CN111133194A

CN111133194A - Variable displacement compressor for vehicle

Info

Publication number: CN111133194A
Application number: CN201880062258.0A
Authority: CN
Inventors: 金井明信; 石井恒司
Original assignee: Toyota Industries Corp
Current assignee: Toyota Industries Corp
Priority date: 2017-09-27
Filing date: 2018-09-10
Publication date: 2020-05-08
Also published as: DE112018004311T5; KR20200051026A; JP6870553B2; BR112020005254A2; WO2019065183A1; DE112018004311B4; JP2019060309A; DE112018004311T8; US20200248678A1

Abstract

The present invention relates to a variable displacement compressor for a vehicle, including: an electromagnetic clutch (20) having a 1 st electromagnetic coil (21); a solenoid control valve (30) having a 2 nd solenoid (32); and a 1 st connector having an input terminal portion and an output terminal portion, being integrated with and electrically connected to one of the electromagnetic clutch (20) and the electromagnetic control valve (30), and being disposed at a position apart from the other of the electromagnetic clutch (20) and the electromagnetic control valve (30), the input terminal portion being connectable to a vehicle-side connector, and the output terminal portion being electrically connectable to the other; and a 2 nd connector provided separately from the other connector, connected to the other connector via a cable, and connected to the output terminal portion of the 1 st connector.

Description

Variable displacement compressor for vehicle

Technical Field

The present specification relates to a variable displacement compressor for a vehicle.

Background

As disclosed in japanese patent application laid-open No. 2002-106473 (patent document 1), a variable displacement compressor (a variable displacement compressor for a vehicle) mounted on a vehicle is known. Such a compressor is provided with an electromagnetic clutch and an electromagnetic control valve. Power from an external drive source (e.g., an engine) is transmitted to the rotary shaft via an electromagnetic clutch. The electromagnetic clutch is operated by receiving the supply of electric power, and switches the connection and disconnection of power from the external drive source to the rotary shaft.

The rotating shaft is located in the crank chamber, and a piston is anchored to the rotating shaft via a swash plate. The swash plate rotates together with the rotary shaft to reciprocate the pistons, thereby sucking, compressing, and discharging the refrigerant. In order to control the discharge capacity of such a compressor, an electromagnetic control valve is used. The electromagnetic control valve operates by receiving the supply of electric power. The pressure in the crank chamber is controlled by the opening and closing operations of the electromagnetic control valve, and the inclination angle of the swash plate is changed. The discharge capacity is controlled by changing the inclination angle of the swash plate.

In the compressor as described above, an energizing unit for supplying electric power from the outside (for example, an in-vehicle battery) to the electromagnetic clutch and an energizing unit for supplying electric power from the outside to the electromagnetic control valve are required. These energizing units are generally constituted by cables and connectors. Electric power from an in-vehicle battery or the like is supplied to the electromagnetic clutch and the electromagnetic control valve through a cable and a connector.

Documents of the prior art

Patent document

Patent document 1: japanese laid-open patent publication No. 2002-106473

Disclosure of Invention

Problems to be solved by the invention

Various devices on the vehicle main body side are disposed in the vicinity of the variable displacement compressor for a vehicle. From the viewpoint of expanding the range in which peripheral devices can be arranged and facilitating the mounting work of the compressor on the vehicle body, it is desirable to configure the cable and the connector used for supplying current to the electromagnetic clutch and the electromagnetic control valve with a smaller number of components and to save space.

The present invention has been made in an effort to provide a variable displacement compressor for a vehicle, which can save space by configuring a cable and a connector used for supplying current to an electromagnetic clutch and an electromagnetic control valve with a smaller number of components.

Means for solving the problems

The variable displacement compressor for a vehicle according to the present disclosure includes: a rotating shaft that rotates by receiving power from an external drive source; an electromagnetic clutch having a 1 st electromagnetic coil, wherein the connection and disconnection of the power from the external drive source to the rotary shaft is switched by the operation of the 1 st electromagnetic coil; an electromagnetic control valve having a 2 nd solenoid, the discharge capacity of the variable capacity compressor for a vehicle being controlled by an operation of the 2 nd solenoid; a 1 st connector having an input terminal portion and an output terminal portion, the input terminal portion being integrated with one of the electromagnetic clutch and the electromagnetic control valve and electrically connected to the one, and being disposed at a position apart from the other of the electromagnetic clutch and the electromagnetic control valve, the input terminal portion being connectable to a vehicle-side connector, the output terminal portion being electrically connectable to the other; and a 2 nd connector which is provided separately from the other connector, is connected to the other connector via a cable, is connected to the output terminal portion of the 1 st connector, and is energized from the vehicle-side connector to the electromagnetic clutch and the electromagnetic control valve via the input terminal portion.

According to the above configuration, the cable and the connector used for supplying current to the electromagnetic clutch and the electromagnetic control valve can be configured with a smaller number of components.

In the variable displacement compressor for a vehicle, the 1 st connector may be integrated with the electromagnetic control valve, the electromagnetic control valve may have a resin portion that is formed by resin molding and fixes the 2 nd electromagnetic coil, and the 1 st connector may be provided integrally with the resin portion.

According to the above configuration, space can be saved as compared with a case where the 1 st connector is not integrated with the electromagnetic control valve.

In the variable capacity compressor for a vehicle, the 2 nd electromagnetic coil may be connected to the input terminal portion via a 1 st power feeding wire and a 1 st grounding wire, the cable may include a 2 nd power feeding wire and a 2 nd grounding wire, the 1 st electromagnetic coil may be electrically connected to the input terminal portion via the 2 nd power feeding wire and the 2 nd grounding wire, and both the 1 st grounding wire and the 2 nd grounding wire may be electrically connected to a common ground line provided in the vehicle-side connector.

According to the above configuration, the compressor can be connected to the vehicle body side by the vehicle-side connector provided with 3 wires in total, that is, the pair of power supply wires and the common ground wire.

In the variable displacement compressor for a vehicle, the 1 st connector may be integrated with the electromagnetic clutch, the electromagnetic clutch may have a resin portion formed by resin molding and fixing the 1 st electromagnetic coil, and the 1 st connector may be provided integrally with the resin portion.

According to the above configuration, space can be saved as compared with a case where the 1 st connector is not integrated with the electromagnetic clutch.

In the variable capacity compressor for a vehicle, the 1 st electromagnetic coil may be connected to the input terminal portion via a 1 st power feeding wire and a 1 st grounding wire, the cable may include a 2 nd power feeding wire and a 2 nd grounding wire, the 2 nd electromagnetic coil may be electrically connected to the input terminal portion via the 2 nd power feeding wire and the 2 nd grounding wire, and both the 1 st grounding wire and the 2 nd grounding wire may be electrically connected to a common ground line provided in the vehicle-side connector.

In the variable displacement compressor for a vehicle, a locking piece that restricts movement of the cable by being locked to the cable may be provided on an outer surface of a housing that houses the rotating shaft.

According to the above configuration, by positioning the cable, high convenience (high workability) can be obtained at the time of transportation of the compressor or the like.

Effects of the invention

According to the variable displacement compressor for a vehicle disclosed in the present specification, the cable and the connector used for supplying power to the electromagnetic clutch and the electromagnetic control valve can be configured with a smaller number of components.

Drawings

Fig. 1 is a side view showing an external configuration of a variable displacement compressor (compressor 10) for a vehicle in embodiment 1.

Fig. 2 is a sectional view showing an internal structure of a variable displacement compressor (compressor 10) for a vehicle in embodiment 1.

Fig. 3 is an enlarged cross-sectional view of the electromagnetic control valve 30, the

connectors

38 and 48, and the like included in the variable displacement compressor for a vehicle (compressor 10) in embodiment 1.

Fig. 4 is a diagram schematically showing a variable displacement compressor for a vehicle (compressor 10Y) in comparative example 1.

Fig. 5 is a diagram schematically showing a variable displacement compressor for a vehicle (compressor 10Z) in comparative example 2.

Fig. 6 is an enlarged cross-sectional view of the electromagnetic control valve 30, the

connectors

38 and 48, and the like included in the variable displacement compressor for a vehicle (compressor 10A) in embodiment 2.

Fig. 7 is an enlarged cross-sectional view of the electromagnetic clutch 20, the electromagnetic control valve 30, the

connectors

38 and 48, and the like included in the variable displacement compressor for a vehicle (compressor 10B) in embodiment 3.

Detailed Description

Hereinafter, embodiments for carrying out the present invention will be described with reference to the drawings. In the following description, the same components and equivalent components are denoted by the same reference numerals, and repeated description may not be repeated.

[ embodiment 1]

A variable displacement compressor for a vehicle (hereinafter, also simply referred to as a compressor 10) according to embodiment 1 will be described with reference to fig. 1 to 3. Fig. 1 is a side view showing an external appearance structure of a compressor 10. Fig. 2 is a sectional view showing the internal structure of the compressor 10.

(variable displacement compressor for vehicle (compressor 10))

As shown in fig. 1 and 2 (mainly fig. 2), the compressor 10 includes a cylinder block 1, a piston 1b, a valve unit 2, a front housing 3, a rear housing 5, a rotary shaft 6, a circlip 6a, a swash plate 7, a link mechanism 7d, a pair of

shoes

7e and 7f, a tilt angle reducing spring 8a, a return spring 8b, a lip seal 9a,

bearings

9b, 9c, and 9e, a lug plate 9f, an electromagnetic clutch 20, an electromagnetic control valve 30, a cable 40, a wiring member 50, and

connectors

38 and 48.

As will be described in detail later, in the present embodiment, the connector 38 functions as a "1 st connector having the input terminal portion 38b and the output terminal portion 38 a", and the connector 48 functions as a "2 nd connector connected to the output terminal portion 38a of the 1 st connector". The electromagnetic control valve 30 functions as "one of the electromagnetic clutch 20 and the electromagnetic control valve 30", and the electromagnetic clutch 20 functions as "the other of the electromagnetic clutch 20 and the electromagnetic control valve 30".

The cylinder block 1 is disposed between the front housing 3 and the rear housing 5. The cylinder block 1, the front housing 3, and the rear housing 5 constitute a housing of the compressor 10, and the rotary shaft 6 is accommodated inside thereof. An engaging piece 80 (fig. 1) is provided on an outer surface of the case (here, front case 3). The locking piece 80 may be provided integrally with a member constituting the housing, or the locking piece 80 may be constituted by attaching a clip or the like prepared separately from the housing to the housing.

A valve unit 2 is provided between the cylinder block 1 and the rear housing 5.

Shaft holes

1h and 3h are formed in the cylinder block 1 and the front housing 3, respectively, and the rotary shaft 6 is inserted through the

shaft holes

1h and 3 h. A bearing 9c is provided between the shaft hole 1h and the rotary shaft 6. A lip seal 9a and a bearing 9b are provided between the shaft hole 3h and the rotary shaft 6. Power from an engine, not shown, is transmitted to the rotary shaft 6 via an electromagnetic clutch 20, which will be described later.

A crank chamber 9 is formed inside the cylinder block 1 and the front housing 3. The rotating shaft 6, the swash plate 7, and the lug plate 9f are disposed in the crank chamber 9. A bearing 9e is provided between the lug plate 9f and the front case 3. The swash plate 7 is connected to the rotary shaft 6, and the lug plate 9f is fitted to the rotary shaft 6. A tilt angle reducing spring 8a is provided between the lug plate 9f and the swash plate 7, and the lug plate 9f and the swash plate 7 are connected to each other via a link mechanism 7 d. The circlip 6a is attached to the rotary shaft 6, and a return spring 8b is provided between the circlip 6a and the swash plate 7.

A plurality of cylinder bores 1a are formed in the cylinder block 1, and 1 piston 1b is accommodated in each of the plurality of cylinder bores 1 a. A compression chamber 1c is formed between the piston 1b and the valve unit 2.

Shoes

7e and 7f are provided between the piston 1b and the swash plate 7. The swash plate 7 oscillates by rotating together with the rotary shaft 6, and the oscillation of the swash plate 7 is converted into the reciprocating motion of the pistons 1b by the

shoes

7e and 7 f.

The cylinder 1 is formed with (a part of) a passage 7a and a passage 7 c. The rear housing 5 is formed with passages 4a, 4b, a suction chamber 5a, a suction port 5c, a discharge chamber 5b, a discharge port 5d, a housing hole 5e, and a passage 7c (the remaining portion). The electromagnetic control valve 30 is accommodated in the accommodation hole 5 e. The suction chamber 5a and the housing hole 5e are connected to each other by a passage 4 a. The crank chamber 9 and the suction chamber 5a are connected to each other by a passage 7a, and the refrigerant gas in the crank chamber 9 is guided to the suction chamber 5a by the passage 7a (also referred to as a suction passage).

The crank chamber 9 and the housing hole 5e are connected to each other by a passage 7c, and the discharge chamber 5b and the housing hole 5e are connected to each other by a passage 4 b. The refrigerant gas in the discharge chamber 5b is guided to the crank chamber 9 through

passages

4b and 7c (also referred to as an intake passage). The air supply passage is opened and closed by an electromagnetic control valve 30 described later.

(electromagnetic clutch 20 and cable 40)

A cylindrical protrusion 3a is formed on the front end side of the front housing 3. The rotary shaft 6 is disposed so as to pass through the inside of the projection 3a, and the tip end portion of the rotary shaft 6 is operatively coupled to an engine (an example of an external drive source) not shown via an electromagnetic clutch 20. The electromagnetic clutch 20 includes an electromagnetic coil 21 (1 st electromagnetic coil), a stator 22, a rotor 23, an armature 24, a hub 25, a bearing 26, and an elastic member 27.

The electromagnetic coil 21 is built in the stator 22. The stator 22 is fixed to the front housing 3 and located inside the rotor 23. The rotor 23 is rotatably supported by the projection 3a via a bearing 26 provided on the outer peripheral side of the projection 3 a. The rotor 23 is coupled to the engine via a belt, not shown. The armature 24 has a disk shape, and is axially opposed to the rotor 23. The hub 25 couples the armature 24 and the rotary shaft 6. The inner peripheral surface of the elastic member 27 is joined to the outer peripheral side of the hub 25, and the outer peripheral surface of the elastic member 27 is joined to the armature 24.

An electric cable 40 is connected to the electromagnetic coil 21 of the electromagnetic clutch 20. The cable 40 has a length that can reach a position near the connector 38 described later from a portion of the cable 40 connected to the electromagnetic coil 21. A locking piece 80 (fig. 1) provided in front housing 3 is locked to cable 40 to restrict movement of cable 40. Electric power from the outside (for example, an in-vehicle battery) is supplied to the electromagnetic coil 21 through the cable 40.

Specifically, the cable 40 includes a power feeding wire 41 (2 nd power feeding wire) and a grounding wire 42 (2 nd grounding wire). A power feeding side end portion and a ground side end portion of the electromagnetic coil 21 are led out from the electromagnetic clutch 20. One end of the power supply wiring 41 is connected to the power supply side end of the electromagnetic coil 21 so as to be substantially non-detachable without a connector. One end of the grounding wire 42 is connected to the grounding-side end of the electromagnetic coil 21 so as to be substantially non-detachable without a connector. The connection method that is substantially not detachable means a method in which the coil wire and the wiring of the electromagnetic coil 21 are connected to each other without a connector. In the connection method that is substantially not detachable, unlike the connection method using a connector, the coil wire and the wiring are not intended to be detached. By way of example, an accessory terminal attached to the tip end of the coil wire and a lead portion exposed from the outer cover at one end of the wire are directly connected to each other in a manner of contacting each other.

(connector 48)

Fig. 3 is an enlarged cross-sectional view of the electromagnetic control valve 30, the connector 48, and the like provided in the compressor 10. As shown in fig. 2 and 3, the other end of the power supply wire 41 and the other end of the ground wire 42 are integrated with the connector 48. The connector 48 is formed of an insulating resin material. The connector 48 is a member provided separately from the electromagnetic clutch 20, and is connected to the electromagnetic clutch 20 (electromagnetic coil 21) via the cable 40. The

fitting terminals

41a and 42a are fixed to the inside of the connector 48. The other end of the power supply wire 41 is attached to the accessory terminal 41a, and the other end of the grounding wire 42 is attached to the accessory terminal 42 a. Electric power from the outside (for example, an in-vehicle battery) is supplied to the electromagnetic coil 21 (fig. 2) through the

accessory terminals

41a and 42a and the cable 40 (power supply wiring 41 and grounding wiring 42).

(solenoid-operated valve 30 and wiring member 50)

As shown in fig. 3, the electromagnetic control valve 30 includes a valve body 31, an opening spring 31t, an electromagnetic coil 32 (2 nd electromagnetic coil), a bellows 33, a spring 33t, a housing tube 34, a fixed iron core 35, a movable iron core 36, a follower spring 36t, and a resin portion 37.

The electromagnetic control valve 30 has a valve chamber 31s and a pressure sensing chamber 33 s. The electromagnetic control valve 30 further includes a suction pressure inlet port 33a communicating with the pressure sensing chamber 33s, a valve chamber port 31b communicating with the valve chamber 31s, a valve hole 31h communicating with the valve chamber 31s, and a control port 31c communicating with the valve hole 31 h. The valve chamber 31s communicates with the discharge chamber 5b (fig. 2) through a valve chamber port 31b and a passage 4b (fig. 2). The pressure sensing chamber 33s communicates with the suction chamber 5a (fig. 2) through the suction pressure introduction port 33a and the passage 4a (fig. 2). The control port 31c communicates with the crank chamber 9 (fig. 2) through a passage 7c (fig. 2).

An opening spring 31t is provided in the valve chamber 31s, and the opening spring 31t biases the valve body 31 in a direction to open the valve hole 31 h. A bellows 33 and a spring 33t are provided in the pressure-sensing chamber 33s, and the bellows 33 is operatively connected to the valve body 31. The spring 33t biases the bellows 33 to expand toward the valve hole 31 h. The biasing force of the spring 33t acts on the valve body 31 in a direction to open the valve hole 31 h.

A housing tube 34 is provided inside the electromagnetic coil 32. The housing tube 34 has a bottomed cylindrical shape, and an opening of the housing tube 34 is fitted to the fixed core 35 adjacent to the valve chamber 31 s. A movable iron core 36 is provided inside the housing tube 34. The movable iron core 36 has a bottomed cylindrical shape and is capable of reciprocating in a space between the fixed iron core 35 and the inner bottom surface of the housing tube 34. The movable iron core 36 is operatively coupled to the valve body 31. A follower spring 36t is provided between the inner bottom surface of the housing cylinder 34 and the movable iron core 36. The follower spring 36t urges the movable iron core 36 toward the fixed iron core 35 side. The biasing force of the follower spring 36t acts on the valve body 31 in a direction to close the valve hole 31 h. The following spring 36t has a smaller spring constant than the opening spring 31 t.

A wiring member 50 is connected to the solenoid 32 of the electromagnetic control valve 30. Electric power from the outside (for example, an in-vehicle battery) is supplied to the electromagnetic coil 32 through the wiring member 50. Specifically, the wiring member 50 includes a power supply wiring 51 (1 st power supply wiring) and a ground wiring 52 (1 st ground wiring). One end of the power supply wiring 51 is connected to the power supply side end of the electromagnetic coil 32 so as to be substantially non-detachable without a connector. One end of the grounding wire 52 is connected to the grounding-side end of the electromagnetic coil 32 so as to be substantially non-detachable without a connector.

A resin portion 37 is integrally formed at the bottom of the housing tube 34 by resin molding. The resin portion 37 is formed of an insulating resin material, and is integrated with the bottom of the housing tube 34 to fix the electromagnetic coil 32. A portion of the power supply wire 51 on one end side (the electromagnetic coil 32 side) and a portion of the ground wire 52 on one end side (the electromagnetic coil 32 side) are sealed by the resin portion 37.

(connector 38)

In the present embodiment, the connector 38 is integrated with the electromagnetic control valve 30 and is electrically connected to the electromagnetic control valve 30. Specifically, the connector 38 is disposed at a position away from the electromagnetic clutch 20, and the connector 38 is provided integrally with the resin portion 37 at a position on the opposite side of the resin portion 37 from the housing cylinder 34. The connector 38 is formed integrally with the resin portion 37 by the same member as the resin portion 37 integrated with the bottom of the housing tube 34. In the present embodiment, the wiring member 50 is integrated with the connector 38. A portion of the power supply wiring 51 on the other end side and a portion of the grounding wiring 52 on the other end side are integrated with the connector 38.

The connector 38 includes an output terminal portion 38a and an input terminal portion 38 b. The output terminal portion 38a can be electrically connected to the electromagnetic clutch 20 via the cable 40, and the input terminal portion 38b can be connected to the vehicle-side connector 68. The electromagnetic coil 21 is electrically connected to the input terminal portion 38b via the power supply wiring 41 and the ground wiring 42, and the electromagnetic coil 32 is connected to the input terminal portion 38b via the power supply wiring 51 and the ground wiring 52. The output terminal 38a is a concave space formed inside the connector 38, and the

accessory terminals

51a and 52a are fixed inside the output terminal 38 a. The input terminal 38b is a concave space formed inside the connector 38, and the

accessory terminals

51b, 52b, and 53b are fixed inside the input terminal 38 b.

The other end of the power supply wire 51 is attached to the accessory terminal 53 b. The accessory terminal 51a and the accessory terminal 51b are electrically connected to each other inside the connector 38 via an internal conductor. The accessory terminal 51a and the accessory terminal 51b may be integrally formed by a single metal member. The accessory terminal 52a and the accessory terminal 52b are electrically conducted to each other through the inner conductor inside the connector 38. The accessory terminal 52a and the accessory terminal 52b may be integrally formed by a single metal member. The other end of the grounding wire 52 is connected to an internal conductor (or a member integrally configured with the

accessory terminals

52a and 52 b) for conducting the accessory terminal 52a and the accessory terminal 52b to each other.

(vehicle side cable 60 and vehicle side connector 68)

The compressor 10 (fig. 1 and 2) is connected to the vehicle-side cable 60 via a vehicle-side connector 68. Referring to fig. 3, specifically, vehicle-side cable 60 extending from the vehicle body includes

power supply wires

61 and 63 and a grounding wire 62 (common ground line). One end of the power supply wiring 61, one end of the grounding wiring 62, and one end of the power supply wiring 63 are integrated with the vehicle-side connector 68. The other end of each of these wires is connected to an on-vehicle battery or the like, not shown.

The vehicle-side connector 68 is formed of an insulating resin material. The

accessory terminals

61c, 62c, 63c are fixed to the inside of the vehicle-side connector 68. One end of the power supply wire 61 is attached to the accessory terminal 61c, one end of the ground wire 62 is attached to the accessory terminal 62c, and one end of the power supply wire 63 is attached to the accessory terminal 63 c.

(connection of

connectors

38, 48 and vehicle-side connector 68)

By inserting the connector 48 into the output terminal portion 38a (arrow AR48), the connector 48 is connected to the output terminal portion 38a, and the connector 48 can be connected to the connector 38. The output terminal portion 38a is opened in a direction from the connector 38 toward the electromagnetic coil 21, and the cable 40 connected to the output terminal portion 38a is suppressed from being bent steeply (the cable 40 is excessively twisted). By inserting the vehicle-side connector 68 into the input terminal portion 38b (arrow AR68), the vehicle-side connector 68 is connected to the input terminal portion 38b, and the vehicle-side connector 68 can be connected to the connector 38. Thereby, the vehicle-side cable 60 is electrically connected to the cable 40 and the wiring member 50. The electromagnetic clutch 20 and the electromagnetic control valve 30 are energized from the vehicle side (the vehicle-side cable 60 side) via the input terminal portion 38b (the

accessory terminals

51b, 52b, and 53 b).

Specifically, the power supply wiring 61 provided in the vehicle-side cable 60 is electrically connected to the power supply-side end portion of the electromagnetic coil 21 via the

accessory terminals

61c, 51b, 51a, and 41a and the power supply wiring 41. The grounding wire 62 provided in the vehicle-side cable 60 is electrically connected to the grounding-side end portion of the electromagnetic coil 32 via the

metal terminals

62c, 52b and the grounding wire 52, and is electrically connected to the grounding-side end portion of the electromagnetic coil 21 via the

metal terminals

62c, 52b, 52a, 42a and the grounding wire 42. That is, both the grounding wire 42 and the grounding wire 52 are electrically connected to the grounding wire 62 provided on the vehicle-side connector 68. The power supply wiring 63 provided in the vehicle-side cable 60 is electrically connected to the power supply-side end of the electromagnetic coil 32 via the

accessory terminals

63c and 53b and the power supply wiring 51.

(operation of electromagnetic clutch 20)

When the electromagnetic coil 21 is energized, the stator 22 attracts the armature 24 by magnetic force, and the armature 24 moves against the elastic force of the elastic member 27 and abuts against the rotor 23. The power from the rotor 23 is transmitted to the armature 24, the hub 25, and the rotary shaft 6, and the armature 24, the hub 25, and the rotary shaft 6 rotate integrally with the rotor 23.

When the electromagnetic coil 21 is not energized, the armature 24 is separated from the rotor 23. The armature 24, the hub 25, and the rotary shaft 6 are cut away from the rotor 23. The power from the engine is not transmitted to the rotary shaft 6. The electromagnetic clutch 20 switches the connection and disconnection of power from an external drive source (e.g., an engine) to the rotary shaft 6 by the operation of the electromagnetic coil 21. By switching the connection and disconnection of power from the external drive source to the rotary shaft 6 by the electromagnetic clutch 20, the rotary shaft 6 and the compressor 10 can be driven at appropriate timing.

(operation of the solenoid-operated valve 30)

When current is supplied to the electromagnetic coil 32, an attractive force corresponding to the value of the current input to the electromagnetic coil 32 is generated between the fixed core 35 and the movable core 36. The suction force acts on the valve body 31 in a direction to close the valve hole 31 h. The suction pressure introduced from the suction chamber 5a to the pressure sensing chamber 33s through the passage 4a and the suction pressure introduction port 33a varies, and the bellows 33 is displaced in accordance with the variation of the suction pressure. The working force that displaces the bellows 33 is transmitted to the valve body 31.

The valve opening degree of the valve hole 31h defined by the valve body 31 is determined by a balance between the pressing force acting on the valve body 31 due to the excitation of the electromagnetic coil 32, the pressing force acting on the valve body 31 due to the fluctuation of the suction pressure in the pressure sensing chamber 33s, and the pressing force acting on the valve body 31 due to the opening spring 31 t. When the valve opening degree of the valve hole 31h is decreased, the flow rate of the refrigerant gas flowing from the discharge chamber 5b into the crank chamber 9 through the passage 4b, the valve chamber port 31b, the valve chamber 31s, the valve hole 31h, the control port 31c, and the passage 7c is decreased. The refrigerant gas in the crank chamber 9 is guided to the suction chamber 5a through the passage 7 a. The pressure in the crank chamber 9 decreases as the valve opening of the valve hole 31h decreases, and the inclination angle of the swash plate 7 is changed according to the differential pressure between the inside of the crank chamber 9 and the inside of the cylinder bore 1 a.

When the valve opening degree of the valve hole 31h is increased, the flow rate of the refrigerant gas flowing from the discharge chamber 5b into the crank chamber 9 through the passage 4b, the valve chamber port 31b, the valve chamber 31s, the valve hole 31h, the control port 31c, and the passage 7c increases. The pressure in the crank chamber 9 rises as the valve opening of the valve hole 31h increases, and the inclination angle of the swash plate 7 is changed according to the differential pressure between the inside of the crank chamber 9 and the inside of the cylinder bore 1 a. That is, the inclination angle of the swash plate 7 increases with a decrease in the internal pressure of the crank chamber 9, and the discharge capacity of the compressor 10 increases. The inclination angle of the swash plate 7 decreases with an increase in the internal pressure of the crank chamber 9, and the discharge capacity of the compressor 10 decreases.

The opening and closing operation of the electromagnetic control valve 30 changes according to the magnitude of the input current value to the electromagnetic coil 32. When the input current value to the electromagnetic coil 32 is large, the opening and closing operation is performed at a low suction pressure, and when the input current value to the electromagnetic coil 32 is small, the opening and closing operation is performed at a high suction pressure. The electromagnetic control valve 30 changes the inclination angle of the swash plate 7 by the operation of the electromagnetic coil 32 so as to maintain the set suction pressure, thereby adjusting the discharge capacity of the refrigerant gas of the compressor 10. As described above, the compressor 10 constitutes a refrigeration circuit of the vehicle together with an external circuit not shown, and can air-condition the vehicle interior and the like.

[ comparative example ]

The operation and effect of the compressor 10 in embodiment 1 will be described in comparison with the operation and effect of comparative examples 1 and 2 shown in fig. 4 and 5, respectively.

Comparative example 1

Fig. 4 is a diagram schematically showing a compressor 10Y in comparative example 1. The compressor 10Y in comparative example 1 includes a connector 48 integrated with the wiring member 40Y and a connector 38 integrated with the wiring member 50Y. Unlike the case of embodiment 1, a structure in which the connector 48 and the connector 38 are directly connected to each other is not adopted in the compressor 10Y. A vehicle-side connector 68a integrated with the vehicle-side cable 60a is connected to the connector 48, and a vehicle-side connector 68b integrated with the vehicle-side cable 60b is connected to the connector 38.

In the case of the compressor 10Y, the vehicle-side cable 60a for supplying power to the electromagnetic coil 21 and the vehicle-side cable 60b for supplying power to the electromagnetic coil 32 are disposed separately from each other. As the vehicle main body side, a total of 2 (2 bundles) of the vehicle-

side cables

60a and 60b need to be prepared. In the case of embodiment 1 described above, the total number of connectors used for connecting the compressor 10 to the vehicle body side is 3 in total of the

connectors

38 and 48 and the vehicle-side connector 68, and in the case of comparative example 1, the total number of

connectors

38 and 48 and the vehicle-

side connectors

68a and 68b is 4. In the case of employing the bracket for fixing the vehicle-

side cables

60a, 60b to the compressor 10Y, a total of 2 brackets for fixing the vehicle-side cable 60a and brackets for fixing the vehicle-side cable 60b may be required. In the case of embodiment 1 described above, the cable 40 can be fixed to the housing by 1 locking piece 80.

Comparative example 2

Fig. 5 is a diagram schematically showing a compressor 10Z in comparative example 2. The compressor 10Z in comparative example 2 includes the connector 48 integrated with the cable 40, the connector 38 integrated with the wiring member 50, the sub-harness 90, and the

connectors

90a and 90 b. Unlike the case of embodiment 1, a structure in which the connector 48 and the connector 38 are directly connected to each other is not adopted in the compressor 10Z. The connector 48 includes an output terminal portion 48a and an input terminal portion 48 b. A connector 90a integrated with one end of the sub-harness 90 is connected to the output terminal portion 48 a. The connector 90b integrated with the other end of the sub-harness 90 is connected to the connector 38. A vehicle-side connector 68 integrated with the vehicle-side cable 60 is connected to the input terminal portion 48b of the connector 48.

In the case of the compressor 10Z, unlike the case of the compressor 10Y in the above-described comparative example 1, 1 (1 bundle) of the vehicle-side cables 60 may be prepared as the vehicle main body side. However, in the case of the compressor 10Z, the number of components and the component cost increase compared to the case of embodiment 1 in that the sub-harness 90 is used. As the total number of connectors used for connecting the compressor 10Z to the vehicle body side, in the case of comparative example 2, the total number of

connectors

38, 48, 90a, 90b and the vehicle-side connector 68 is 5, and is larger than that (3) in the case of embodiment 1.

[ action and Effect of embodiment 1]

According to the compressor 10 in embodiment 1, the total number of connectors used for connecting the compressor 10 to the vehicle body side is 3, which is advantageous in that it can be reduced as compared with the cases of comparative examples 1 and 2. When embodiment 1 is compared with comparative example 1 (fig. 4), compressor 10 according to embodiment 1 is advantageous in that 1 (1 bundle) of vehicle-side cables 60 is prepared as the vehicle main body side. When embodiment 1 is compared with comparative example 2 (fig. 5), compressor 10 according to embodiment 1 has an advantage in that it does not include sub-harness 90 and the number of components and the component cost are small.

In the compressor 10 according to embodiment 1, the number of cables and connectors used for supplying current to the electromagnetic clutch 20 and the electromagnetic control valve 30 is smaller than those in the cases of comparative examples 1 and 2, and space saving can be achieved. Therefore, in the case of the compressor 10, the range in which peripheral equipment of the compressor 10 can be arranged can be easily expanded compared with the cases of comparative examples 1 and 2, and the mounting work of the compressor 10 on the vehicle body can be facilitated by saving space.

In the compressor 10 according to embodiment 1, the connector 38 is integrated with the electromagnetic control valve 30. Space saving is achieved compared to the case where the connector 38 is not integrated with the electromagnetic control valve 30 (for example, compared to the case where the connector 38 is provided separately from the resin portion 37). In particular, since the connector 38 is integrally provided on the resin portion 37, further space saving is achieved.

In the compressor 10 according to embodiment 1, both the grounding wire 52 (1 st grounding wire) and the grounding wire 42 (2 nd grounding wire) are electrically connected to the grounding wire 62 (common ground line) provided on the vehicle-side connector 68. According to this configuration, the compressor 10 can be connected to the vehicle body side by the vehicle-side cable 60 having 3 wires in total, i.e., the

power supply wires

61 and 63 and the grounding wire 62.

In the compressor 10 according to embodiment 1, the engaging piece 80 is provided on the outer surface of the housing (here, the front housing 3). The locking piece 80 is locked to the cable 40 to restrict the movement of the cable 40. By positioning the cable 40, high convenience (high workability) can be obtained at the time of transportation of the compressor 10 and the like.

[ embodiment 2]

A compressor 10A in embodiment 2 will be described with reference to fig. 6. Fig. 6 is an enlarged cross-sectional view of the electromagnetic control valve 30, the

connectors

38 and 48, and the like included in the compressor 10A. The

compressors

10 and 10A are different in the following respects.

In the compressor 10A according to embodiment 2, the grounding wire 52 on the electromagnetic control valve 30 side and the grounding wire 42 on the electromagnetic clutch 20 (see fig. 2) side are not electrically shared. The output terminal 38a has the

accessory terminals

51a, 52a fixed therein, and the input terminal 38b has the

accessory terminals

51b, 52b, 53b, 54b fixed therein. The

accessory terminals

61c, 62c, 63c, and 64c are fixed to the inside of the vehicle-side connector 68.

The power supply wiring 61 provided in the vehicle-side cable 60 is electrically connected to the power supply-side end portion of the electromagnetic coil 21 (fig. 2) via the

accessory terminals

61c, 51b, 51a, and 41a and the power supply wiring 41. The ground wiring 62 provided in the vehicle-side cable 60 is electrically connected to the ground-side end of the electromagnetic coil 21 (fig. 2) via the

accessory terminals

62c, 52b, 52a, and 42a and the ground wiring 42.

The power supply wiring 63 provided in the vehicle-side cable 60 is electrically connected to the power supply-side end of the electromagnetic coil 32 via the

accessory terminals

63c and 53b and the power supply wiring 51. The grounding wire 64 provided in the vehicle-side cable 60 is electrically connected to the grounding-side end of the electromagnetic coil 32 via the

accessory terminals

64c and 54b and the grounding wire 52.

As in the case of embodiment 1 described above, in the compressor 10A, cables and connectors used for supplying current to the electromagnetic clutch 20 (see fig. 2) and the electromagnetic control valve 30 are formed with a smaller number of parts than in the cases of comparative examples 1 and 2, and space saving is achieved. Therefore, even in the case of the compressor 10A, the range in which peripheral devices of the compressor 10A can be arranged can be easily enlarged as compared with the cases of comparative examples 1 and 2, and the mounting work of the compressor 10A on the vehicle body can be easily facilitated by saving space.

In embodiments 1 and 2, both the grounding wire 42 from the electromagnetic coil 21 and the grounding wire 52 from the electromagnetic coil 32 are connected to the vehicle-side cable 60, and the grounding is ensured by the vehicle-side cable 60. One or both of the

grounding wires

42 and 52 may be grounded without the vehicle-side cable 60. The

grounding wires

42 and 52 may be directly connected to a casing of the compressor, for example, and the grounding may be secured by the casing or the like. Even in the case of this configuration, the same operation and effects as described above can be obtained by employing the same connection method as that disclosed in embodiments 1 and 2 above for the power feeding wiring 41 and the power feeding wiring 51.

[ embodiment 3]

A compressor 10B in embodiment 3 will be described with reference to fig. 7. Fig. 7 is an enlarged cross-sectional view of the electromagnetic clutch 20, the electromagnetic control valve 30, the

connectors

38 and 48, and the like provided in the compressor 10B. The

compressors

10 and 10B are different in the following respects.

In the compressor 10B according to embodiment 3, the connector 48 functions as a "1 st connector having the input terminal portion 48B and the output terminal portion 48 a", and the connector 38 functions as a "2 nd connector connected to the output terminal portion 48 a". The electromagnetic clutch 20 functions as "one of the electromagnetic clutch 20 and the electromagnetic control valve 30", and the electromagnetic control valve 30 functions as "the other of the electromagnetic clutch 20 and the electromagnetic control valve 30".

(Wiring member 40B)

Specifically, the wiring member 40B is connected to the electromagnetic coil 21 of the electromagnetic clutch 20. Electric power from the outside (for example, an in-vehicle battery) is supplied to the electromagnetic coil 21 through the wiring member 40B. The wiring member 40B includes a power feeding wiring 41 (1 st power feeding wiring) and a grounding wiring 42 (1 st grounding wiring). A power feeding side end portion and a ground side end portion of the electromagnetic coil 21 are led out from the electromagnetic clutch 20. One end of the power supply wiring 41 is connected to the power supply side end of the electromagnetic coil 21 so as to be substantially non-detachable without a connector. One end of the grounding wire 42 is connected to the grounding-side end of the electromagnetic coil 21 so as to be substantially non-detachable without a connector.

The electromagnetic clutch 20 is integrally formed with the electromagnetic coil 21 by resin molding with a resin portion 47. The resin portion 47 is formed of an insulating resin material, and fixes the electromagnetic coil 21 by being integrated with the electromagnetic coil 21 and the stator 22. A portion of the power supply wire 41 on one end side (the electromagnetic coil 21 side) and a portion of the ground wire 42 on one end side (the electromagnetic coil 21 side) are sealed by a resin portion 47.

(connector 48)

In the present embodiment, the connector 48 is integrated with the electromagnetic clutch 20 and electrically connected to the electromagnetic clutch 20. Specifically, the connector 48 is disposed at a position away from the electromagnetic control valve 30, and the connector 48 is provided integrally with the electromagnetic coil 21 at a position on the opposite side of the resin portion 47 from the electromagnetic coil 21. The connector 48 is formed integrally with the resin portion 47 by the same member as the resin portion 47 integrated with the electromagnetic coil 21. In the present embodiment, the wiring member 40B is integrated with the connector 48. The portion of the power supply wiring 41 on the other end side and the portion of the ground wiring 42 on the other end side are integrated with the connector 48.

The connector 48 includes an output terminal portion 48a and an input terminal portion 48 b. The output terminal portion 48a can be electrically connected to the electromagnetic control valve 30 via the cable 50B, and the input terminal portion 48B can be connected to the vehicle-side connector 68. The electromagnetic coil 21 is connected to the input terminal portion 48b via the power feeding wiring 41 and the grounding wiring 42, and the electromagnetic coil 32 is electrically connected to the input terminal portion 48b via the power feeding wiring 51 and the grounding wiring 52. The output terminal 48a is a concave space formed inside the connector 48, and the

accessory terminals

51a and 52a are fixed inside the output terminal 48 a. The input terminal 48b is a concave space formed inside the connector 48, and the

accessory terminals

51b, 52b, and 53b are fixed inside the input terminal 48 b.

The other end of the power supply wire 41 is attached to the accessory terminal 53 b. The accessory terminal 51a and the accessory terminal 51b are electrically connected to each other inside the connector 48 by an internal conductor. The accessory terminal 51a and the accessory terminal 51b may be integrally formed by a single metal member. The accessory terminal 52a and the accessory terminal 52b are electrically conducted to each other through the inner conductor inside the connector 48. The accessory terminal 52a and the accessory terminal 52b may be integrally formed by a single metal member. The other end of the grounding wire 42 is connected to an internal conductor (or a member integrally configured with the

accessory terminals

(Cable 50B)

A cable 50B is connected to the solenoid 32 of the solenoid control valve 30. Electric power from the outside (for example, an in-vehicle battery) is supplied to the electromagnetic coil 32 through the cable 50B. The cable 50B has a length that can reach a position near the connector 48 from a portion of the cable 50B connected to the electromagnetic coil 32. The locking piece 80 (see fig. 1) may be provided on the outer surface of the front case 3, and the movement of the cable 50B may be restricted by the locking piece 80.

The cable 50B includes a power feeding wiring 51 (2 nd power feeding wiring) and a grounding wiring 52 (2 nd grounding wiring). One end of the power supply wiring 51 is connected to the power supply side end of the electromagnetic coil 32 so as to be substantially non-detachable without a connector. One end of the grounding wire 52 is connected to the grounding-side end of the electromagnetic coil 32 so as to be substantially non-detachable without a connector.

A resin portion 37 is integrally formed at the bottom of the housing tube 34 by resin molding. The resin portion 37 is formed of an insulating resin material, and is integrated with the bottom of the housing tube 34 to fix the electromagnetic coil 32. A portion of the power supply wire 51 on one end side (the electromagnetic coil 32 side) and a portion of the ground wire 52 on one end side (the electromagnetic coil 32 side) are sealed by the resin portion 37. The other end of the power supply wire 51 and the other end of the grounding wire 52 are led out from the resin portion 37 to the outside of the electromagnetic control valve 30, and are integrated with the connector 38.

(connector 38)

The connector 38 is a member provided separately from the electromagnetic control valve 30, and is connected to the electromagnetic control valve 30 (electromagnetic coil 32) via a cable 50B. The

fitting terminals

51t and 52t are fixed to the inside of the connector 38. The other end of the power supply wire 51 is attached to the accessory terminal 51t, and the other end of the grounding wire 52 is attached to the accessory terminal 52 t. Electric power from the outside (for example, an in-vehicle battery) is supplied to the electromagnetic coil 32 through the

accessory terminals

51t and 52t and the cable 50B (the power supply wiring 51 and the grounding wiring 52).

(vehicle side cable 60 and vehicle side connector 68)

The vehicle-side cable 60 extending from the vehicle body includes

power supply wires

61 and 63 and a grounding wire 62 (common ground wire). One end of the power supply wiring 61, one end of the grounding wiring 62, and one end of the power supply wiring 63 are integrated with the vehicle-side connector 68. The other end of each of these wires is connected to an on-vehicle battery or the like, not shown.

The vehicle-side connector 68 is formed of an insulating resin material. The

accessory terminals

(connection of

connectors

38, 48 and vehicle-side connector 68)

By inserting the connector 38 into the output terminal portion 48a, the connector 38 is connected to the output terminal portion 48a, and the connector 38 can be connected to the connector 48. By inserting the vehicle-side connector 68 into the input terminal portion 48b, the vehicle-side connector 68 is connected to the input terminal portion 48b, and the vehicle-side connector 68 can be connected to the connector 48. Thus, vehicle-side cable 60 is electrically connected to wiring member 40B and cable 50B. The electromagnetic clutch 20 and the electromagnetic control valve 30 are energized from the vehicle side (the vehicle-side cable 60 side) via the input terminal portion 48b (the

accessory terminals

51b, 52b, and 53 b).

Specifically, the power supply wiring 61 provided in the vehicle-side cable 60 is electrically connected to the power supply-side end portion of the electromagnetic coil 32 via the

accessory terminals

61c, 51b, 51a, and 51t and the power supply wiring 51. The grounding wire 62 provided in the vehicle-side cable 60 is electrically connected to the grounding-side end portion of the electromagnetic coil 21 via the

metal terminals

62c, 52b and the grounding wire 42, and is electrically connected to the grounding-side end portion of the electromagnetic coil 32 via the

metal terminals

62c, 52b, 52a, 52t and the grounding wire 52. That is, both the grounding wire 42 and the grounding wire 52 are electrically connected to the grounding wire 62 provided on the vehicle-side connector 68. The power supply wiring 63 provided in the vehicle-side cable 60 is electrically connected to the power supply-side end of the electromagnetic coil 21 via the

accessory terminals

63c and 53b and the power supply wiring 41.

With the compressor 10B in embodiment 3, the total number of connectors used for connecting the compressor 10B to the vehicle body side is also 3, which is advantageous in that it can be reduced as compared with the cases of comparative examples 1 and 2. When embodiment 3 is compared with comparative example 1 (fig. 4), compressor 10B according to embodiment 3 is advantageous in that 1 (1 bundle) of vehicle-side cables 60 is prepared as the vehicle main body side. When embodiment 3 is compared with comparative example 2 (fig. 5), compressor 10B according to embodiment 3 has an advantage in that it does not include sub-harness 90 and the number of components and the component cost are small.

In the compressor 10B according to embodiment 3, the number of cables and connectors used to supply current to the electromagnetic clutch 20 and the electromagnetic control valve 30 is smaller than in the case of comparative examples 1 and 2, and space saving can be achieved. Therefore, even in the case of the compressor 10B, the range in which peripheral devices of the compressor 10B can be arranged can be easily expanded as compared with the cases of comparative examples 1 and 2, and the mounting work of the compressor 10B to the vehicle body can be facilitated by saving space.

In the compressor 10B according to embodiment 3, the connector 48 is integrated with the electromagnetic clutch 20. Space saving is achieved compared to the case where the connector 48 is not integrated with the electromagnetic clutch 20 (for example, compared to the case where the connector 48 is provided separately from the resin portion 47). In particular, since the connector 48 is integrally provided on the resin portion 47, further space saving is achieved.

In the compressor 10B according to embodiment 3, both the grounding wire 42 (1 st grounding wire) and the grounding wire 52 (2 nd grounding wire) are electrically connected to the grounding wire 62 (common ground line) provided in the vehicle-side cable 60. The compressor 10B can be connected to the vehicle body side by a vehicle-side cable 60 having 3 lines in total, i.e.,

power supply lines

61 and 63 and a ground line 62.

In the compressor 10B according to embodiment 3, the engaging piece 80 (fig. 1) is also provided on the outer surface of the casing (here, the front casing 3). The locking piece 80 is locked to the cable 50B to restrict the movement of the cable 50B. By positioning the cable 50B, high convenience (high workability) can be obtained at the time of transportation of the compressor 10B and the like.

[ other embodiments ]

In each of the above embodiments, the crank chamber 9 and the suction chamber 5a are connected to each other by the passage 7a, and the refrigerant gas in the crank chamber 9 is guided to the suction chamber 5a by the passage 7a (also referred to as a suction passage). The refrigerant gas in the discharge chamber 5b is guided to the crank chamber 9 through

passages

4b and 7c (also referred to as an intake passage). In embodiment 1 described above, the electromagnetic control valve 30 opens and closes the air supply passage, but the electromagnetic control valve 30 may be configured to open and close the passage 7a (air extraction passage). Even in the case of this configuration, the same operation and effect as those of the above-described embodiments can be obtained.

While the embodiments have been described above, the above disclosure is in all aspects illustrative and not restrictive. The technical scope of the present invention is defined by the claims, and all changes that come within the meaning and range of equivalency of the claims are intended to be embraced therein.

Description of the reference symbols

1 cylinder block, 1a cylinder bore, 1B piston, 1c compression chamber, 1h, 3h shaft hole, 2 valve unit, 3 front housing, 3a protrusion, 4a, 4B, 7a, 7c passage, 5 rear housing, 5a suction chamber, 5B discharge chamber, 5c suction port, 5d discharge port, 5e housing hole, 6 rotation shaft, 6a circlip, 7 swash plate, 7d link mechanism, 7e, 7f shoe, 8a tilt angle reducing spring, 8B return spring, 9 crank chamber, 9a lip seal, 9B, 9c, 9e, 26 bearing, 9f lug plate, 10A, 10B, 10Y, 10Z compressor, 20 electromagnetic clutch, 21, 32 electromagnetic coil, 22 stator, 23 rotor, 24 armature, 25 hub, 27 elastic member, 30 electromagnetic control valve, 31 spool, 31B valve chamber port, 31c control port, 31h, 31s, 31t valve chamber opening spring, 33 bellows, 33a suction pressure inlet port, 33s pressure sensing chamber, 33t spring, 34 housing tube, 35 fixed core, 36 movable core, 36t following spring, 37, 47 resin portion, 38, 48, 90a, 90B connector, 38a, 48a output terminal portion, 38B, 48B input terminal portion, 40, 50B cable, 40B, 40Y, 50Y wiring member, 41, 51 power supply wiring, 41a, 42a, 51B, 51t, 52a, 52B, 52t, 53B, 54B, 61c, 62c, 63c, 64c accessory terminal, 42, 52, 62, 64 grounding wiring, 60a, 60B vehicle side cable, 61, 63 power supply wiring, 68a, 68B vehicle side connector, 80 locking piece, 90 sub wiring harness.

Claims

1. A variable displacement compressor for a vehicle, comprising:

a rotating shaft that rotates by receiving power from an external drive source;

an electromagnetic clutch having a 1 st electromagnetic coil, wherein the connection and disconnection of the power from the external drive source to the rotary shaft is switched by the operation of the 1 st electromagnetic coil;

a solenoid control valve having a 2 nd solenoid, the discharge capacity of the variable capacity compressor for a vehicle being controlled by the operation of the 2 nd solenoid;

a 1 st connector having an input terminal portion and an output terminal portion, the input terminal portion being integrated with and electrically connected to one of the electromagnetic clutch and the electromagnetic control valve and being disposed at a position away from the other of the electromagnetic clutch and the electromagnetic control valve, the input terminal portion being connectable to a vehicle-side connector, the output terminal portion being electrically connectable to the other of the electromagnetic clutch and the electromagnetic control valve; and

a 2 nd connector provided separately from the other connector, connected to the other connector via a cable, and connected to the output terminal portion of the 1 st connector,

the electromagnetic clutch and the electromagnetic control valve are energized from the vehicle side through the input terminal unit.

2. The variable capacity type compressor for a vehicle according to claim 1,

said 1 st connector is integral with said solenoid control valve,

the electromagnetic control valve has a resin portion formed by resin molding and fixing the 2 nd electromagnetic coil,

the 1 st connector is provided integrally with the resin portion.

3. The variable capacity type compressor for a vehicle according to claim 2,

the 2 nd electromagnetic coil is connected to the input terminal portion via a 1 st power feeding wire and a 1 st grounding wire,

the cable includes a 2 nd power feeding wiring and a 2 nd grounding wiring,

the 1 st electromagnetic coil is electrically connected to the input terminal section via the 2 nd power supply wiring and the 2 nd ground wiring,

the 1 st grounding wire and the 2 nd grounding wire are both electrically connected to a common grounding line provided on the vehicle-side connector.

4. The variable capacity type compressor for a vehicle according to claim 1,

the 1 st connector is integrated with the electromagnetic clutch,

the electromagnetic clutch has a resin portion formed by resin molding and fixing the 1 st electromagnetic coil,

the 1 st connector is provided integrally with the resin portion.

5. The variable capacity type compressor for a vehicle according to claim 4,

the 1 st electromagnetic coil is connected to the input terminal portion via a 1 st power feeding wire and a 1 st grounding wire,

the cable includes a 2 nd power feeding wiring and a 2 nd grounding wiring,

the 2 nd electromagnetic coil is electrically connected to the input terminal section via the 2 nd power supply wiring and the 2 nd ground wiring,

6. The variable capacity type compressor for a vehicle according to any one of claims 1 to 5,

a locking piece for limiting the movement of the cable by locking the cable is provided on the outer surface of a housing for accommodating the rotating shaft.