[go: up one dir, main page]

WO2018184849A1 - Procédé pour surveiller un compresseur à air commandé par embrayage d'un véhicule - Google Patents

Procédé pour surveiller un compresseur à air commandé par embrayage d'un véhicule Download PDF

Info

Publication number
WO2018184849A1
WO2018184849A1 PCT/EP2018/057185 EP2018057185W WO2018184849A1 WO 2018184849 A1 WO2018184849 A1 WO 2018184849A1 EP 2018057185 W EP2018057185 W EP 2018057185W WO 2018184849 A1 WO2018184849 A1 WO 2018184849A1
Authority
WO
WIPO (PCT)
Prior art keywords
compressor
clutch
slip
air
pressure
Prior art date
Application number
PCT/EP2018/057185
Other languages
German (de)
English (en)
Inventor
Steffen Krebs
Christoph Wilken
Original Assignee
Wabco Gmbh
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Wabco Gmbh filed Critical Wabco Gmbh
Publication of WO2018184849A1 publication Critical patent/WO2018184849A1/fr

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D48/00—External control of clutches
    • F16D48/06—Control by electric or electronic means, e.g. of fluid pressure
    • F16D48/066—Control of fluid pressure, e.g. using an accumulator
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/10—System to be controlled
    • F16D2500/104—Clutch
    • F16D2500/10406—Clutch position
    • F16D2500/10418—Accessory clutch, e.g. cooling fan, air conditioning
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/10—System to be controlled
    • F16D2500/104—Clutch
    • F16D2500/10443—Clutch type
    • F16D2500/1045—Friction clutch
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/30—Signal inputs
    • F16D2500/302—Signal inputs from the actuator
    • F16D2500/3024—Pressure
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/30—Signal inputs
    • F16D2500/304—Signal inputs from the clutch
    • F16D2500/30406—Clutch slip
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/30—Signal inputs
    • F16D2500/304—Signal inputs from the clutch
    • F16D2500/3041—Signal inputs from the clutch from the input shaft
    • F16D2500/30415—Speed of the input shaft
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/30—Signal inputs
    • F16D2500/304—Signal inputs from the clutch
    • F16D2500/3042—Signal inputs from the clutch from the output shaft
    • F16D2500/30426—Speed of the output shaft
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/30—Signal inputs
    • F16D2500/306—Signal inputs from the engine
    • F16D2500/3067—Speed of the engine
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/30—Signal inputs
    • F16D2500/316—Other signal inputs not covered by the groups above
    • F16D2500/3166—Detection of an elapsed period of time
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/50—Problem to be solved by the control system
    • F16D2500/51—Relating safety
    • F16D2500/5104—Preventing failures
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/50—Problem to be solved by the control system
    • F16D2500/51—Relating safety
    • F16D2500/5114—Failsafe
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/50—Problem to be solved by the control system
    • F16D2500/51—Relating safety
    • F16D2500/5118—Maintenance

Definitions

  • the invention relates to a method for monitoring a clutch-controlled air compressor of a vehicle, wherein the air compressor is driven in delivery phases for generating compressed air for an electronic air treatment unit of the vehicle by a drive motor and is decoupled from the drive motor outside the delivery phases by a controllable compressor clutch, wherein the compressor clutch Friction clutch is formed and disposed between the drive motor and the air compressor, and wherein a clutch input side of the compressor clutch with a drive shaft of the drive motor and a clutch output side of the compressor clutch is directly or indirectly connected to a compressor input shaft of the air compressor.
  • the invention relates to a vehicle with an air compressor, with which such a method is feasible.
  • Electronic air treatment units are used in motor vehicles, mainly in commercial vehicles, for supplying compressed air to pneumatic systems.
  • Such air treatment units are usually divided into different air circuits and serve, for example, the operation of brake systems and various auxiliary consumers, such as a clutch or a transmission, or an air spring system.
  • an air compressor is used which, controlled by the air treatment unit, compresses air drawn in from the atmosphere.
  • the air conditioning unit switches between pumping phases in which compressed air is needed and idle phases in which the compressor is switched off or de-pressurized.
  • the conveyed compressed air is, if necessary, regulated by the air treatment unit, the various pneumatic consumers of the vehicle provides.
  • the air compressor can be flanged directly to an internal combustion engine of the vehicle and driven by this.
  • the air compressor is over Gear transmission or a traction drive either permanently connected to the drive shaft of the engine or decoupled by a controllable compressor clutch from the drive shaft.
  • DE 10 2010 033 539 A1 and DE 10 201 1 100 512 A1 describe by way of example methods for controlling compressed air systems for commercial vehicles with compressors, which can be coupled to the drive motor or coupled via a coupling.
  • the air compressed by the air compressor is stored in a compressed air reservoir.
  • the air treatment unit switches off the conveying operation.
  • the air treatment unit switches the air compressor back into the conveying mode. Then the compressor goes through a new cycle to replenish the reservoir.
  • a continuously driven air compressor runs without pressure via a valve control, whereas a clutch-controlled air compressor is disconnected from the drive and does not run with it.
  • Clutch-controlled air compressors have the advantage that by completely decoupling the air compressor in those phases in which no air compression is required, a comparatively greater energy saving in the drive motor can be achieved.
  • a method for controlling a system comprising a compressor, a control device and a compressor associated with the clutch is known, in which a monitoring routine is performed, in the context of which the clutch is opened or closed by means of a signal of the control unit can be to avoid damaging the clutch, compressor and the compressor downstream components.
  • a slip of the closed clutch can be detected by monitoring the compressor speed.
  • slip monitoring is first checked whether the clutch has been closed for a certain period of time. Thereafter, it is checked whether the current compressor speed is not equal to an expected compressor speed plus / minus a tolerance value.
  • the invention has the object to propose a method with which the reliability of a clutch-controlled air compressor is increased and which is also inexpensive to implement and easy to operate.
  • a threatening, wear-related failure of a compressor clutch should be detected early.
  • the process should manage without additional effort for a speed sensor of the air compressor.
  • the method should be feasible on air compressors for air treatment units in commercial vehicles.
  • the invention was based on the finding that in a friction clutch-controlled air compressor, a perfect compressed air delivery operation depends on the correct function of the compressor clutch. Accordingly, the air compression in the was influenced and disturbed by a wear-related impairment of the torque transmission capability of the compressor clutch. At the end of its useful life, the clutch begins to slip. If the clutch is worn, it will spin without warning, and the compressor will not be able to run, and it will not be able to provide compressed air to the vehicle. An incipient clutch slip, however, is already apparent before a total failure of the clutch, when the compressor speed is lower than the engine speed and / or decreases the maximum transmissible torque of the compressor clutch. This can be detected without direct detection of the compressor speed based on a consideration of the pressure curve in a regular and / or modified in a test carried air compression in one of the air circuits of the air treatment unit of the vehicle and notified by warning signal to the driver.
  • the invention is therefore based on a method for monitoring a clutch-controlled air compressor of a vehicle, in which the air compressor is driven in phases for generating compressed air for an electronic air treatment unit of the vehicle by a drive motor and is decoupled from the drive motor outside the delivery phases by a controllable compressor clutch the compressor clutch is formed as a friction clutch and disposed between the drive motor and the air compressor, and wherein a clutch input side of the compressor clutch with a drive shaft of the drive motor and a clutch output side of the compressor clutch is directly or indirectly connected to a compressor input shaft of the air compressor.
  • the invention provides that at least the following method steps are carried out in a delivery phase of the air compressor:
  • the operability of the friction clutch of a clutch-controlled compressor can be monitored and warned the driver of the vehicle in good time before an impending failure of the air compressor due to a wear-related slippage of the clutch.
  • This allows the driver to avoid an unscheduled, damage-related stop of the vehicle.
  • no direct measurement of the compressor speed is required for this purpose.
  • This can be dispensed with a costly speed sensor for detecting the compressor speed.
  • An imminent end of the service life of the clutch can therefore be derived from the pressure curve during the air compression.
  • the values of the pressure curve are in any case available through a conventional pressure sensor system present in the air treatment unit and can be used for carrying out the method.
  • Air compressors for commercial vehicles often have a piston-cylinder design.
  • DE 10 2010 034 409 A1 shows such a two-cylinder reciprocating compressor in which a compressor input shaft designed as a crankshaft is arranged in a crankcase. Above the crankcase is a cylinder block with the two cylinders, in each of which a piston is arranged. In air compression, each piston generates a pressure spike in the compressed air at each crank-shaft rotation at a given crank angle. The time interval of the successive pressure peaks is thus linked directly with the current speed of the crankshaft or with the current speed of the compressor input shaft.
  • the pressure sensor of the air treatment unit pressure peaks which are generated during the air compression by a piston movement in a piston cylinder of a reciprocating compressor, detect by measurement. These measured values are forwarded to a control device for their evaluation.
  • This pressure scanning can be done for example in an air circuit of the service brake of the vehicle and is preferably carried out at a defined speed of the drive motor, for example, at engine idle speed.
  • the time difference (T) between two pressure peaks can be converted into the compressor speed (n_compressor).
  • This compressor speed (n_Compressor) is compared with the engine speed (n_Motor), which is for example read from a data bus of the vehicle.
  • the then known transmission ratio (i) between the drive shaft of the drive motor and the clutch input side is taken into account in the speed comparison.
  • a transmission between the clutch output side and the compressor input shaft may also be considered, if any.
  • the control unit checks whether there is a speed difference between the compressor speed (n_compressor) and the engine speed (n_motor) caused by the clutch. In particular, it is determined whether the actual compressor speed (n_compressor) is less than the engine speed (n_Motor) or less than the derived therefrom, expected compressor speed (n_ Kompressor). This speed difference is the slip of the clutch.
  • a slip limit value it is expedient to allow a certain tolerance in the speed difference in order to avoid a misinterpretation. If, however, the predetermined slip limit value is exceeded and the slip is therefore too great, the method or the control device recognizes a near end of the torque transmission capability of the clutch due to wear of the friction surfaces and signals an imminent clutch failure. For example, this may be indicated to the driver by a red light on a slip symbol on the instrument panel of the vehicle. The vehicle can then be brought to the workshop within a certain mileage or operating hours to replace the nearly worn clutch in good time before a failure.
  • a switch-off pressure (p_cut-off) in which the air compressor is decoupled from the drive motor in normal operation, is increased for a short time, that in a certain time interval following, the new switch-off pressure (p_cut-off) p_cut-off), and / or the pressure peaks expected in this time interval are checked, and if the expected pressure increase and / or the expected pressure peaks are absent, a compressor speed (n_compressor) of zero or approximately zero is concluded.
  • the shutdown pressure of the air compressor may be increased from time to time for a short time interval by the air conditioning unit.
  • a correspondingly higher torque to be transmitted compared to a normal operation is required.
  • a nearly worn-out compressor clutch would be transmitted by attempting to transmit the higher torque for slipping. introduced. If the increased cut-off pressure is not achieved and instead no further increase in pressure occurs within a certain time interval and / or no pressure spikes can be detected by the air conditioning unit, this is interpreted as a nearly worn clutch which can not transmit the test increased torque and completely slips so that the input shaft of the air compressor can not be rotated. If the clutch slips completely, it is preferably opened to prevent overheating damage.
  • This check may preferably be additionally performed to confirm a clutch slip already detected by means of the speed comparison of engine speed and compressor speed. Basically, however, even by this review an impending loss of coupling is recognizable.
  • the total pressure in the compressed air system of the vehicle can be reduced by the air treatment unit in the protective mode.
  • the pressure in the pneumatic system can be lowered by a corresponding control of a valve device of the air treatment unit to the reduced pressure and this value can be set as a new cut-off pressure for the air compressor.
  • the method is carried out at least after each new switching on of the air compressor. However, it can also be carried out continuously in the respective delivery phases of the air compressor. As a result, the operational readiness of the air compressor is monitored at all times. It is also possible that the method in each case after a predetermined number of operating hours of the air compressor, after a predetermined number of driving kilometers of a vehicle equipped with the air compressor, at specified maintenance intervals and / or if necessary, on request of an operator is performed.
  • a wear test of the compressor clutch according to the method of the invention may for example be an integral part of the service work during a maintenance stay of the vehicle in a workshop.
  • the invention also relates to a vehicle, for example a commercial vehicle, with a clutch-controlled air compressor, which is operable to carry out a method according to at least one of the method claims.
  • the method according to the invention can advantageously be carried out in addition to increase the reliability of the clutch wear detection yet.
  • a more accurate wear test of the compressor clutch can be carried out with the aid of a pressure curve analysis in comparison to conventional methods.
  • a Schonstru as he can be provided according to an embodiment of the invention can be used advantageously in each case with detected clutch slip.
  • FIG. 2 is a diagram of a pressure curve of an air compression of a reciprocating compressor for determining the compressor speed
  • FIG. 3a shows a diagram for torque transmission with an intact compressor clutch
  • FIG. 3b shows a diagram for transmitting torque when the compressor clutch is almost worn
  • Fig. 3c is a diagram for torque transmission at almost worn compressor clutch in a Schonippo.
  • an air compressor 1 shown in FIG. 1 can be connected via a compressor clutch 2 designed as a friction clutch to a drive motor 3 designed as an internal combustion engine and can be separated therefrom.
  • a clutch input side 4 of the compressor clutch 2 is connected to a drive shaft 6 of the drive motor 3 via a transmission 5 designed, for example, as a gear transmission.
  • a clutch output side 7 of the compressor clutch 2 is connected to a compressor input shaft 8 of the air compressor 1.
  • the air compressor 1 is formed in the embodiment shown as a two-cylinder piston compressor. This type of construction, which is frequently used in commercial vehicles, is known, for example from DE 10 2010 034 409 A1, and therefore does not need to be explained in more detail.
  • the air compressor 1 accordingly has a crankcase 9, in which the compressor input shaft 8 designed here as a crankshaft is rotatably mounted.
  • the compressor input shaft 8 is connected via connecting rods with a first piston 10 which moves in a first cylinder 1 1, and with a second piston 12 which moves in a second cylinder 13.
  • the compressor chamber 14 is pneumatically connected via a connecting line 15 with an electronic air treatment unit 1 6.
  • Such an air treatment unit 1 6 is described for example in DE 10 201 1 107 490 A1 and therefore need not be explained in detail at this point.
  • the air treatment unit 16 is connected via a control line 26 to a control unit 29, so that electropneumatic valves of the air treatment unit 1 6 are controllable by the control unit 29.
  • the air treatment unit 1 6 has several separate air circuits, of which in Fig. 1, only a first air circuit 17 and a second air circuit 18, for example, a service brake, and a third air circuit 19, for example a parking brake, are indicated.
  • the first air circuit 17 has a first compressed air reservoir 20 and the second air circuit 18 has a second compressed air reservoir 21.
  • a further accumulator is provided only optional and therefore shown with a dashed line.
  • the air treatment unit 1 6 has a pressure sensor 24 with a plurality of pressure sensors, of which a first pressure sensor 22 is connected to the connecting line 15.
  • An illustrated second pressure sensor 23 is connected to the first air circuit 17.
  • the two pressure sensors 22, 23 are connected via sensor lines 27, 28 to the control unit 29.
  • the control unit 29 is also connected via a further sensor line 25 with a speed sensor on the drive motor 3, which detects the speed n_Motor of the drive shaft 6 of the drive motor 3. This speed information can also be read by a CAN bus of the vehicle.
  • a warning device designed as a warning device 30 is present, which is connected via a signal line 31 to the control unit 29.
  • the control unit 29 and the air treatment unit 1 6 can also be structurally combined in a housing, not shown.
  • the designed as a piston compressor air compressor 1 of FIG. 1 compresses air in a cyclic operation, which is characterized by the movement of the piston 10, 12 in the cylinders 1 1, 13.
  • This compression of air can be represented in a time-dependent pressure curve, which is characteristic Having pressure peaks, which arise at the time of the respective dead center of the piston movement.
  • the first cycle cyh ends in each case at top dead center at a crank angle KW of 0 ° or 360 °.
  • the second cycle cyl2 ends in each case at top dead center at a crank angle KW of 180 °.
  • each piston 10, 12 at a certain crank angle KW generated at each full crankshaft revolution each have a pressure peak.
  • the time interval between the pressure peaks of this pressure profile is thus directly linked to the current speed n_compressor of the compressor input shaft 8.
  • the pressure profile can be detected continuously, for example, with the second pressure sensor 23 in the first air circuit 17 of the service brake.
  • the observation of the pressure cycle in one of the two cylinders 11, 13, for example in the first cycle cyh, which is assigned to the first cylinder 11, is sufficient.
  • a pressure peak peak_1, peak_2, etc. is generated in each case.
  • the compressor speed n_compressor corresponds to the clutch output speed n_coupling output, since in the exemplary embodiment shown, the clutch output side 7 is connected directly to the compressor input shaft 8.
  • the engine speed n_Motor is assumed to be known. As mentioned, this can be read from a data bus CAN of the vehicle (FIG. 1). Since the compressor clutch 2 only indirectly, so via the transmission 5 with the drive shaft 6 of the drive motor sector 3 is connected, the predetermined ratio i of the transmission 5 must be taken into account.
  • the speed comparison is performed during the measurement to simplify the evaluation at a defined engine speed n_Motor, for example, at the idle speed of the drive motor.
  • n_slip 0.
  • a slip limit n_Schlupf_lim> 0 is specified for the compressor clutch 2.
  • the slip limit n_Schlupf_lim> 0 is selected so that the driver is likely to have sufficient opportunity to exchange a nearly worn compressor clutch 2 in a certain period and / or after a certain distance, for example, at the latest after the next 5000 km.
  • FIG. 3a, 3b and 3c show a torque transmission test of the compressor clutch 2 and a gentle operation of the air compressor 1 is a diagram in which three example cases of a calculated torque M_cal and an actual transmittable torque M_trans are faced. In the first example case according to FIG.
  • the switch-off pressure p_cut-off has been increased from normally 12 bar to 14.5 bar.
  • the compressor clutch 2 can transmit the torque M required for the greater air compression, for example increased by about 30% to 210 Nm.
  • M_trans 170 Nm may still be enough for a relatively short period of time for the normal operation of the vehicle. However, it is certainly sufficient for a longer period of time for a Schon compassion shown in Fig. 3c.
  • the switch-off pressure p_cut-off was lowered to 9 bar.
  • the torque to be transmitted M is thereby reduced by about 20%, for example, only 140 Nm.

Landscapes

  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Control Of Positive-Displacement Pumps (AREA)

Abstract

L'invention concerne un procédé pour surveiller un compresseur à air (1) de véhicule, commandé par embrayage. Lors d'une phase de refoulement du compresseur à air (1), le procédé comprend au moins les étapes consistant : (a) à détecter le régime moteur (n_Motor) dans l'instant du moteur d'entraînement (3) et à déterminer le régime d'entrée de l'embrayage (n_Kupplungseingang) à partir du régime moteur (n_Motor) détecté et éventuellement d'un rapport fixe (i) de la boîte de vitesses (5) entre l'arbre d'entraînement (6) et le côté entrée de l'embrayage (4), (b) à déterminer le régime du compresseur (n_Kompressor) dans l'instant au moyen d'une analyse de l'évolution de la pression de l'air générée par le compresseur à air (1), (c) à déterminer le régime de sortie de l'embrayage (n_Kupplungsausgang) à partir du régime du compresseur (n_Kompressor) déterminé et éventuellement d'un rapport fixe entre le côté sortie de l'embrayage (7) et l'arbre d'entrée du compresseur (8), (d) à comparer le régime d'entrée de l'embrayage (n_Kupplungseingang) avec le régime de sortie de l'embrayage (n_Kupplungsausgang) par génération de la différence de régime (n_Schlupf) conformément à l'équation n_Schlupf = n_Kupplungseingang – n_Kupplungsausgang, (e) à prédéterminer une valeur limite de glissement n_Schlupf_lim > 0 pour l'embrayage du compresseur (2), (f) à détecter le glissement de l'embrayage du compresseur (2) lorsque la différence de régime (n_Schlupf) est supérieure à la valeur limite de glissement (n_Schlupf_lim) [n_Schlupf > = n_Schlupf_lim] et g) à générer et émettre un signal d'avertissement et/ou un indicateur de service lorsque le glissement de l'embrayage est détecté.
PCT/EP2018/057185 2017-04-04 2018-03-21 Procédé pour surveiller un compresseur à air commandé par embrayage d'un véhicule WO2018184849A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102017003247.5A DE102017003247A1 (de) 2017-04-04 2017-04-04 Verfahren zur Überwachung eines kupplungsgesteuerten Luftkompressors eines Fahrzeugs
DE102017003247.5 2017-04-04

Publications (1)

Publication Number Publication Date
WO2018184849A1 true WO2018184849A1 (fr) 2018-10-11

Family

ID=61899198

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/EP2018/057185 WO2018184849A1 (fr) 2017-04-04 2018-03-21 Procédé pour surveiller un compresseur à air commandé par embrayage d'un véhicule

Country Status (2)

Country Link
DE (1) DE102017003247A1 (fr)
WO (1) WO2018184849A1 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN114423653A (zh) * 2019-09-30 2022-04-29 沃尔沃卡车集团 用于控制电动马达驱动的压缩机的转速的方法和适于执行该方法的控制单元

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN114060259B (zh) * 2020-08-04 2024-03-19 北京福田康明斯发动机有限公司 一种车辆制动系统中空气压缩机的控制方法、控制器

Citations (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US6381545B1 (en) * 2000-01-12 2002-04-30 Delphi Technologies, Inc. Diagnostic method for an automotive HVAC compressor
DE102006023632A1 (de) * 2006-05-19 2007-11-22 Knorr-Bremse Systeme für Nutzfahrzeuge GmbH Druckluftversorgungseinrichtung für ein Nutzfahrzeug
DE102008005437A1 (de) 2008-01-22 2009-07-30 Knorr-Bremse Systeme für Nutzfahrzeuge GmbH Kupplungssteuerungssystem und Verfahren zum Betreiben eines Kupplungssteuerungssystems
WO2009092532A2 (fr) * 2008-01-22 2009-07-30 Knorr-Bremse Systeme für Nutzfahrzeuge GmbH Compresseur et procédé de régulation d'un compresseur pour alimenter un véhicule utilitaire en air comprimé
DE102010033539A1 (de) 2010-05-15 2011-11-17 Wabco Gmbh Drucksteuereinrichtung für ein Fahrzeug sowie Verfahren zur Drucksteuerung
DE102010034409A1 (de) 2010-08-14 2012-02-16 Wabco Gmbh Druckluftkompressor
DE102011100512A1 (de) 2011-05-05 2012-11-08 Wabco Gmbh Steuereinrichtung für eine Luftbeschaffungsanlage und Verfahren zum Steuern oder Regeln einer Luftbeschaffungsanlage
DE102011107490A1 (de) 2011-07-15 2013-01-17 Wabco Gmbh Mehrkreisschutzventil, Belüftungsverfahren,Luftaufbereitungseinrichtung, Druckluftanlage und Fahrzeug zum Belüften mehrerer entlüfteter Druckkreise in einer definierten Auffüllreihenfolge
DE102016112910A1 (de) * 2015-07-16 2017-01-19 Ford Global Technologies, Llc Systeme und Verfahren zur Steuerung einer Kompressorkupplung
US20170015176A1 (en) * 2015-07-16 2017-01-19 Ford Global Technologies, Llc Methods and systems for a vehicle air conditioning system

Family Cites Families (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102008003957A1 (de) * 2007-06-01 2008-12-11 Knorr-Bremse Systeme für Nutzfahrzeuge GmbH Kompressorkupplungssystem für eine Druckluftaufbereitungsanlage

Patent Citations (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US6381545B1 (en) * 2000-01-12 2002-04-30 Delphi Technologies, Inc. Diagnostic method for an automotive HVAC compressor
DE102006023632A1 (de) * 2006-05-19 2007-11-22 Knorr-Bremse Systeme für Nutzfahrzeuge GmbH Druckluftversorgungseinrichtung für ein Nutzfahrzeug
DE102008005437A1 (de) 2008-01-22 2009-07-30 Knorr-Bremse Systeme für Nutzfahrzeuge GmbH Kupplungssteuerungssystem und Verfahren zum Betreiben eines Kupplungssteuerungssystems
WO2009092532A2 (fr) * 2008-01-22 2009-07-30 Knorr-Bremse Systeme für Nutzfahrzeuge GmbH Compresseur et procédé de régulation d'un compresseur pour alimenter un véhicule utilitaire en air comprimé
DE102010033539A1 (de) 2010-05-15 2011-11-17 Wabco Gmbh Drucksteuereinrichtung für ein Fahrzeug sowie Verfahren zur Drucksteuerung
DE102010034409A1 (de) 2010-08-14 2012-02-16 Wabco Gmbh Druckluftkompressor
DE102011100512A1 (de) 2011-05-05 2012-11-08 Wabco Gmbh Steuereinrichtung für eine Luftbeschaffungsanlage und Verfahren zum Steuern oder Regeln einer Luftbeschaffungsanlage
DE102011107490A1 (de) 2011-07-15 2013-01-17 Wabco Gmbh Mehrkreisschutzventil, Belüftungsverfahren,Luftaufbereitungseinrichtung, Druckluftanlage und Fahrzeug zum Belüften mehrerer entlüfteter Druckkreise in einer definierten Auffüllreihenfolge
DE102016112910A1 (de) * 2015-07-16 2017-01-19 Ford Global Technologies, Llc Systeme und Verfahren zur Steuerung einer Kompressorkupplung
US20170015176A1 (en) * 2015-07-16 2017-01-19 Ford Global Technologies, Llc Methods and systems for a vehicle air conditioning system

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN114423653A (zh) * 2019-09-30 2022-04-29 沃尔沃卡车集团 用于控制电动马达驱动的压缩机的转速的方法和适于执行该方法的控制单元
US12066024B2 (en) 2019-09-30 2024-08-20 Volvo Truck Corporation Method for controlling the rotational speed of an electric motor driven compressor and control unit adapted to perform the method

Also Published As

Publication number Publication date
DE102017003247A1 (de) 2018-10-04

Similar Documents

Publication Publication Date Title
DE602006000862T2 (de) Solenoidvorrichtung zur Kopplung eines Zapfwellenantriebs
EP2245327B1 (fr) Système de commande d'embrayage et procédé pour faire fonctionner un tel système
EP2565431B1 (fr) Procédé de surveillance de clapets anti-retour placés dans les conduites d'alimentation en gaz d'un moteur à gaz
DE3443015C2 (fr)
DE102008003957A1 (de) Kompressorkupplungssystem für eine Druckluftaufbereitungsanlage
EP2928739B1 (fr) Procédé d'alimentation en vide d'un servofrein à dépression pneumatique d'un système de freinage de véhicule automobile
EP1202892B1 (fr) Dispositif et procede pour surveiller un dispositif electromecanique de serrage de frein destine a des freins de vehicules
DE102008036038A1 (de) Elektrisch betätigbarer Kupplungsausrücker und Verfahren zum Betreiben eines Kupplungsausrücksystems
WO2020148257A1 (fr) Procédé pour la surveillance de fuites d'un système à air comprimé
DE102005050635B4 (de) System und Verfahren zum Erkennen von Eigenschaften einer Luftfilterpatrone
DE102017217404A1 (de) Verfahren zur Verschleißprädiktion und Kraftfahrzeug
WO2018184849A1 (fr) Procédé pour surveiller un compresseur à air commandé par embrayage d'un véhicule
WO2011120724A1 (fr) Dispositif d'actionnement hydraulique pour un embrayage de véhicule
DE102019102907A1 (de) Radsatzgetriebe
DE102015006609B3 (de) Verfahren zum Betreiben einer elektrisch ansteuerbaren Förderpumpe in einem Hydraulikkreis
DE102022113487A1 (de) Verfahren zur Erkennung eines sicheren Zustands eines Ventils eines Hydrauliksystems
WO2024245653A1 (fr) Procédé pour commander une installation d'alimentation en air comprimé d'un véhicule et installation d'alimentation en air comprimé
EP0849505B1 (fr) Procédé pour la reconnaissance anticipée des pannes lors du fonctionnement de transmissions automatiques.
EP1998065B1 (fr) Système de couplage de compresseur pour une installation de traitement d'air comprimé
DE102017215625A1 (de) Bremsvorrichtung und Verfahren zum Betreiben einer Bremsvorrichtung
EP3833871B1 (fr) Procédé de surveillance du fonctionnement d'un compresseur
DE102007034203A1 (de) Verfahren und Vorrichtung zur Erkennung von Kupplungsverschleiß
DE102020215580A1 (de) Verfahren zum Betreiben einer Pumpe
DE102015221159A1 (de) Verfahren zum Ansteuern eines Nutzfahrzeuges
DE102016011403A1 (de) Unterdruckversorgungssystem und Betriebsverfahren dafür

Legal Events

Date Code Title Description
121 Ep: the epo has been informed by wipo that ep was designated in this application

Ref document number: 18715537

Country of ref document: EP

Kind code of ref document: A1

NENP Non-entry into the national phase

Ref country code: DE

122 Ep: pct application non-entry in european phase

Ref document number: 18715537

Country of ref document: EP

Kind code of ref document: A1