Abstract
A compressor assembly (10) for supplying pressure medium to a tire cavity (7) of a tire of a vehicle wheel, which can be mounted on a wheel hub (4) that is mounted on a wheel carrier (3) for rotation about an axis of rotation (32). The compressor assembly (10) includes a hub-side compression chamber (16) and a compressor component (18). A pressure medium is conducted into the tire cavity (7) upon being pressurized in the compression chamber (16) by oscillating translational motion of the compressor component (18). The compressor assembly (10) includes a transmission (20) that converts a rotational motion between the wheel carrier side and the wheel hub side into an oscillating translational motion of the compressor component (18) when a hub-side transmission part (24) is in an operating position with a wheel-carrier-side transmission part (26).
Claims
1. A compressor assembly (10) for supplying pressure medium to a tire cavity (7) of a tire of a vehicle wheel, the vehicle wheel configured to be mounted on a wheel hub (4), which is mounted on a wheel carrier (3) for rotation about an axis of rotation (32), the compressor assembly (10) comprising: a hub-side compression chamber (16) in combination with a compressor component (18), wherein a pressure medium to be conducted into the tire cavity (7) is pressurized in the compression chamber (16) by oscillating translational movement of the compressor component (18) within the compression chamber (16), wherein the compressor component (18) includes a ferromagnetic material or a permanent magnet (102) arranged in the compressor component (18), a transmission (20) configured to convert a rotational motion between a wheel carrier side and a wheel hub side into an oscillating translational motion of the compressor component (18) when a hub-side transmission part (24) is in an operating position with a wheel carrier side transmission part (26), wherein the compressor component (18) is rigidly connected to the hub-side transmission part (24), and at least one permanent magnet (100) arranged in a circumferential wall of the compression chamber (16).
2. The compressor assembly (10) according to claim 1, wherein the compression chamber (16) includes a pressure medium outlet (76) connected to a dead space volume (120) of the compression chamber (16), wherein the pressure medium outlet is connected to the tire cavity (7) via a line section (78), and wherein the line section (78) is connected to a relief valve (82), via which the line section (78) can be relieved from pressure.
3. The compressor assembly (10) according to claim 1, further comprising a pressure chamber (25) with a pressure medium inlet (72), wherein the compressor component (18) forms a part of a limitation of the pressure chamber such that the compressor component (18) is moved by supplying a pressure surge to the pressure chamber (25).
4. The compressor assembly (10) according to claim 3, wherein the pressure chamber (25) is the compression chamber (16).
5. The compressor assembly (10) according to claim 3, wherein the pressure chamber (25) is configured pneumatically separate from the compression chamber (16), wherein the pressure chamber (25) is arranged in the compressor component (18) and/or in the hub-side transmission part (24).
6. The compressor assembly (10) according to claim 1, further comprising a translator (130) of a generator assembly (140), wherein the generator assembly (140) generates electrical energy by oscillating translational movement of the translator (130), and a generator transmission (135) configured to convert a rotational motion between the wheel carrier side and the wheel hub side into an oscillating translational movement of the translator (130) when a wheel carrier side generator transmission part (137) is in an operating position with a hub-side generator transmission part (139), wherein the generator transmission (135) can be actuated independently from the transmission (20).
7. The compressor assembly (10) according to claim 1, wherein the compressor component (18) is configured as being connected in one piece to the hub-side transmission part (24).
8. The compressor assembly (10) according to claim 1, wherein the compressor component (18) is configured and arranged to deliver pressure medium during operation of the compressor assembly (10) by a radially inward movement and a radially outward movement.
9. The compressor assembly (10) according to claim 3, further comprising a flutter valve (64) arranged on the compressor component (18) or on the limitation of the compression chamber (16) such that the flutter valve is configured to open in an intake stroke of the compressor component (18) and close in a delivery stroke of the compressor component (18).
10. The compressor assembly (10) according to claim 1, wherein the wheel carrier side transmission part (26) comprises a disk groove curve (44), with a switch point section (46) and with a working path (48) and a freewheel path (50), which are connected via the switch point section (46).
11. The compressor assembly (10) according to claim 1, wherein the compressor component (18) is configured as a dual piston.
12. The compressor assembly (10) according to claim 1, wherein the at least one permanent magnet (100) interacts with the ferromagnetic material or the permanent magnet (102) in the compressor component (18), wherein an arrangement and a polarity of the at least one permanent magnet (100) is configured to support the movement of the compressor component (18) in a radial direction (34) within the compression chamber (16).
Description
BRIEF DESCRIPTION OF SEVERAL VIEWS OF THE DRAWINGS
(1) Further features, possible applications and advantages of the invention arise from the following description of exemplary embodiments of the invention, which will be explained with the aid of the drawing, wherein the features can be essential to the invention both alone and in various combinations, without making explicit reference to this again. The figures show the following:
(2) FIG. 1 shows a schematic representation of the arrangement of a compressor assembly in accordance with the invention;
(3) FIGS. 2 to 4 show a first embodiment of the compressor assembly in accordance with the invention in different views;
(4) FIG. 5 shows a further embodiment of the compressor assembly in accordance with the invention in a view corresponding to FIG. 4;
(5) FIG. 6 shows an embodiment of a wheel carrier side transmission part;
(6) FIG. 7A shows a further embodiment of a wheel carrier side transmission part;
(7) FIG. 7B shows a side view of the embodiment of FIG. 7A;
(8) FIG. 8 shows a further embodiment of the compressor assembly in accordance with the invention with a wheel carrier side transmission part corresponding to FIG. 7A;
(9) FIG. 9 shows a compression chamber with compressor component of an embodiment in detail;
(10) FIG. 10 shows a compression chamber with compressor component of a further embodiment in detail;
(11) FIG. 11 shows a compression chamber with compressor component of a further embodiment in detail;
(12) FIG. 12 shows a compression chamber with compressor component of a further embodiment in detail;
(13) FIGS. 13A and 13B show a further embodiment and individual areas in detail;
(14) FIG. 14 shows a further embodiment with axially moving compressor component;
(15) FIG. 15 shows a further embodiment with axially moving compressor component, similar to FIG. 14;
(16) FIG. 16 shows a top view of the side of the compressor component of the compressor assembly from FIG. 14 averted from the wheel carrier side transmission part;
(17) FIG. 17 shows a further embodiment of a compressor assembly in accordance with the invention;
(18) FIG. 18 shows a further embodiment of a compressor assembly in accordance with the invention;
(19) FIG. 19 shows a part of a switchable magnet assembly; and
(20) FIGS. 20A to 20C show a switchable magnet assembly in different switching positions.
DETAILED DESCRIPTION OF THE INVENTION
(21) In the following figures corresponding components and elements bear the same reference numerals. For the sake of clarity not all reference numerals are reproduced in all of the figures.
(22) In FIG. 1 the installation position of a compressor assembly in accordance with the invention 10 is schematically represented. The compressor assembly 10 in FIG. 1 is only schematically represented by a cross hatched area. FIG. 1 shows a rim 1, a brake disk 2, a wheel carrier 3, a wheel hub 4 and a wheel bearing 5.
(23) A pressure medium line 6 extends from the compressor assembly 10 to a tire cavity 7. The tire itself is not depicted in FIG. 1.
(24) In the region of a wheel hub receptacle 8 the rim has a schematically represented connection 9 for supplying a sealant. The connection 9 is optional.
(25) In the embodiment shown in FIG. 1 the pressure medium line 6 extends through the material of the rim 1. Advantageously a section of the pressure medium line 6 is realized by a hollow bored brake disk fastening screw of the brake disk 2. An axis of rotation bears reference numeral 32. A radial direction bears reference numeral 34. The hub side and with it the hub-side components rotate around the axis of rotation 32 during operation of the vehicle with respect to the wheel carrier side, thus the wheel carrier side components, such as for example the wheel carrier 3 or also the passenger compartment of the vehicle.
(26) In FIGS. 2 to 4 a first embodiment of a compressor assembly in accordance with the invention 10 is shown in detail. The compressor assembly 10 comprises a first housing part 12 and a second housing part 14.
(27) FIG. 4 depicts the compressor assembly 10 from FIGS. 2 and 3 sectioned along the line IV-IV. The compressor assembly 10 comprises a total of four hub-side compression chambers 16, of which only two bear a reference numeral.
(28) Each of the compression chambers 16 is assigned a hub-side compressor component 18. The compressor assembly 10 comprises several transmissions 20, wherein each of the compression chambers 16 is assigned a transmission 20. The transmissions 20 are in each case designed as cam transmissions 22 here.
(29) The transmissions 20 each have a hub-side transmission part 24. The hub-side transmission parts 24 are in each case formed by tappet outputs 25. The compressor components 18 are in the process configured in one piece with the tappet outputs 25 or hub-side transmission parts 24. The hub-side transmission parts 24 of the transmissions 20 can in each case interact with a wheel carrier side transmission part 26 of the compressor assembly 10.
(30) The compressor assembly 10 or its transmission 20 has in the process only a single wheel carrier side transmission part 26, which can interact with each of the hub-side transmission parts 24. The wheel carrier side transmission part 26 is configured as a disk curve 28 with a curve contour 30, which is internal in the embodiment of FIGS. 2-4, thus representing an inner contour. In contrast to this, the curve contour 30 in the embodiment of FIG. 5 is configured externally, thus the curve contour 30 of FIG. 5 represents an outer contour.
(31) FIG. 4 shows the compressor assembly 10 in a working operation position AL. In the working operation position AL, the hub-side transmission parts 24 interact with the wheel carrier side transmission part 26, thus are in an operating position. The compressor assembly 10 is in operation. The hub-side transmission parts 24 are in direct mechanical contact with the wheel carrier side transmission part 26 here.
(32) In the case of a driving vehicle the disk curve 28 is stationary vis-à-vis the vehicle. The hub-side components, for example the hub-side transmission parts 24, rotate about an axis of rotation 32 or rotate with respect to the vehicle. Depending on the vehicle speed, high centrifugal forces act on the hub-side transmission parts 24 and the compressor components 18. The centrifugal forces act outward in a radial direction 34. These centrifugal forces push the hub-side transmission parts 24 into contact with the disk curve 28 or the wheel carrier side transmission part 26 formed by it (FIG. 4).
(33) In FIG. 4 the hub-side transmission parts 24 can be moved away from the wheel carrier side transmission part 26 against the centrifugal force via magnetic forces via clutch devices 36, in the shape of a respective electromagnet 38, which is arranged in the radially inward wall of the respective compression chambers 16. The electromagnets 38 thus form a decoupling device 39. The hub-side transmission parts 24 of the compressor assembly 10 of FIG. 4 can, through energization of the electromagnets 38, be moved out of the operating position with the wheel carrier side transmission part 26, the compressor assembly 10 is then no longer in the working operation position AL. The energized electromagnets 38 act via magnetic forces directly on the hub-side transmission parts 24 or on the compressor component 18 designed in one piece with it. As long as the electromagnets 38 are energized, the electromagnets 38 hold the hub-side transmission parts 24 out of the operating position with the wheel carrier side transmission part 26. A correspondingly stronger permanent magnet can also be provided, which is virtually deactivated through energization of the electromagnet 38. In this case the electromagnet 38 must only be energized for activation of the compressor assembly 10.
(34) FIG. 5 shows a further embodiment of the compressor assembly 10, as described above with a wheel carrier side transmission part 26, which is designed as a disk curve 28 with a curve contour 30 as outer contour.
(35) FIG. 5 shows the compressor assembly 10 in a freewheeling operation position FL. In this freewheeling operation position FL, the hub-side transmission parts 24 do not interact with the wheel carrier side transmission part 26. The compressor assembly 10 is not in operation.
(36) Via a clutch device 36, in the shape of a wheel carrier side electromagnet 40, the hub-side transmission parts 24 can, against the centrifugal force via magnetic forces, be moved to the wheel carrier side transmission part 26. The electromagnet 40 constitutes a coupling device 41. The compressor assembly 10 of FIG. 5 is then in the working operation position.
(37) FIG. 6 shows an alternative wheel carrier side transmission part 26, which comprises a disk groove curve 44. The disk groove curve 44 comprises a switch point section 46, which is designated by a double arrow. The switch point section 46 is connected to a working path 48 and a freewheel path 50, which is represented by a broken line. An engagement element 52, which is connected to the hub-side transmission part 24 and for example can be designed as a roller, is symbolically represented. If the engagement element 52 moves on the freewheel path 50 there is no movement of the hub-side transmission part 24 connected to it in radial direction 34. However, if the engagement element 52 is engaged with the working path 48, the engagement element 52 moves in a positively driven manner in the working path and thus the hub-side transmission part 24 also moves in a positively driven manner. Via a magnet based decoupling device 39 and a magnet-based coupling device 41 the hub-side transmission part 24 or its engagement element 52 can be switched from the working path 48 to the freewheel path 50. In the working path 48 the hub-side transmission part 24 is in operating position with the wheel carrier side transmission part 26. In the freewheel path 50 the hub-side transmission part 24 is not in operating position with the wheel carrier side transmission part 26.
(38) FIGS. 7A-B illustrate the principle of a lateral engagement of the engagement element 52 to the curve contour 30. On the left the curve contour 30 is shown schematically viewed along the axis of rotation 32, and on the right correspondingly schematically when looking against the radial direction 34 in a sectional view. The curve contour 30 can also be designed to be closed viewed along the axis of rotation 32 viewed before and after the engagement element 52, which is indicated by the dashed line with the reference numeral 60.
(39) A restricted guidance on both sides of the engagement element 52, as is the case in the working path 48 of FIG. 6, is particularly well suited for a combination with a compressor component 18, which is designed in the style of a dual piston.
(40) FIG. 8 shows a compressor assembly 10 in accordance with the principle of lateral engagement from FIG. 7A-B.
(41) A compressor component 18, which is designed in the manner of a dual piston, is shown schematically in FIG. 9. Shown on the compressor component 18 are flutter valves 64 which can open radially inward and radially outward. In the respective delivery stroke the flutter valves 64 close. The air induction in the intake stroke can occur via a channel 66 in the hub-side transmission part 24. As an alternative, flutter valves 64 can also be arranged on the wall of the compression chamber 16. In the representation of FIG. 9 these would then be arranged above and below and would open to the compression chamber 16.
(42) FIG. 10, similar to the representation of FIG. 9, shows an individual compression chamber 16 with a compressor component 18, wherein a pressure medium inlet 70 for supplying a pressure surge to the compression chamber 16, is arranged in the radial wall 68, to be more precise, the radially inward wall 68, of the compression chamber 16, said pressure medium inlet which can be connected via a switchable valve 72, preferably a magnetic valve, to a pressure medium source 74. In this embodiment the compression chamber 16 simultaneously forms a pressure chamber 75.
(43) The compressor assembly 10 from FIG. 10 is otherwise similar in in structure to compressor assembly 10 from FIG. 8, thus configured with lateral engagement.
(44) A pressure medium outlet 76 is also arranged in the radial wall 68 of the compression chamber 16, which can be connected to the tire cavity 7 via a line section 78, in which a check valve 80 is arranged, wherein the line section 78 is connected to a relief valve 82, via which it can be drained or can be relieved from pressure.
(45) In the operation of the compressor assembly 10, with a configuration of compression chamber 16 and compressor component 18 as shown in FIG. 10 (the overall design of the compressor assembly corresponds to FIG. 8), the compressor component 18 can be held on the wall of the compression chamber 16 via magnetic forces by means of a permanent magnet 84, which is arranged in the wall of the compression chamber 16. To disengage the compressor component 18 from the permanent magnet 84, pressure medium from the pressure medium source 74 is introduced via the valve 72 and the pressure medium inlet 70 into the compression chamber 16 in the form of a pressure surge. As a result, the compressor component 18 disengages from the permanent magnet 84 and the centrifugal forces pull it radially outward, wherein the hub-side transmission part 24 with its engagement element 52 is brought into operating position with the wheel carrier side transmission part 26 (not shown, see the curved path in FIG. 7).
(46) In the delivery stroke the compressor component 18 in the representation of FIG. 10 moves downward, in the process pressure medium flows through the pressure medium outlet 76 to the tire cavity 7. However, a certain residual pressure remains in the compression chamber 16. This residual pressure prevents the compressor component 18 from coming into adhering contact with the permanent magnets 84. The compression chamber 16 acts as a pneumatic spring and constitutes a pressure chamber 25. If the compressor assembly 10 ceases its operation, the line section 78 is drained via the relief valve 82. The residual pressure in the pressure chamber 25 or compression chamber 16 is then released via the check valve 80 in the line section 78.
(47) As an alternative or in addition to the coupling via the just described pressure surge, an electromagnet 38 can also be arranged in the wall of the compression chamber next to the permanent magnet 84, wherein the electromagnet 38 is configured such that upon energization it reverses the magnetic forces of the permanent magnet 84. The just described combination of permanent magnet 84 and electromagnet 38 in the process constitutes a combined decoupling device 39. Via centrifugal forces the hub-side transmission part 24 is then brought into operating position with the wheel carrier side transmission part 26. However, this can also happen via magnetic forces that have are sufficiently strong.
(48) A permanent magnet can also be arranged in the compressor component 18. Such a permanent magnet can amplify the interaction just described in reference to FIG. 10. The permanent magnet in the compressor component 18 can also be configured arranged such that it interacts with of the wall of the compression chamber 16 and upon energization of an electromagnet 38 arranged on this wall is repelled by it. A further permanent magnet can also be arranged in the wall of the compression chamber 16, which constantly interacts in attractive manner with the permanent magnets in the compressor component 18, wherein this attracting effect can however be reversed through energization of an electromagnet in the wall of the compression chamber 16.
(49) Permanent magnets 90 and/or electromagnets 92 can also be arranged in the wheel carrier side transmission part 26 and attract the hub-side transmission part 24, constituting a coupling device 41, or repel in the case of corresponding and energization and arrangement, constituting a decoupling device 39. Such a design is illustrated in FIG. 11.
(50) For example, the permanent magnets 90 can ensure that the hub-side transmission part 24 remains in contact with the wheel carrier side transmission part 26 once it has made contact and thus is in an operating position (coupling device 41). By means of a correspondingly poled energization of the electromagnet 92 the magnetic force of the permanent magnets 90 can be weakened or reversed, so that the hub-side transmission part 24 is brought out of the operating position (decoupling device 39). Additional electromagnets 94 can also be arranged, which upon energization result in an amplification of the magnetic force of the permanent magnets 90 and thus can bring the hub-side transmission parts 24 into operating position with the wheel carrier side transmission part 6 20 (coupling device 41).
(51) FIG. 12 shows an area around a compression chamber 16, similar to the variant that is shown in FIG. 10. In the case of the variant shown in FIG. 12 however, several annular permanent magnets 100 are arranged around the compression chamber 16. These permanent magnets 100 interact with a permanent magnet 102 in the compressor component 18. The arrangement and polarity of the permanent magnets 100 can in the process be selected such that the movement of the compressor component 18 is supported in radial direction 34 either radially inward or radially outward.
(52) FIG. 13A schematically shows a further embodiment (similar to the one from FIG. 5 with regard to the transmission parts 24, 26) of a compressor assembly in accordance with the invention 10. At the top right a compression chamber 16 with compressor component 18 and hub-side transmission part 24 is shown in detail. At the bottom right the compressor component is shown in section along the line RU-RU.
(53) In the case of the compressor components 18 this compressor assembly 10 comprises in each case a rod-type guide element 110, which extends into the compressor component 18.
(54) Such a compressor component 18 is shown in FIG. 13B. The pressure medium inlet 72 is in the process arranged on the rod-type guide element 110. The pressure medium inlet 72 flows to the pressure chamber 75, which is currently designed separate from the compression chamber 16. Thus, there is no pneumatic connection between the pressure chamber 75 and the compression chamber 16.
(55) If the pressure chamber 75 is exposed to pressure medium, the compressor component 16 moves down (FIG. 13B) or radially inward (FIG. 13A). As a result, the hub-side transmission part 24 can be brought into contact with the wheel carrier side transmission part 26. If the pressure chamber 75 is not relieved from pressure via the relief valve 82 (thus, remains filled with pressure medium that is under pressure), the pressure chamber 75 acts as a pneumatic spring. In the delivery stroke the pressure medium in the pressure chamber 75 is compressed. When the compressor component 18 reaches its upper dead center, through the pressure in the pressure chamber 25 the intake stroke is initiated or the pressure in the pressure chamber 25 ensures that the hub-side transmission part 24 remains in contact with the wheel carrier side transmission part 26. If the operation of the compressor assembly 10 is to be ceased, the pressure chamber 25 can be relieved from pressure via the relief valve 82.
(56) A line section 112 runs in the rod-type guide element 110, said line section flowing into the pressure medium inlet 72. The guide element 110 in FIG. 13B forms a part of the limitation of the pressure chamber 75. In FIG. 13B the line section 78 and the pressure chamber 75 can be relieved from pressure or can be drained via a common control valve.
(57) As shown in FIG. 13B the guide element 110 forms an anti-locking device 114 for the compressor component 18, wherein the guide element 110 has an out of round, here virtually oval cross-section.
(58) A dead space volume in FIG. 13B bears the reference numeral 120 and is represented symbolically by a broken line.
(59) The compressor assembly 10 in FIG. 13A comprises a translator 130 of a generator assembly 140. The generator assembly 140 generates electrical energy through oscillating translational movement of the translator 140. The compressor assembly 10 comprises in the process a generator transmission 135, which is designed to convert a rotational motion between the wheel carrier side and the wheel hub side into an oscillating translational movement of the translator 130 when a wheel carrier side generator transmission part 137 (here identical to the wheel carrier side transmission part 26) is in an operating position with a hub-side generator transmission part 139. The generator transmission 135 here can be actuated independently from the transmission 20. The transmission 20 and the generator transmission 135 here are virtually identical in design. Thus, the translator 130 can fulfill a dual function as a compressor component 18.
(60) In the case of the embodiment shown in FIG. 14 the compressor component 18 moves in axial direction, thus in the direction of the axis of rotation 32. FIG. 14 shows in the process a section through the housing or the limitation of the compression chamber 16 along a plane extending in radial direction 34.
(61) The hub-side transmission part 24 or compressor component 18 and wheel carrier side transmission part 26 have a circular cross-section when viewed along the axis of rotation 32 (see FIG. 16).
(62) FIG. 14 shows a compressor assembly 10 in two operating states. On the left, the plate-like configured compressor component 18, which simultaneously forms the hub-side transmission part 24, is shown in a lower dead center UT and on the right is shown in the upper dead center OT. The wheel carrier side transmission part 26 rotates toward the hub-side transmission part 24. A tappet 140 prevents the hub-side transmission part 24 from rotating with the wheel carrier side transmission part 6 20. The tappet 140 is connected to the housing (only schematically represented) of the compressor assembly 10.
(63) FIG. 15 shows alternative embodiments of the compressor assembly 10 from FIG. 14.
(64) In the embodiments shown in FIG. 15 rollers 150 are arranged in the contact region between the hub-side transmission part 24 and the wheel carrier side transmission part 26. The rollers 150 can in the process be arranged on the hub-side transmission part 24 or on the wheel carrier side transmission part 26, as shown in FIG. 15.
(65) FIG. 16 shows a top view of the side of the compressor component 18 of the compressor assembly 10 averted from the wheel carrier side transmission part 26 from FIG. 14 viewed along the axis of rotation 32.
(66) FIGS. 17 and 18 show further embodiments of compressor assemblies 10 in accordance with the invention.
(67) The embodiments shown in FIGS. 17 and 18 have plate-like configured compressor components 18, which in the operation of the compressor assembly 10 move in an oscillating translational manner in radial direction 34.
(68) The compressor assembly 10 from FIG. 17 has permanent magnets 90 in the wheel carrier side transmission part 26 (only one is shown in the figure), which are configured to hold the hub-side transmission parts 24 in an operating position with the wheel carrier side transmission part 26, therefore they constitute a coupling device 41.
(69) A permanent magnet 84 is likewise arranged in the cover section of the compression chamber 16, which is configured to be stronger than the permanent magnets 90. In the operation of the compressor assembly 10 the pressure medium in the compression chamber 16 acts as a pneumatic spring (the compression chamber 16 forms a pressure chamber 25), which prevents the compressor component 18 from adhering to the permanent magnets 84. To stop the operation of the compressor assembly 10, the compression chamber 16 or the compression chambers 16 are relieved from pressure via the valve 82. The compressor component 18 then adheres to the permanent magnet 84 and disengages from the wheel carrier side transmission part 26.
(70) The compressor assembly 10 from FIG. 18 is similar in design to the compressor assembly 10 from FIG. 17. However, the compressor assembly 10 of FIG. 18 has rollers 150 arranged in the contact region between the wheel carrier side transmission part 26 and the hub-side transmission part 24, and the compressor assembly 10 of FIG. 18 also has rollers 160 arranged in the contact region between the compressor component 18 and the circumferential wall of the compression chamber 16. In the process the rollers 160 are arranged on the wall of the compression chamber 16 (lower right) and on the wall of the compressor component 18 (upper center).
(71) In the case of all the embodiments the compressor component 18 has a circumferential seal that seals it from the wall of the compression chamber 16.
(72) FIG. 19 shows a part of a switchable magnet assembly 160 in which a formation 161 of permanent magnets 162, 164 is arranged on a circular disk-shaped plate 166. Two permanent magnets 162 of a first polarity type are arranged offset by 90° to two permanent magnets 164 of a second polarity type arranged.
(73) FIGS. 20A and 20C show the two formations 161 of permanent magnets 162, 164 arranged on the circular disk-shaped plates 166 on top of one another in a lateral view. In FIG. 20B a rotary movement 170 from the configuration shown in FIG. 20A to the configuration shown in FIG. 20B is represented by an arrow. The rotary movement 170 in the process relates to the upper disk-shaped plate 166.
(74) In the FIG. 20A configuration, the formations 161 of permanent magnets 162, 164 repel each other, which is represented by the double arrows 180. In the FIG. 20C configuration the formations 161 of permanent magnets 162, 164 attract each other, which is represented by the double arrows with the reference numeral 190.
(75) Such a switchable magnet assembly 160 can be used to realize a switchable magnet based decoupling device 39 and/or to realize a switchable magnet-based coupling device 41. For example, to this end a formation 161 of permanent magnets 162, 164 can be arranged in the compressor component 18 and a second pivoted formation 161 of permanent magnets 162, 164 can be arranged in the cover section of the compression chamber 16. Via a control pulse the second pivoted formation 161 of permanent magnets 162, 164 can be rotated in the cover section by 90° and hence can be switched from the attracting effect to the repellent effect or vice versa.
(76) A similar configuration is possible in the wall of the compression chamber 16 opposite the cover section.
