102004060417a1 discloses a compact screw compressor for mobile use in vehicles. According to a measure for improving the invention, the oil circuit, which is necessary for cooling the screw compressor compression unit, can be coupled to a thermostatically controlled cooling circuit of the vehicle via a heat exchanger.

Furthermore, DE102010015150a1 discloses a device for monitoring and/or displaying the oil level in the oil sump of a screw compressor, which fluctuates in the case of different operating states of the screw compressor.

Furthermore, DE102010035559a1 shows a method for a defined auxiliary consumer drive system with a synchronous shift device for use in a hybrid vehicle.

Furthermore, EP1156213a1 discloses a method for regulating a blower in a compressor unit, wherein the compressor unit has at least one compressor element, a motor and a cooling device.

Additionally, DE60304555T2 shows a method for controlling the oil return in an oil-injected screw compressor.

Oil-lubricated compressors known from the prior art, for example for use in hybrid vehicles, usually have a water-cooled heat exchanger for cooling the oil located inside the compressor system.

Here, the cooling of the oil is usually controlled by a wax thermostat which, starting from a certain temperature threshold, supplies the oil for cooling the heat exchanger. At low ambient temperatures, a so-called switching point of the wax thermostat can be achieved, since the compressor is usually not operated continuously, but rather in partial load cycles. Therefore, the oil temperature and the temperature of the components of the compressor are generally relatively low at low ambient temperatures. In this connection, it is difficult to achieve the usual operating temperatures in the range of approximately 90 ℃. In this case, undesirable water or moisture condensation can also occur in the housing and the valve of the compressor.

Disclosure of Invention

The object of the present invention is therefore to improve a compressor system of a vehicle of the type mentioned at the outset, in particular of a commercial vehicle, in an advantageous manner, in particular in such a way that the compressor can be improved with regard to its temperature management, which facilitates reaching the usual operating temperatures, a more efficient operation of the compressor as a whole and prevention of possible condensation.

According to the invention, this object is achieved by a compressor system having the features of claim 1. According to this, a compressor system of a vehicle, in particular a commercial vehicle, comprises at least one compressor having at least one oil sump and at least one temperature monitoring device, wherein the compressor, the oil pan, the heat exchanger and the temperature monitoring device are operatively connected, and the temperature monitoring device has at least one compressor start-up switching state and at least one compressor low-temperature switching state, wherein the compressor start switch state is associated with at least one first temperature range of the oil, and the compressor low temperature switching state is associated with at least one second temperature range of the oil, wherein the oil flowing out of the compressor in the compressor start-up switching state can be led back to the compressor at least through the heat exchanger in order to heat the oil, and the oil flowing out of the compressor in a low temperature switching state of the compressor cannot be introduced back to the compressor through the heat exchanger.

The invention is based on the following basic idea: the oil of the compressor is heated when the compressor components are cold, for example due to low external temperatures and/or when required during start-up (for example after a long shut-down). The heating of the oil takes place by means of a heat exchanger of the compressor system, which is connected to a heat source of the commercial vehicle. In order to regulate the heating of the oil, the compressor system additionally has a temperature monitoring device, which can be regulated as a function of the respective operating temperature of the compressor. If the temperature of the compressor and its oil is in a low first temperature range (for example below 0 deg.c), for example during start-up, the temperature monitoring device is designed to additionally heat the oil of the compressor by means of a heat exchanger. The temperature monitoring device is in a compressor start-up switching state at the low first temperature range. Since the oil is continuously heated further as a result of the compressor operation and by supplying the preheated oil, the temperature monitoring device, after a transition from the low first temperature range to the second temperature, switches to a compressor cold switching state in which the oil flowing out of the compressor is no longer led back to the compressor via the heat exchanger and is heated there.

Furthermore, it can be provided that the compressor also has an oil filter, so that oil which flows out of the compressor in the low-temperature compressor switching state of the temperature monitoring device can be returned to the compressor at least via the oil filter. This arrangement of the oil filter is advantageous for reducing wear of the compressor, since the oil filter filters and thus removes particles in the oil that are determined by operation and that contribute to wear. Furthermore, it is particularly advantageous to return the oil flowing out of the compressor to the compressor again through the oil filter during a low-temperature compressor switching state of the temperature monitoring device, since the oil now approximately reaches the average temperature of the heat exchanger and can be further heated by the compressor operation and furthermore does not additionally load the heat exchanger.

It is further conceivable that the temperature monitoring device has at least one compressor normal temperature switching state, wherein the oil flowing out of the compressor in the compressor normal temperature switching state can be led back to the compressor at least via the heat exchanger in order to cool the oil. In the normal operating state of the compressor, if the oil continues to be returned only through the oil filter, the oil is heated after a certain operating duration to such an extent that the maximum temperature permitted by law is therefore exceeded or temperature-induced damage of the compressor occurs. Thus, when the oil temperature exceeds a second temperature range (e.g., about 80 ℃ to about 90 ℃), the temperature monitoring device switches to the compressor normal temperature switching state so that the oil is again directed back to the compressor through the heat exchanger, but in this case is used to cool the oil.

It is also conceivable for the temperature monitoring device to have at least one control and/or regulating valve which can be actuated as a function of the temperature. This arrangement of the control and/or regulating valve makes it possible to distribute the oil flow to the oil filter or the heat exchanger very precisely, reliably and without losses in the different switching states of the temperature monitoring device.

Furthermore, it can be provided that the control and/or regulating valve which can be actuated as a function of the temperature is a four-position two-way control and/or regulating valve, in particular a four-position two-way solenoid control and/or regulating valve. The design as a four-position two-way electromagnetic control and/or regulating valve is therefore particularly advantageous, since it can be controlled or regulated very quickly and with great functional variability in response to an electrical control signal, for example, of an electronic control or regulating device. Furthermore, the four-position two-way control and/or regulating valve can also be designed as a four-position two-way control and/or regulating valve which can be actuated pneumatically or electropneumatically.

It is furthermore possible that the control and/or regulating valve, which can be actuated as a function of the temperature, is in the compressor start-up switching state if the oil temperature is less than or equal to the temperature of the other medium located in the heat exchanger. A very simple and effective possibility is involved here: the control and/or regulating valve is controlled or regulated by means of a control or regulating device, since the oil temperature can basically be compared with the temperature of the other medium. This CAN be done, for example, in such a way that a control or regulating device of the air treatment device of the commercial vehicle first receives temperature signals of the oil temperature and of the temperature of the further medium via the CAN bus and compares them. The control and/or regulating valve can then be controlled or regulated by means of the respectively output signal. In the case of a four-position two-way control and/or regulating valve which can be actuated pneumatically or electropneumatically, it is conceivable, as already described above, to compare the respective signals of the oil temperature in the heat exchanger and the temperature of the further medium by means of an electronic control or regulating device and to generate a pneumatic switching signal as a function thereof.

It is furthermore conceivable that the control and/or regulating valve, which can be actuated as a function of the temperature, is in the compressor start-up switching state when the oil temperature is less than approximately 50 c, in particular less than approximately 40 c. Heating the oil by means of a heat exchanger is particularly effective, especially in the temperature range below about 50 c, since the heat exchanger is usually operated in the average nominal temperature range of about 40 c to about 50 c.

It is likewise conceivable for the temperature-dependent control and/or regulating valve to be in the compressor cold-switching state when the oil temperature is greater than approximately 50 c, in particular greater than approximately 40 c, and when the oil temperature is less than approximately 90 c, in particular less than approximately 80 c. In the temperature range from approximately 40 ℃, the compressor has been sufficiently preheated, so that the compressor, as it continues to operate, can now ensure further heating of the oil independently without additional assistance by the heat exchanger.

Furthermore, it can be provided that the control and/or regulating valve, which can be actuated as a function of the temperature, is in the normal temperature switching state of the compressor when the oil temperature is greater than approximately 90 ℃, in particular greater than approximately 80 ℃. Depending on the load state of the compressor, the temperature thereof can exceed a temperature range of approximately 80 ℃ to approximately 90 ℃, whereby for operational safety the oil needs to be recooled and the control and/or regulating valve is therefore switched to the compressor normal temperature switching state.

It is additionally conceivable for the temperature monitoring device to have at least one first wax thermostatic valve and at least one second wax thermostatic valve. The use of a wax thermostatic valve in a temperature monitoring device is particularly advantageous, since it is a relatively advantageous, test-and temperature-dependent switching valve that is reliable.

In this connection, it can be provided that the first wax thermostatic valve is in the first switching state and the second wax thermostatic valve is in the first switching state when the oil temperature is greater than approximately-50 ℃, in particular greater than approximately-40 ℃ and when the oil temperature is less than approximately 50 ℃, in particular less than approximately 40 ℃, so that the oil flowing out of the compressor can be led back to the compressor at least via the heat exchanger in order to heat the oil. Heating the oil by means of a heat exchanger is particularly effective, especially in the temperature range of about-50 ℃ to about 50 ℃, since the heat exchanger is usually operated in the temperature range of about 40 ℃ to about 50 ℃. The end of the temperature range of about 40 ℃ to about 50 ℃ is attributed to the opening and closing characteristics of the first wax thermostatic valve.

It is also conceivable that the first wax thermostatic valve is in the second switching state and the second wax thermostatic valve is in the first switching state when the oil temperature is greater than about 50 ℃, in particular greater than about 40 ℃ and when the oil temperature is less than about 90 ℃, in particular less than about 80 ℃, so that the oil flowing out of the compressor can be led back to the compressor at least through the oil filter. In the temperature range of about 40 ℃, the oil of the compressor has been sufficiently preheated and the oil can now independently ensure further heating of the oil due to its operation. The end of the temperature range of about 80 ℃ to about 90 ℃ is attributed to the opening and closing characteristics of the second wax thermostatic valve.

It is furthermore conceivable that the first wax thermostatic valve is in the second switching state and the second wax thermostatic valve is in the second switching state when the oil temperature is greater than about 90 ℃, in particular greater than about 80 ℃ and when the oil temperature is less than about 120 ℃, in particular less than about 110 ℃, so that the oil flowing out of the compressor can be led back to the compressor at least via the heat exchanger in order to cool the oil. The oil temperature thereof may exceed a temperature range from about 80 c to about 90 c according to a load state of the compressor. For operational safety, the cooling oil is again required, whereby a corresponding second switching state of the first and second wax thermostatic valves is produced, so that the oil flowing out of the compressor is again led back to the compressor via the heat exchanger.

It is also contemplated that the operation of the compressor may be shut off when the oil temperature is greater than 120 deg.C, and more particularly greater than about 110 deg.C. For reasons of operational safety, it is important to switch off the operation of the compressor from an oil temperature of more than about 120 ℃, so that firstly the heat exchanger is not overloaded or must be designed to a higher temperature and therefore becomes expensive, and secondly the compressor can cool down as a result of the operation being stopped.

Furthermore, it can be provided that the vehicle, in particular the utility vehicle, has a hybrid drive, in particular a main hybrid drive, or an electric drive, in particular a main electric drive. In particular, in connection with a main hybrid drive or a main electric drive of a vehicle, the following possibilities are provided: the waste heat of the electrical components (e.g. the electric motor or the power electronics) is advantageously used as a heat source for heating the oil of the compressor.

It can furthermore be provided that the heat exchanger is a liquid-liquid heat exchanger. The liquid-liquid heat exchanger is characterized by a very high thermal efficiency due to the liquids that can be used, whereby the heating or cooling of the oil can be carried out more efficiently and advantageously.

It is also conceivable for the heat exchanger to be connected fluidically at least to an electrical component of a vehicle, in particular of a commercial vehicle, which is to be cooled. In particular, power electronics or an electric motor of a hybrid drive or a main electric drive of a commercial vehicle require an additional cooling circuit, which can be used to heat the oil of the compressor by means of the heat exchanger. Due to the relatively rapid heating of these electrical components, in particular the heating of the oil of the compressor can be carried out more quickly and thus more efficiently.

In addition, it can be provided that the compressor is a displacement compressor, in particular a screw compressor and/or a rotary vane compressor. The displacement compressor has very good efficiency with small to moderate mass flows or volume flows and can be designed relatively simply and therefore in a weight-optimized manner. Other positive displacement compressor concepts may be used as well, such as reciprocating piston compressors, scroll compressors, liquid ring compressors, free piston compressors or roots compressors. It is furthermore conceivable that the compressor is a turbocompressor.

Drawings

Further details and advantages of the invention are now explained in more detail with the aid of two embodiments shown in the drawings. Wherein:

FIG. 1 shows a partially schematic cross-sectional view of a first or second embodiment of a compressor system according to the present invention having a compressor in the form of a screw compressor;

FIG. 2 shows a first schematic view of a first embodiment of a temperature monitoring device according to the invention in accordance with the first embodiment of the compressor system of FIG. 1;

FIG. 3 shows a second schematic view of the first exemplary embodiment of the temperature monitoring device according to FIG. 2;

FIG. 4 shows a first schematic view of a second embodiment of a temperature monitoring device according to the invention in accordance with the second embodiment of the compressor system of FIG. 1;

FIG. 5 shows a second schematic view of a second embodiment of the temperature monitoring device according to FIG. 4;

FIG. 6 shows a third schematic view of a second embodiment of the temperature monitoring device according to FIG. 4;

fig. 7 shows a schematic cross-sectional view of a compressor in the form of a rotary vane compressor 10 according to a third or fourth embodiment of the compressor system according to the invention;

fig. 8 shows a schematic perspective view of a third or fourth embodiment of the compressor system according to fig. 7;

FIG. 9 shows a first schematic view of a third embodiment of a temperature monitoring device according to the invention in accordance with the third embodiment of the compressor system of FIG. 8;

FIG. 10 shows a second schematic view of a third embodiment of the temperature monitoring device according to FIG. 9;

FIG. 11 shows a first schematic view of a fourth embodiment of a temperature monitoring device according to the present invention in accordance with the fourth embodiment of the compressor system of FIG. 8;

FIG. 12 shows a second schematic view of a fourth embodiment of the temperature monitoring device according to FIG. 11;

FIG. 13 shows a third schematic view of a fourth embodiment of the temperature monitoring device according to FIG. 11;

FIG. 14 shows a temperature-time line diagram for heating the oil and cooling circuits of the compressor of the vehicle according to a conventional compressor system;

fig. 15 shows temperature-time diagrams for heating an oil and a cooling circuit of a compressor of a vehicle according to the compressor system according to the invention according to fig. 1 to 13; and is

Fig. 16 shows a comparison of the line graphs from fig. 14 and 15.

Detailed Description

Fig. 1 shows a compressor 10 of a compressor system 100, 200 in the sense of a first or second embodiment of the invention in a schematic sectional view.

The compressor according to fig. 1 is a screw compressor 10.

The screw compressor 10 has a fastening flange 12 for mechanically fastening the screw compressor 10 to a drive device in the form of an electric motor, not shown in detail here.

However, an input shaft 14 is also shown, via which the torque of the electric motor is transmitted to one of the two threaded rods 16 and 18, i.e. the threaded rod 16.

The screw 18 is engaged with the screw 16 and is driven via the screw 16.

Screw compressor 10 has a housing 20 in which the major components of screw compressor 10 are mounted.

The housing 20 is filled with oil 22.

The oil forms an oil sump 22a in the lower housing region of the screw compressor 10 in the assembled and serviceable state thereof.

An inlet connection 24 is provided on the air inlet side on the housing 20 of the screw compressor 10. The intake nipple 24 is designed in such a way that an air filter 26 is provided on the intake nipple. Furthermore, an air inlet opening 28 is provided in the radial direction on the air inlet socket 24.

In the region between the inlet connector 24 and the location of the inlet connector 24 on the housing 20, a spring-loaded valve insert 30 is provided, which is embodied here as an axial seal.

The valve insert 30 functions as a check valve.

Downstream of the valve insert 30, an air supply channel 32 is provided, which supplies air to the two threaded rods 16, 18.

On the output side of the two screws 16, 18, an air outlet pipe 34 is provided, which has a lifting line 36.

A temperature sensor 38 is arranged in the end region of the lifting line 36, by means of which temperature sensor the oil temperature can be monitored.

Furthermore, a holder 40 for an air deoiling element 42 is provided in the air outlet region.

The holder 40 for the air deoiling element has an air deoiling element 42 in the assembled state in the region facing the bottom (as is also shown in fig. 1).

Furthermore, a corresponding filter screen or a known filtering and oil separating device 44, which is not described in further detail, is arranged in the interior of the air deoiling element 42.

With reference to the assembled and deliverable state (i.e. as shown in fig. 1), in the central upper region, the holder 40 for the air deoiling element has an air outlet opening 46 which leads to a check valve 48 and a minimum pressure valve 50. The check valve 48 and the minimum pressure valve 50 can also be formed in a common combination valve.

An air discharge port 51 is provided downstream of the check valve 48.

The air outlet 51 is usually connected to a corresponding known compressed air consumer.

In order to return the separated oil 22 located in the air deoiling element 42 back into the housing 20 again, a lifting line 52 is provided, which has a filter and check valve 54 at the transition into the housing 20 at the outlet of the holder 40 for the air deoiling element 42.

Downstream of the filtering and check valve 54, a nozzle 56 is provided in the housing bore. The return line 58 leads back into approximately the middle region of the screw 16 or the screw 18 in order to feed the screw again with oil 22.

In the bottom region of the housing 20 in the assembled state, an oil drain plug 59 is provided. Via the drain plug 59, a corresponding oil outflow opening can be opened, via which the oil 22 can be drained.

In the lower region of the housing 20 there is also an attachment 60, on which an oil filter 62 is fixed. Via an oil filter inlet channel 64 provided in the housing 20, the oil 22 is first conducted to a temperature monitoring device 66, which is configured as a thermostatic valve 66 a.

Instead of the thermostat valve 66, a control and/or regulating device can be provided, by means of which the oil temperature of the oil 22 located in the housing 20 can be monitored and regulated to a setpoint value.

Downstream of the thermostatic valve 66 is then the oil inlet of the oil filter 62, which leads the oil 22 back again to the screw 18 or the screw 16 via a central return line 68, but also to the oil-lubricated bearing 70 of the shaft 14. A nozzle 72 is also provided in the region of the bearing 70, which nozzle is arranged in the housing 20 in conjunction with the return line 68.

The cooler 74 is connected to the attachment portion 60.

A safety valve 76 is located in the upper region of the housing 20 (with reference to the assembled state), via which excess pressure in the housing 20 can be relieved.

Upstream of the minimum pressure valve 50, a bypass line 78 is provided which leads to a pressure relief valve 80. Via this pressure relief valve 80, which is actuated by means of a connection to the air supply 32, air can be led back into the region of the air inlet opening 28.

In this region, an exhaust valve and a nozzle (reduced diameter portion of the supply line), which are not further shown, can be provided.

Furthermore, a fuel level sensor 82 may be provided in the outer wall of the housing 20, approximately at the level of the line 34. The fuel level sensor 82 can be, for example, an optical sensor and is configured and designed such that, by means of a sensor signal, it can be detected whether the fuel level is in the region above the fuel level sensor 82 during operation or whether the fuel level sensor 82 is exposed and thus the fuel level drops accordingly.

In connection with the monitoring, an alarm unit can also be provided, which issues or transmits corresponding fault or alarm prompts to the system user.

The screw compressor 10 shown in fig. 1 functions as follows:

air is fed through air inlet port 28 and through check valve 30 to screws 16, 18 where it is compressed. The compressed air-oil mixture, which is raised by the discharge line 34 via the riser 36 after the screws 16 and 18 with a compression factor of 5 to 16 times, is blown directly onto the temperature sensor 38.

The air still partially laden with oil particles is then conducted via the holder 40 into the air deoiling element 42 and, as soon as a corresponding minimum pressure is reached, into the air outlet line 51.

The oil 22 located in the housing 20 is maintained at operating temperature via the oil filter 62 and, if necessary, via the heat exchanger 74.

The heat exchanger 74 is not used and is not switched on as long as no cooling is required.

The corresponding connection is effected via the thermostatic valve 68. After cleaning in the oil filter 64, oil is supplied via a line 68 to the screw 18 or the screw 16, and also to the bearing 72. The screw 16 or the screw 18 is supplied with oil 22 via the return lines 52, 58, wherein the oil 22 is cleaned in the air deoiling element 42.

The screws 16 and 18 of the screw compressor 10 are driven via an electric motor, not shown in further detail, which transmits its torque via the shaft 14 to the screw 16, which in turn meshes with the screw 18.

Via a pressure relief valve 80, which is not illustrated in further detail, it is ensured that a high pressure cannot be built up in the region of the feed line 32 (which high pressure is present in the operating state, for example, on the output side of the screws 16, 18), but that a low inlet pressure, in particular atmospheric pressure, is always present in the region of the feed line 32, in particular at the start-up of the compressor. Otherwise, with the compressor started, very high pressures may occur at the output side of the screws 16 and 18 in the first place, which could overload the drive motor.

Fig. 2 shows a first schematic representation of a first exemplary embodiment of a temperature monitoring device 166 according to the invention.

Fig. 2 further shows a first exemplary embodiment of a compressor system 100 of a utility vehicle according to the invention.

The compressor system 100 has a compressor 10.

According to fig. 2 and also in connection with the further figure description of fig. 3 to 6 which follows, the compressor 10 is configured as a screw compressor.

Furthermore, the compressor 10 includes an oil pan 22a with oil 22, an oil filter 62, a temperature monitoring device 166, and a heat exchanger 74.

The temperature monitoring device 166 is configured to control or regulate the valve 166b, which can be manipulated according to temperature.

According to fig. 2, the control or regulating valve 166b, which can be operated as a function of the temperature, is a four-position, two-way electromagnetic control or regulating valve 166 b.

Furthermore, the control or regulating valve 166b, which can be actuated as a function of the temperature, can be a control or regulating valve 166b, which can be actuated pneumatically.

The oil sump 22a of the compressor 10, the oil filter 62, the temperature monitoring device 166 and the heat exchanger 74 are operatively connected.

Thus, the compressor 10 is connected to the four-position, two-way solenoid control or regulator valve 166b by way of the compressor output line 102.

The four-position, two-way solenoid control or regulator valve 166b is disposed downstream of the compressor 10.

The four-position, two-way solenoid control or regulator valve 166b is also connected to the heat exchanger 74 via the valve output line 104.

The heat exchanger 74 also has a heat exchanger input line 106 and a heat exchanger output line 108.

Additionally, a four-position, two-way solenoid control or regulator valve 166b is connected to the heat exchanger 74 via the valve input line 110.

Additionally, a four-position, two-way solenoid control or regulating valve 166b is connected to the oil filter 62 via the oil filter inlet line 112.

The oil filter 62 is disposed downstream of the four-position, two-way solenoid control or regulator valve 166 b.

Furthermore, the oil filter 62 is connected to the compressor 10 via a compressor inlet line 114.

Further, an oil filter 62 is provided upstream of the compressor 10.

Furthermore, the four-position two-way solenoid control or regulating valve 166b is electrically or pneumatically connected via the signal line 116 to an electronic or pneumatic control or regulating device (not shown in fig. 2).

The function of the first embodiment of the compressor system 100 having the temperature monitoring device 166 in the form of a four-position, two-way solenoid operated or modulating valve 166b can be described as follows:

since the oil 22 in the oil sump 22a is continuously subjected to its operating pressure during operation of the compressor 10, the oil 22 in the oil sump 22a flows out of the compressor 10 through the compressor outlet line 102 in the vicinity of the latter as soon as the compressor 10 begins its operation.

Oil 22 then flows through compressor outlet line 102 until it enters four-position, two-way solenoid control or regulator valve 166 b.

The four-position, two-way electromagnetic control or regulating valve 166b has switching states associated with three temperature ranges, respectively, according to the oil temperature.

Correspondingly, the four-position, two-way electromagnetic control or regulating valve 166b has a compressor start-up switching state, a compressor low temperature switching state, and a compressor normal temperature switching state.

The oil temperature can be transmitted in the form of a signal by a temperature sensor which detects the temperature of the oil 22 inside the oil pan 22a, inside the four-position two-way solenoid control or regulating valve 166b or inside the connecting line 102 to a control or regulating device which is electrically connected to the temperature sensor.

In response to the signal of the temperature sensor, the four-position, two-way solenoid control or regulating valve 166b can be actuated by means of a control or regulating device.

At oil temperatures less than about 40 ℃, the four-position, two-way solenoid control or regulator valve 166b is in a compressor start switching state (see fig. 2).

Thus, the compressor start switch state is associated with a first temperature range of oil 22.

When the compressor 10 is not operating for a longer time interval (e.g., when the commercial vehicle is off overnight), then there is a first temperature range of less than about 40 ℃.

Alternatively to this, the four-position two-way electromagnetic control or regulation valve 166b may be in the compressor start-up switching state if the oil temperature is less than or equal to the temperature of the other medium located in the heat exchanger 74.

The medium may be water or a water/glycol mixture or similar coolant.

The temperature of the medium can likewise be transmitted in the form of a corresponding signal to a control or regulating device which is electrically connected to the temperature sensor which detects the temperature of the medium inside the heat exchanger 74, inside the heat exchanger inlet line 106 or inside the heat exchanger outlet line 108.

It is also possible for the control or regulating device to receive the temperature value of the further medium from a measuring point associated with the vehicle cooling circuit via a data bus of the utility vehicle.

In response to a comparison of the respective signals of the two temperature sensors, the four-position, two-way solenoid control or regulating valve 166b can be actuated by means of a control or regulating device.

In the compressor start-up switching state, the oil 22 flowing out of the compressor 10 can be led back to the compressor at least through the heat exchanger 74 in order to heat the oil 22.

Thus, in the compressor start-up switching state, the compressor output line 102 is connected with the valve output line 104 via the four-position two-way solenoid control or regulating valve 166b, whereby the oil 22 flows from the four-position two-way solenoid control or regulating valve 166b first into the heat exchanger 74 and is thus heated.

After passing through the heat exchanger 74, the oil 22 again flows back into and through the four-position, two-way solenoid control or regulator valve 166b through the valve input line 110.

The oil 22 then leaves the four-position, two-way solenoid control or regulating valve 166b and flows into the oil filter 62 via the oil filter inlet line 112 and is cleaned there.

Subsequently, the heated oil 22 flows out of the oil filter 62 and into the compressor 10 again via the compressor inlet line 114.

Thus, by flowing into the oil 22 preheated by the heat exchanger 74, heating of the compressor 10 is generally accelerated.

The four-position, two-way solenoid control or regulator valve 166b maintains an oil temperature of at most less than about 40 c in the compressor start-up switching state.

The four-position, two-way solenoid control or regulator valve 166b, which can be operated according to temperature, is in the compressor low temperature switching state when the oil temperature is greater than about 40 c and when the oil temperature is less than about 80 c.

Thus, the compressor low temperature switching state is associated with the second temperature range of the oil 22.

In this regard, fig. 3 shows a second schematic illustration of the four-position two-way solenoid control or regulating valve 166b according to fig. 2 in the state of low-temperature compressor switching.

In the compressor low temperature switching state, the oil 22 flowing out of the compressor 10 cannot be led back to the compressor through the heat exchanger 74.

Thus, in the compressor low temperature switching state of the four-position, two-way electromagnetic control or regulator valve 166b, the oil 22 flowing out of the compressor 10 can be directed back to the compressor at least via the oil filter 62.

Here, the compressor outlet line 102 is directly connected to the oil filter inlet line 112 via a four-position two-way solenoid control or regulating valve 166b, whereby the heat exchanger 74 is bridged.

Thus, oil 22 first flows into four-position, two-way solenoid control or regulator valve 166b via compressor outlet line 102.

The oil 22 then leaves the four-position, two-way solenoid control or regulating valve 166b and flows into the oil filter 62 via the oil filter inlet line 112 and is cleaned there.

Subsequently, the oil 22 flows out of the oil filter 62 and into the compressor 10 again via the compressor inlet line 114.

The four-position, two-way solenoid control or regulator valve 166b maintains an oil temperature of at most less than about 80 c during low temperature compressor switching conditions.

At oil temperatures greater than about 80 deg.C, the four-position, two-way solenoid control or regulator valve 166b is in the compressor normal temperature switching state.

Therefore, the compressor normal temperature switching state is associated with the third temperature range of the oil 22.

Since the oil 22 flows again through the heat exchanger 74 in the normal temperature switching state of the compressor (in this case, of course, for its cooling), the same switching position of the four-position two-way electromagnetic control or regulating valve 166b is obtained as before in the compressor start-up switching state (see fig. 2).

Thus, in the normal temperature switching state of the compressor, the oil 22 flowing out of the compressor 10 can be reintroduced to the compressor at least through the heat exchanger 74 to cool the oil 22.

Thus, in the compressor normal temperature switching state, the compressor output conduit 102 is connected with the valve output conduit 104 via the four-position, two-way solenoid control or regulator valve 166b, whereby the oil 22 flows from the four-position, two-way solenoid control or regulator valve 166b into the heat exchanger 74 and is thus cooled.

Finally, the heat exchanger 74 is typically operated at an average temperature of about 40 ℃ to 50 ℃.

After passing through the heat exchanger 74, the oil 22 again flows back into and through the four-position, two-way solenoid control or regulator valve 166b through the valve input line 110.

The oil 22 then leaves the four-position, two-way solenoid control or regulating valve 166b and flows into the oil filter 62 via the oil filter inlet line 112 and is cleaned there.

The cooled oil 22 then flows out of the oil filter 62 and into the compressor 10 again via the compressor inlet line 114.

Thus, by flowing into the oil 22 cooled by the heat exchanger 74, further heating of the compressor 10 is slowed during continued operation thereof.

The heat exchanger 74 is configured as a liquid-liquid heat exchanger 74.

The medium for cooling or heating the oil 22 of the compressor 10 according to the switching state of the four-position two-way electromagnetic control or regulating valve 166b is water or a water/ethylene glycol mixture or a similar coolant.

The medium (coolant) is supplied by means of a further fluid circuit of the utility vehicle in the form of a cooling circuit by means of the heat exchanger inlet line 106 and the heat exchanger outlet line 108 and is removed again.

Furthermore, the heat exchanger 74 is in fluid connection with an electrical component of the utility vehicle (not shown in fig. 3) to be cooled.

Fig. 4 further shows a first schematic view of a second exemplary embodiment of a temperature monitoring device 266 according to the invention.

Fig. 4 further shows a second exemplary embodiment of the compressor system 200 according to fig. 1 of a commercial vehicle.

Compressor system 200 has a compressor 10 with a housing 20.

Compressor 10 also includes an oil pan 22a with oil 22, oil filter 62, temperature monitoring device 266, and heat exchanger 74.

The temperature monitoring device 266 according to the present invention has a first wax thermostat 266c and a second wax thermostat 266 d.

The sump 22a is connected to the first wax thermostatic valve 266c via the compressor outlet line 202.

The first wax thermostat valve 266c is disposed downstream of the oil pan 22 a.

The first wax thermostatic valve 266c is also connected to the second wax thermostatic valve 266d via the first thermostatic valve line 204.

In addition, a second thermostat valve line 206 branches off from the first thermostat valve line 204, which additionally connects the first thermostat valve line 204 to a second wax thermostat valve 266 d.

The second wax thermostatic valve 266d is disposed downstream of the first wax thermostatic valve 266 c.

The second wax thermostatic valve 266d is also connected to the oil filter 62 via the oil filter inlet line 208.

The oil filter 62 is disposed downstream of the second wax thermostatic valve 266 d.

Additionally, a second wax thermostatic valve 266d is connected to the heat exchanger 74 via the thermostatic valve outlet line 210.

The heat exchanger 74 is disposed downstream of the second wax thermostatic valve 266 d.

In addition, the first wax thermostatic valve 266c is connected to the thermostatic valve outlet line 210 via the thermostatic valve bypass line 212.

Furthermore, the heat exchanger 74 is connected to the oil filter 62 via a second oil filter supply line 214.

Oil filter 62 is also connected to compressor 10 via compressor inlet line 216.

The compressor output line 202, the first thermostatic valve line 204, the second thermostatic valve line 206, the first oil filter input line 208, the thermostatic valve bypass line 212 and the compressor input line 216 are arranged within a housing attachment 218 of the housing 20 of the compressor 10.

The thermostatic valve output line 210 and the second oil filter input line 214 are at least partially disposed within the housing attachment portion 218.

Outside of the housing attachment 218, the thermostatic valve outlet line 210 and the second oil filter inlet line 214 are configured as free lines and are connected to the housing attachment 218 via respective interfaces.

Furthermore, an oil filter 62 is provided on the end side of the housing attachment portion 218 facing away from the housing 20.

The function of the second embodiment of the compressor system 200 with the temperature monitoring device 266 in the form of the first and second wax thermostats 266c, 266d can be described as follows:

the first wax thermostat valve 266c is in the first switching state when the oil temperature is greater than about-40 ℃ and when the oil temperature is less than about 40 ℃, and the second wax thermostat valve 266d is also in the first switching state.

Thus, oil 22 flowing from compressor 10 can be directed back to the compressor at least through heat exchanger 74 to facilitate heating of oil 22.

Since the oil pan 22a is subjected to the operating pressure of the compressor 10, the oil 22 can completely flow out of the oil pan first.

In a first switching state of the first wax thermostatic valve 266c, the compressor output line 202 and the thermostatic valve bypass line 212 are fluidly connected to each other via the first wax thermostatic valve 266 c.

Thus, the second wax thermostatic valve 266d is bridged.

Thus, the oil 22 flows from the oil sump 22a via the compressor outlet line 202, the first wax thermostatic valve 266c, the thermostatic valve bypass line 212 and via the thermostatic valve outlet line 210 into the heat exchanger 74 and is heated there.

The heated oil 22 again flows out of the heat exchanger 74 and is supplied by means of a second oil filter feed line 214 to the oil filter 62, where it is purified.

After purification, the preheated oil 22 flows out of the oil filter 62 and through the compressor inlet line 216 into the compressor 10 again, where it contributes to its additional heating.

Thus, the first switching state of the first wax thermostat valve 266c and the first switching state of the second wax thermostat valve 266d are associated with the compressor start switching state.

The compressor 10 continues to warm up due to its operation and due to the continuous supply of preheated oil 22 until an oil temperature of about 40 ℃ is reached.

From which temperature the so-called switching point of the first wax thermostatic valve 266c is reached.

The first wax thermostatic valve then switches from the first switching state to its second switching state.

The goal is to fully open the wax thermostatic valve 266c at about 40 c.

This is also achieved by the switching state shown in fig. 5 of the illustrated embodiment.

In this regard, fig. 5 shows a second schematic view of a second exemplary embodiment of a temperature monitoring device 266 according to fig. 4 in the form of a first and a second wax thermostat 266c, 266 d.

When the oil temperature is greater than about 40 ℃ and when the oil temperature is less than about 80 ℃, the first wax thermostat valve 266c is in the second switching state, and the second wax thermostat valve 266d is in the first switching state.

Thereby, the oil 22 flowing out of the compressor 10 can be led back to the compressor at least through the oil filter 62.

In the second switching state of the first wax thermostat 266c and in the first switching state of the second wax thermostat 266d, the first oil filter inlet line 208 is in fluid connection with the first thermostat line 204 via the second wax thermostat 266d and, furthermore, the first thermostat line 204 is in fluid connection with the compressor outlet line 202 via the first wax thermostat 266 c.

Thus, the oil 22 in the sump 22a flows through the compressor outlet line 202, through the first wax thermostatic valve 266c, through the first wax thermostatic valve 204, through the second wax thermostatic valve 266d and through the first oil filter inlet line 208 into the oil filter 62 and is cleaned there.

After purification, the oil 22 flows out of the oil filter 62 and via the compressor inlet line 216 into the compressor 10 again, where it is again supplied to the compressor 10.

Thus, the first switching state of the first wax thermostatic valve 266c and the first switching state of the second wax thermostatic valve 266d are associated with the compressor low temperature switching state.

The compressor 10 continues to warm up due to its operation until an oil temperature of about 80 c is reached.

The so-called switching point of the second wax thermostatic valve 266d is reached from a temperature of about 80 c.

The second wax thermostatic valve then switches from the first switching state to its second switching state.

In this regard, fig. 6 shows a third schematic view of a second exemplary embodiment of a temperature monitoring device 266 according to fig. 4 in the form of a first and a second wax thermostat 266c, 266 d.

The first wax thermostat valve 266c is in the second switching state when the oil temperature is greater than about 80 c and when the oil temperature is less than about 110 c, and the second wax thermostat valve 266d is also in the second switching state.

Thus, oil 22 flowing from compressor 10 can be directed back to the compressor at least through heat exchanger 74 to facilitate cooling oil 22.

In the second switching state of the first wax thermostatic valve 266c and in the second switching state of the second wax thermostatic valve 266d, the thermostatic valve outlet line 210 is in fluid connection with the first and second thermostatic valve lines 204, 206 via the second wax thermostatic valve 266d, and furthermore the first thermostatic valve line 204 is in fluid connection with the compressor outlet line 202 via the first wax thermostatic valve 266 c.

Thus, the oil 22 in the oil sump 22a flows through the compressor outlet line 202 via the first waxy thermostat valve 266c into the first and second thermostat valve lines 204, 206 and further via the second waxy thermostat valve 266d and via the thermostat valve outlet line 210 into the heat exchanger 74 and is cooled there.

The cooled oil 22 flows out of the heat exchanger 74 again and is supplied by means of a second oil filter inlet line 214 to the oil filter 62, where it is purified.

After purification, the cooled oil 22 flows out of the oil filter 62 and further through the compressor inlet line 216 into the compressor 10 again, where it contributes to its additional cooling.

Thus, the second switching state of the first wax thermostat 266c and the second switching state of the second wax thermostat 266d are associated with the compressor normal temperature switching state.

The compressor 10 will not further warm up beyond the oil temperature of about 110 c due to its operation because the heat exchanger 74 is sized enough to avoid further heating.

Further, the operation of the compressor 10 may be shut off when the oil temperature is greater than about 110 ℃.

The heat exchanger 74 is configured as a liquid-liquid heat exchanger 74.

The medium that cools or heats the oil 22 of the compressor 10 according to the switching state of the first and second wax thermostatic valves 266c, 266d is water or a water/glycol mixture or a similar coolant.

The medium (coolant) is supplied and removed again via a further fluid circuit of the utility vehicle in the form of a cooling circuit (not shown in fig. 2 to 6) via a heat exchanger inlet line 106 and a heat exchanger outlet line 108.

Therefore, the other fluid circuit is used as a heat source or heat loss according to the oil temperature of the compressor 10.

The heat exchanger 74 is therefore in fluid connection with an electrical component (not shown in fig. 3) of the utility vehicle that is to be cooled.

Additionally or alternatively, the heat exchanger 74 can be fluidically connected to an electrical and/or electronic module of the utility vehicle to be cooled.

For this purpose, the utility vehicle has a main hybrid drive or a main electric drive.

Fig. 7 shows a schematic cross-sectional view of a compressor 10 'in the form of a rotary vane compressor 10' according to a third or fourth embodiment of a compressor system 100 ', 200' according to the invention.

The compressor 10 'according to fig. 7 is a rotary vane compressor 10' (english: rotary vane compressor).

According to fig. 7 and in connection with the further description of the figures 8 to 13 that follow, the compressor 10 is configured as a rotary vane compressor 10'.

The rotary vane compressor 10 ' has an eccentrically mounted rotary piston 16 ' with seven radially displaceably guided and spring-loaded separating slides 17 ' therein.

The rotary piston 16 ' is surrounded by a hollow-cylindrical housing 20 ', the separating slide 17 ' being sealed against the housing inner wall of the housing.

Between the housing inner wall and the rotary piston 16 ', a sickle-shaped chamber is formed, which is divided into an inlet chamber 21 ' and a compression chamber 23 '.

Furthermore, the sickle-shaped chamber is divided by a separating slide 17' into individual sickle-shaped chamber regions.

The air inlet chamber 21 ' is also connected with an air inlet opening 32 ' in the housing 20 '.

Furthermore, the compression chamber 23 ' is also connected to an air outlet opening 34 ' in the housing 20 '.

The function of the rotary vane compressor 10' can now be described as follows:

due to the rotation of the rotary piston 16 ' and the separating slide 17 ', air flows from the air inlet opening 32 ' into the air inlet chamber 21 ', where it is trapped between two adjacent separating slides 17 ' in the region of the sickle chamber.

By further rotating the rotary piston 16 ', the enclosed air first passes through the intake chamber 21' and the compression chamber 23 'connected thereto, where it is then compressed as a result of the cross-sectional reduction of the compression chamber 23'.

In the compressed state, compressed air is supplied to the air outlet opening 34 'which is in fluid connection with the compression chamber 23' and from there it can be supplied to other compressed air devices or compressed air consumers of the commercial vehicle.

Fig. 8 shows a third or fourth embodiment of a compressor system 100 ', 200 ' with a rotary vane compressor 10 ' according to fig. 7 in a schematic perspective view.

The rotary vane compressor 10 'is flanged by means of a fastening flange 12' to an electric motor 13 'which has a control device 13 a' operatively connected thereto for controlling the latter.

Further, the casing 20 ' of the rotary vane compressor 10 ' is filled with oil 22 '.

The oil 22 ' forms an oil sump 22a ' in the lower housing region thereof in the assembled and serviceable state of the rotary vane compressor 10 '.

The rotary vane compressor 10 ' additionally has an air filter 26 ' and an air oil removal element 42 '.

The air inlet port 28 ' is fluidly connected via an air filter 26 ' with an air inlet opening 32 ' (not shown in fig. 8) in the housing 20 ' of the rotary vane compressor 10 '.

Furthermore, an air outlet opening 34 ' (not shown in fig. 8) in the housing 20 ' of the rotary vane compressor 10 ' is in fluid connection with an air outlet opening 51 ' via an air oil removal element 42 '.

A heat exchanger 74 ' is also provided between the motor 13 ' and the rotary vane compressor 10 '.

Fig. 9 shows a first schematic view of a third exemplary embodiment of a temperature monitoring device 166 'according to the invention, according to the third exemplary embodiment of the compressor system 100' from fig. 8.

The third exemplary embodiment of a temperature monitoring device 166' according to the invention, which is shown in fig. 9, has essentially the same structural and functional features as the first exemplary embodiment of a temperature monitoring device 166 according to the invention, which is shown in fig. 2.