EP1172557A2 - Compresseur à plateau en biais - Google Patents

Compresseur à plateau en biais Download PDF

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Publication number
EP1172557A2
EP1172557A2 EP01117137A EP01117137A EP1172557A2 EP 1172557 A2 EP1172557 A2 EP 1172557A2 EP 01117137 A EP01117137 A EP 01117137A EP 01117137 A EP01117137 A EP 01117137A EP 1172557 A2 EP1172557 A2 EP 1172557A2
Authority
EP
European Patent Office
Prior art keywords
chamber
oil
seal
rotary shaft
compressor
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP01117137A
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German (de)
English (en)
Inventor
Takeshi Yamada
Takayuki Imai
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Toyota Industries Corp
Original Assignee
Toyota Industries Corp
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Toyota Industries Corp filed Critical Toyota Industries Corp
Publication of EP1172557A2 publication Critical patent/EP1172557A2/fr
Withdrawn legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
    • F04B—POSITIVE-DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS
    • F04B27/00—Multi-cylinder pumps specially adapted for elastic fluids and characterised by number or arrangement of cylinders
    • F04B27/08—Multi-cylinder pumps specially adapted for elastic fluids and characterised by number or arrangement of cylinders having cylinders coaxial with, or parallel or inclined to, main shaft axis
    • F04B27/10—Multi-cylinder pumps specially adapted for elastic fluids and characterised by number or arrangement of cylinders having cylinders coaxial with, or parallel or inclined to, main shaft axis having stationary cylinders
    • F04B27/1036—Component parts, details, e.g. sealings, lubrication
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
    • F04B—POSITIVE-DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS
    • F04B27/00—Multi-cylinder pumps specially adapted for elastic fluids and characterised by number or arrangement of cylinders
    • F04B27/08—Multi-cylinder pumps specially adapted for elastic fluids and characterised by number or arrangement of cylinders having cylinders coaxial with, or parallel or inclined to, main shaft axis
    • F04B27/10—Multi-cylinder pumps specially adapted for elastic fluids and characterised by number or arrangement of cylinders having cylinders coaxial with, or parallel or inclined to, main shaft axis having stationary cylinders
    • F04B27/1036—Component parts, details, e.g. sealings, lubrication
    • F04B27/109—Lubrication

Definitions

  • the present invention relates to compressors provided with a seal mechanism that prevents refrigerant gas from leaking from a housing to the exterior of the housing along a rotary shaft.
  • Fig. 7 shows a prior art variable displacement compressor, which is described in Japanese Unexamined Patent Publication No. 11-241681.
  • the compressor includes a housing that has a front housing member 71, a cylinder block 72, and a rear housing member 73.
  • the front housing member 71 is securely coupled with the cylinder block 72, and the cylinder block 72 is securely coupled with the rear housing member 73.
  • the housing rotationally supports a rotary shaft 74 through a pair of radial bearings, or a first radial bearing 75 and a second radial bearing 76.
  • a front end of the rotary shaft 74 projects from the front housing member 71.
  • a shaft seal 78 is fitted around the front end of the rotary shaft 74, thus preventing refrigerant gas from leaking from a crank chamber 77 to the exterior of the compressor.
  • the refrigerant gas contains lubricant oil in the form of mist.
  • the lubricant oil lubricates movable portions of the radial bearings 75, 76, which slide along the rotary shaft 74.
  • a depressurizing passage 79 is formed in the rotary shaft 74.
  • An inlet 79a of the depressurizing passage 79 is formed in the rotary shaft 74 at a position between the first radial bearing 75 and the shaft seal 78.
  • the inlet 79a extends in a radial direction of the rotary shaft 74 and is connected to an oil chamber 80.
  • An outlet 79b of the depressurizing passage 79 forms an opening in a rear end of the rotary shaft 74.
  • a fan 81 is attached to the rear end of the rotary shaft 74.
  • the fan 81 rotates integrally with the rotary shaft 74, thus sending refrigerant gas from the depressurizing passage 79 to the exterior of the depressurizing passage 79 through the outlet 79b.
  • the refrigerant gas then flows to the crank chamber 77 through a clearance formed by the second radial bearing 76.
  • the oil chamber 80 is connected to the crank chamber 77 through a clearance formed by the first radial bearing 75 and a clearance formed by a thrust bearing 82. Refrigerant gas thus flows from the crank chamber 77 to the oil chamber 80 through the clearances.
  • the fan 81 rotates to draw some refrigerant gas from the crank chamber 77 to the depressurizing passage 79 through the clearance of the first radial bearing 75 and the clearance of the thrust bearing 82.
  • the refrigerant gas is then discharged from the depressurizing passage 79.
  • some of the refrigerant gas is recirculated to the crank chamber 77 through the clearance of the second radial bearing 76. This sufficiently lubricates the first and second radial bearings 75, 76 and the shaft seal 78.
  • the fan 81 complicates the configuration of the compressor.
  • crank chamber 77 some refrigerant gas flows from the crank chamber 77 to the oil chamber 80 through a hole in which the rotary shaft 74 is received and the clearance formed by the first radial bearing 75. That is, the hole and the clearance connect the crank chamber 77 to the oil chamber 80.
  • the variable displacement compressor includes a drive plate 83.
  • the drive plate 83 is inclined at an angle altered in relation to the pressure in the crank chamber 77 and the pressure in a suction chamber, or suction pressure, which both act on a piston 84.
  • the pressure in the crank chamber 77 is thus adjusted to change the stroke of the piston 84.
  • This varies the compressor displacement.
  • the crank chamber 77 is connected to the oil chamber 80, the compressor displacement is not varied as desired.
  • carbon dioxide is used as refrigerant
  • the pressure in the compressor is greatly increased as compared to a case in which chlorofluorocarbon is used as refrigerant. This increases the load that acts on the first and second radial bearings 75, 76 and the shaft seal 78, thus requiring an increased lubrication.
  • Japanese Unexamined Patent Publication No. 6-66252 describes a swash plate type variable displacement compressor with double-headed pistons.
  • the compressor includes a seal mechanism that is located near a front end of the compressor.
  • a decompressing state When a front side of a double-headed piston does not compress refrigerant gas, which is referred to as “a decompressing state", lubricant oil must be supplied to the seal mechanism.
  • refrigerant gas flows from the suction chamber to a chamber that accommodates the seal mechanism, thus lubricating the seal mechanism.
  • this structure is applicable only to swash plate type variable displacement compressors that have double-headed pistons.
  • the structure is inapplicable to single-headed piston type variable displacement compressors.
  • the present invention provides following a compressor.
  • the compressor has a housing, which has a suction pressure zone, and a crank chamber.
  • a cylinder bore is formed in the housing.
  • a rotary shaft has a front end portion and a rear end portion. The rotary shaft is supported by the housing such that the front end portion of the rotary shaft protrudes from the housing.
  • a piston is accommodated in the cylinder bore.
  • a swash plate is accommodated in the crank chamber and is connected to the piston such that rotation of the rotary shaft is converted to reciprocation of the piston.
  • An oil chamber is located in the housing near the front end portion of the rotary shaft. The oil chamber has an inlet and an outlet. The outlet connects to the suction pressure zone.
  • a seal mechanism seals the oil chamber.
  • a seal seals between the oil chamber and the crank chamber.
  • the compressor includes a housing that has a cylinder block 11, a front housing member 12, and a rear housing member 13.
  • the front housing member 12 and the rear housing member 13 are coupled to the cylinder block 11 through a plurality of bolts (only one is shown).
  • the front housing member 12 and the cylinder block 11 form a crank chamber 12a.
  • the cylinder block 11 and the front housing member 12 rotationally support a rotary shaft 14 through a first radial bearing 15 and a second radial bearing 16. More specifically, the first radial bearing 15 is received in a through hole 12b that extends through the front housing member 12, thus supporting the rotary shaft 14.
  • the second radial bearing 16 is received in a through hole that extends through the cylinder block 11, thus supporting the rotary shaft 14.
  • a circular lug plate 17 is secured to the rotary shaft 14 in the crank chamber 12a.
  • a pair of support arms 17a project from an outer circumferential portion of the lug plate 17.
  • a guide hole 17b extends through each support arm 17a.
  • the rotary shaft 14 supports a swash plate 18, which functions as a drive plate.
  • the swash plate 18 inclines with respect to the rotary shaft 14 and axially slides along the rotary shaft 14.
  • a connector 18a projects from the swash plate 18.
  • a pair of guide pins 19 are attached to a distal end of the connector 18a.
  • Each guide pin 19 is fitted in the associated guide hole 17b.
  • the lug plate 17 guides the swash plate 18 to slide along the rotary shaft 14 through the guide pins 19 fitted in the associated guide holes 17b.
  • the swash plate 18 is allowed to incline with respect to the rotary shaft 14, axially move along the rotary shaft 14, and rotate integrally with the rotary shaft 14 by the fitting contact between the guide pins 19 and the guide holes 17b, and between the rotary shaft 14 and the swash plate 18.
  • a plurality of cylinder bores 11a are formed in the cylinder block 11.
  • a single-headed piston 20 is accommodated in each cylinder bore 11a.
  • Each piston 20 forms a compression chamber 11b in the associated cylinder bore 11a.
  • a head 20a of each piston 20 is operationally connected to the swash plate 18 through a pair of shoes 21. When the swash plate 18 rotates in the crank chamber 12a, the rotation of the swash plate 18 is converted to reciprocation of each piston 20 through the associated shoes 21. The piston 20 thus moves in the associated cylinder bore 11a.
  • a suction chamber 13a and a discharge chamber 13b are formed in the rear housing member 13.
  • a valve plate assembly 50 is located between the cylinder block 11 and the rear housing member 13.
  • the valve plate assembly 50 includes a main plate 22, a first sub-plate 23, and a second sub-plate 24.
  • a plurality of suction ports 22a and a plurality of discharge ports 22b are formed in the main plate 22 at positions corresponding to the associated cylinder bores 11a.
  • Each suction port 22a is selectively opened and closed by a corresponding suction valve 23a that is formed in the first sub-plate 23.
  • Each discharge port 22b is selectively opened and closed by a corresponding discharge valve 24a that is formed in the second sub-plate 24.
  • the opening size of the discharge valve 24a is restricted by a retainer 24b.
  • each piston 20 is altered in accordance with the difference between the pressure in the crank chamber 12a and the pressure in the compression chamber 11b, or the difference between the pressure in the crank chamber 12a and the suction pressure of the compressor.
  • the inclination angle of the swash plate 18 is altered in relation to the pressure in the crank chamber 12a. If the pressure in the crank chamber 12a increases, the inclination angle of the swash plate 18 decreases, thus reducing the compressor displacement. In contrast, if the pressure in the crank chamber 12a decreases, the inclination angle of the swash plate 18 increases, thus raising the compressor displacement.
  • a control valve 25 is located in the rear housing member 13.
  • the control valve 25 adjusts the amount of the refrigerant gas that flows from the discharge chamber 13b to the crank chamber 12a.
  • the refrigerant gas in the crank chamber 12a is supplied to the suction chamber 13a through a bleeding passage 26 that has a restrictor.
  • the pressure in the crank chamber 12a is thus varied in relation to the amount of the refrigerant gas that flows from the crank chamber 12a to the suction chamber 13a through the bleeding passage 26, as well as the amount of the refrigerant gas that flows from the discharge chamber 13b to the crank chamber 12a, which is controlled by the control valve 25.
  • the suction chamber 13a is connected to the discharge chamber 13b through an external refrigerant circuit 27, which includes a first line 27a and a second line 27b.
  • An oil separator 28 is located in the first line 27a of the external refrigerant circuit 27.
  • the oil separator 28 incorporates a separating cylinder. Refrigerant gas is introduced to the oil separator 28 and is circulated around the separating cylinder. This causes centrifugal force that acts to separate lubricant oil from refrigerant gas.
  • the separated lubricant oil is collected in a lower portion of the separator 28, as viewed in a state in which the compressor is installed in the vehicle.
  • the through hole 12b which is formed in the front housing member 12, includes an oil chamber 29.
  • a first seal mechanism 30 and a second seal mechanism 31 are located between the inner wall of the through hole 12b and the outer side of the rotary shaft 14.
  • the first seal mechanism 30 and the second seal mechanism 31 serve to seal the oil chamber 29 to prevent the refrigerant gas from leaking to the outside of the housing.
  • the first seal mechanism 30 includes a seal ring 30a that abuts against the inner wall of the through hole 12b.
  • a support ring 30b supports the seal ring 30a.
  • the second seal mechanism 31 contacts a facing side of the support ring 30b.
  • the second seal mechanism 31 has a ring that rotates integrally with the rotary shaft 14.
  • a seal 32 is located between the second seal mechanism 31 and the first radial bearing 15.
  • the seal 32 isolates the oil chamber 29 from the crank chamber 12a.
  • the material of the seal 32 is, for example, rubber or fluorine contained resin.
  • the seal 32 is a ring type that has a substantially C-shaped cross-section. The seal 32 abuts against the inner wall of the through hole 12b and the outer side of the rotary shaft 14. More specifically, the oil chamber 29 is formed by the first seal mechanism 30, the second seal mechanism 31, and the seal 32, which are located in the through hole 12b.
  • the seal 32 axially moves along the rotary shaft 14, and the movement is restricted by a step (not shown).
  • the oil chamber 29 has an inlet 29a and an outlet 29b.
  • the inlet 29a is connected to a supply passage 33.
  • the supply passage 33 has an end that opens to the oil chamber 29.
  • the outlet 29b is connected to a discharge passage 34.
  • the discharge passage 34 has an end that opens to the oil chamber 29.
  • the supply passage 33 is connected to the lower end of the oil separator 28 through a first pipe 35.
  • the discharge passage 34 is connected to the second line 27b of the external refrigerant circuit 27 through a second pipe 36.
  • the swash plate 18 When the rotary shaft 14 is rotated, the swash plate 18 is rotated integrally with the rotary shaft 14 through the lug plate 17. The rotation of the swash plate 18 is converted to the reciprocation of each piston 20 through the associated shoes 21. Accordingly, refrigerant gas flows from the external refrigerant circuit 27 to the suction chamber 13a. The refrigerant gas is then supplied to the compression chamber 11b of each piston 20 through the associated suction port 22a. When the piston 20 is moved from the bottom dead center to the top dead center, the refrigerant gas in the compression chamber 11b is compressed to a predetermined pressure. The refrigerant gas is then discharged to the discharge chamber 13b through the associated discharge port 22b. Subsequently, the refrigerant gas is returned from the discharge chamber 13b to the external refrigerant circuit 27 through a discharge line.
  • a controller (not shown) controls the opening size of the control valve 25 in relation to the cooling load required for the compressor.
  • the amount of the refrigerant gas that flows from the discharge chamber 13b to the crank chamber 12a is thus altered. If the cooling load is relatively large, the amount of the refrigerant gas that flows from the discharge chamber 13b to the crank chamber 12a is decreased. This reduces the pressure in the crank chamber 12a, thus inclining the swash plate 18 toward a maximum inclination angle. Accordingly, the stroke of each piston 20 is increased to raise the compressor displacement. In contrast, if the cooling load is relatively small, the amount of the refrigerant gas that flows from the discharge chamber 13b to the crank chamber 12a is increased. This raises the pressure in the crank chamber 12a, thus inclining the swash plate 18 toward a minimum inclination angle. Accordingly, the stroke of each piston 20 is decreased to lower the compressor displacement.
  • the refrigerant gas that is returned from the discharge chamber 13b to the external refrigerant circuit 27 passes through the oil separator 28.
  • the oil separator 28 separates lubricant oil from the refrigerant gas.
  • the refrigerant gas is then supplied to a condenser.
  • the separated lubricant oil enters the supply passage 33 through the first pipe 35 and then flows to the oil chamber 29.
  • the lubricant oil then enters the discharge passage 34 and flows to the second line 27b of the external refrigerant circuit 27 through the second pipe 36.
  • the first embodiment has the following advantages.
  • the seal 32 isolates the oil chamber 29 from the crank chamber 12a, thus preventing refrigerant gas from leaking from the crank chamber 12a to the oil chamber 29. Accordingly, the pressure in the crank chamber 12a is optimally adjusted to a preferred value. As a result, the inclination angle of the swash plate 18 is controlled accurately and smoothly.
  • the oil chamber 29 is sealed by the first seal mechanism 30, the second seal mechanism 31, and the seal 32.
  • the oil chamber 29 is constantly supplied with lubricant oil, which is separated from refrigerant gas by the oil separator 28.
  • lubricant oil is reliably supplied to the movable portions of the first and second seal mechanism 30, 31 and the seal 32. This structure increases lubrication of the first and second seal mechanism 30, 31 and the seal 32, thus prolonging their lives.
  • lubricant oil is supplied to the oil chamber in the form of mist, as dispersed in refrigerant gas.
  • the oil separator 28 separates lubricant oil from refrigerant gas.
  • the separated lubricant oil is supplied to the oil chamber 29 in the form of liquid. This increases the amount of the lubricant oil supplied to the oil chamber 29, thus optimizing the lubrication of the first and second seal mechanisms 30, 31.
  • the seal 32 isolates the oil chamber 29 from the crank chamber 12a.
  • the pressure in the oil chamber 29 remains thus lower than the pressure in the crank chamber 12a.
  • This structure decreases the load that acts on the first and second seal mechanisms 30, 31, thus prolonging life of each seal mechanism 30, 31.
  • the refrigerant gas in the crank chamber 12a which is relatively hot, does not enter the oil chamber 29.
  • the temperature in the oil chamber 29 does not rise. This improves durability of each seal mechanism 30, 31.
  • the outlet 29b of the oil chamber 29 is located upward from the axis of the rotary shaft 14, when the compressor is installed in the vehicle.
  • the lubricant oil that is retained in the oil chamber 29 thus constantly lubricates the rotary shaft 14. Accordingly, the first and second seal mechanisms 30, 31 are always sufficiently lubricated, and the durability of each seal mechanism 30, 31 is further improved.
  • pressure produced by the refrigerant in the compressor is ten or more times as high as pressure caused by chlorofluorocarbon in the compressor.
  • the seal 32 which maintains the pressure in the oil chamber 29 at a relatively low level, is further advantageous.
  • the oil chamber 29 is connected to the oil separator 28 through the first pipe 35.
  • the oil chamber 29 is also connected to the second line 27b of the external refrigerant circuit 27 through the second pipe 36.
  • the circuit in which lubricant oil flows is thus simply configured.
  • oil separator 28 Since the oil separator 28 is located in the exterior of the compressor, it is easy to replace.
  • the second embodiment is different from the first embodiment in that the oil separator 28 is located in the interior of the compressor.
  • the oil separator 28 which is described in United States Patent No. 6,015,269 (Japanese Unexamined Patent Publication No. 10-281060), is used in this embodiment.
  • the oil separator 28 of the second embodiment is accommodated in the rear housing member 13.
  • the oil separator 28 incorporates the oil separating cylinder 28a.
  • refrigerant gas is circulated around the separating cylinder 28a, lubricant oil is separated from the refrigerant gas.
  • the refrigerant gas then flows from the oil separator 28 to the discharge chamber 13b.
  • the oil separator 28 is connected to the inlet 29a of the oil chamber 29 through a first passage 37 and the supply passage 33.
  • the first passage 37 extends through the rear housing member 13, the cylinder block 11, and the front housing member 12.
  • the supply passage 33 is formed in the front housing member 12.
  • the outlet 29b of the oil chamber 29 is connected to the suction chamber 13a through a second passage 38 and the discharge passage 34.
  • the second passage 38 extends through the rear housing member 13, the cylinder block 11, and the front housing member 12.
  • the discharge passage 34 is formed in the front housing member 12.
  • the second embodiment has the following advantage, in addition to the advantages of the first embodiment.
  • the oil separator 28 is accommodated in the rear housing member 13. After the oil separator 28 separates lubricant oil from refrigerant gas, the lubricant oil enters the supply passage 33 through the first passage 37, thus flowing to the oil chamber 29. The lubricant oil then enters the discharge passage 34 and is returned to the suction chamber 13a through the second passage 38.
  • the passages 33, 34, 37, 38 are all formed in the wall of the compressor housing, which includes the front housing member 12, the cylinder block 11, and the rear housing member 13. It is thus unnecessary to locate any passages in the exterior of the compressor. Accordingly, the compressor is easy to handle.
  • a third embodiment of the present invention will hereafter be described with reference to Fig. 3.
  • the second line 27b, the first pipe 35, the supply passage 33, the discharge passage 34, the second pipe 36 and suction chamber 13a form a suction pressure zone, or a low pressure zone, which is exposed to a relatively low pressure.
  • the third embodiment is different from the first and second embodiments in that refrigerant gas is supplied from the suction pressure zone to the oil chamber 29 without separating lubricant oil from the refrigerant gas. The refrigerant gas is then returned to the suction pressure zone.
  • an end of the first pipe 35 is connected to the second line 27b of the external refrigerant circuit 27, and the other is connected to the supply passage 33.
  • the first pipe 35 has a branch 35a, and the branch 35a is connected to the discharge passage 34 through the second pipe 36.
  • the refrigerant gas supplied from the suction pressure zone to the oil chamber 29 contains lubricant oil in the form of mist.
  • the lubricant oil thus optimally lubricates the first and second seal mechanisms 30, 31.
  • the oil chamber 29 is constantly supplied with relatively cool refrigerant. This suppresses heating of the first and second seal mechanisms 30, 31, thus increasing the durability of each seal mechanism 30, 31.
  • the fourth embodiment is different from the first and second embodiments in that an accumulator 39, instead of the oil separator 28, is located in the external refrigerant circuit 27.
  • the external refrigerant circuit 27 includes the first line 27a , the second line 27b which located at the upper stream side of the accumulator 39, and a third line 27c which located at the lower stream side of the accumulator 39.
  • the accumulator 39 is located in the external refrigerant circuit 27.
  • the accumulator 39 prevents refrigerant liquid from entering the suction chamber 13a. That is, the accumulator 39 separates refrigerant liquid and lubricant oil from refrigerant gas. The lubricant oil is then separated from the refrigerant liquid and is accumulated in a lower portion of the accumulator 39, as viewed in a state in which the compressor is installed in the vehicle.
  • lubricant oil remains contained in refrigerant gas and is supplied to the suction chamber 13a, together with the refrigerant gas.
  • the lower portion of the accumulator 39 is connected to the supply passage 33 through the first pipe 35.
  • the discharge passage 34 is connected to the third line 27c of the external refrigerant circuit 27 through the second pipe 36.
  • the fourth embodiment has the following advantage, in addition to the advantages of the first embodiment.
  • the temperature of the lubricant oil separated from the refrigerant gas by the accumulator 39 is relatively low. Since the lubricant oil is supplied to the oil chamber 29, the movable portions of the first and second seal mechanisms 30, 31, which are located in the oil chamber 29, are sufficiently cooled. This sufficiently suppresses heating of the first and second seal mechanisms 30, 31.
  • a fifth embodiment of the present invention will hereafter be described with reference to Fig. 5.
  • the fifth embodiment is different from the second embodiment in that a part of the refrigerant path is formed in the rotary shaft 14.
  • the suction chamber 13a is formed in the middle of the rear housing member 13.
  • the discharge chamber 13b is formed around the suction chamber 13a and is located radially outward from the suction chamber 13a.
  • An accommodating recess 40 is formed in the cylinder block 11 and receives the rear end of the rotary shaft 14.
  • the accommodating recess 40 is connected to the suction chamber 13a through a communication hole 41 that extends through the valve plate assembly 50.
  • a seal 42 is located between the inner wall of the accommodation recess 40 and the outer side of the rotary shaft 14.
  • a communication passage 43 is formed in the rotary shaft 14 and connects the accommodating recess 40 to the oil chamber 29.
  • the communication passage 43 thus has an opening to the oil chamber 29.
  • the opening corresponds to the inlet 29a of the oil chamber 29.
  • a lip seal 44 or a seal mechanism, is located between the outer side of the front end of the rotary shaft 14 and the inner wall of the front housing member 12.
  • some refrigerant flows from the suction chamber 13a to the oil chamber 29 through the communication passage 43.
  • the refrigerant then enters the discharge passage 34 and is returned to the suction chamber 13a through a passage 38 that is formed in the wall of the compressor housing. That is, refrigerant circulates only in the compressor, and it is unnecessary to install a refrigerant passage in the exterior of the compressor.
  • the seal 32 does not necessarily have to be a ring type that has a C-shaped cross-sectional shape.
  • the seal 32 in a sixth embodiment shown in Fig. 6(a), the seal 32 is a ring type that has an L-shaped cross section.
  • the seal 32 of this embodiment is formed of polytetrafluoroethylene (PTFE).
  • PTFE polytetrafluoroethylene
  • the seal 32 in a seventh embodiment shown in Fig. 6(b), the seal 32 is an oil seal type.
  • the seal 42 which is shown in Fig. 5, may be a ring type that has a C-shaped or square-shaped cross section.
  • the seal 42 may be an oil seal type.
  • a lip seal may be used in embodiments other than the fifth embodiment, which is shown in Fig. 5.
  • the second pipe 36 may be replaced by the passage 38, which is formed in the wall of the compressor housing. In this case, refrigerant or lubricant oil is returned to the suction chamber 13a through the passage 38.
  • the second pipe 36 may be connected directly to the suction chamber 13a, instead of being connected to the suction chamber 13a through the second line 27b of the external refrigerant circuit 27.
  • the outlet 29b of the oil chamber 29 is located in an upper section of the oil chamber 29, as viewed in a state in which the compressor is installed in the vehicle.
  • the outlet 29b may be located in a lower section of the oil chamber 29.
  • the seal 32 may be located between the radial bearing 15 and the crank chamber 12a.
  • the radial bearing 15 is located in the oil chamber 29 and is sufficiently lubricated.
  • the present invention may be applied to a fixed displacement type compressor.
  • the present invention may be applied to a wobble plate type compressor.
  • a wobble plate, or a drive plate is supported by a rotary shaft and rotates relative to the rotary shaft.
  • a compressor has a housing, which supports a rotary shaft (14), and a crank chamber (12a).
  • a swash plate (18) is accommodated in the crank chamber (12a).
  • the compressor has an oil chamber (29) located in the housing near a front end portion of the rotary shaft.
  • the oil chamber (29) has an inlet (29a) and an outlet (29b).
  • the outlet (29b) connects to the suction pressure zone.
  • a seal mechanism (30) seals the oil chamber (29).
  • a seal (32) seals between the oil chamber (29) and the crank chamber (12a). This permits an inclination angle of the swash plate (18) to control accurately and smoothly while lubricating the seal mechanism (30) optimally.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Compressors, Vaccum Pumps And Other Relevant Systems (AREA)
  • Compressor (AREA)
EP01117137A 2000-07-14 2001-07-13 Compresseur à plateau en biais Withdrawn EP1172557A2 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2000214380 2000-07-14
JP2000214380A JP2002031043A (ja) 2000-07-14 2000-07-14 圧縮機

Publications (1)

Publication Number Publication Date
EP1172557A2 true EP1172557A2 (fr) 2002-01-16

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Application Number Title Priority Date Filing Date
EP01117137A Withdrawn EP1172557A2 (fr) 2000-07-14 2001-07-13 Compresseur à plateau en biais

Country Status (3)

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US (1) US20020015645A1 (fr)
EP (1) EP1172557A2 (fr)
JP (1) JP2002031043A (fr)

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DE10315477A1 (de) * 2003-04-04 2004-10-21 Zexel Valeo Compressor Europe Gmbh Axialkolbenverdichter, insbesondere CO2-Verdichter für Kraftfahrzeug-Klimaanlagen
DE10324802A1 (de) * 2003-06-02 2004-12-30 Zexel Valeo Compressor Europe Gmbh Axialkolbenverdichter, insbesondere CO2-Verdichter für Kraftfahrzeug-Klimaanlagen
DE10335159A1 (de) * 2003-07-31 2005-02-17 Zexel Valeo Compressor Europe Gmbh Axialkolbenverdichter, insbesondere CO2-Verdichter für Kraftfahrzeug-Klimaanlagen
DE102004027321A1 (de) * 2004-06-04 2005-12-22 Zexel Valeo Compressor Europe Gmbh Axialkolbenverdichter
DE102004029021A1 (de) * 2004-06-16 2005-12-29 Zexel Valeo Compressor Europe Gmbh Axialkolbenverdichter, insbesondere Verdichter für die Klimaanlage eines Kraftfahrzeuges
DE102004041645A1 (de) * 2004-08-27 2006-03-16 Zexel Valeo Compressor Europe Gmbh Axialkolbenverdichter
DE10354038B4 (de) * 2003-11-19 2006-06-22 Zexel Valeo Compressor Europe Gmbh Axialkolbenverdichter, insbesondere Verdichter für die Klimaanlage eines Kraftfahrzeuges

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
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DE10315477A1 (de) * 2003-04-04 2004-10-21 Zexel Valeo Compressor Europe Gmbh Axialkolbenverdichter, insbesondere CO2-Verdichter für Kraftfahrzeug-Klimaanlagen
DE10315477B4 (de) * 2003-04-04 2005-08-11 Zexel Valeo Compressor Europe Gmbh Axialkolbenverdichter, insbesondere CO2-Verdichter für Kraftfahrzeug-Klimaanlagen
US7490540B2 (en) 2003-04-04 2009-02-17 Zexel Valeo Compressor Europe Gmbh Reciprocating compressor, in particular CO2 compressor for vehicle air-conditioning units
DE10324802A1 (de) * 2003-06-02 2004-12-30 Zexel Valeo Compressor Europe Gmbh Axialkolbenverdichter, insbesondere CO2-Verdichter für Kraftfahrzeug-Klimaanlagen
DE10335159A1 (de) * 2003-07-31 2005-02-17 Zexel Valeo Compressor Europe Gmbh Axialkolbenverdichter, insbesondere CO2-Verdichter für Kraftfahrzeug-Klimaanlagen
DE10354038B4 (de) * 2003-11-19 2006-06-22 Zexel Valeo Compressor Europe Gmbh Axialkolbenverdichter, insbesondere Verdichter für die Klimaanlage eines Kraftfahrzeuges
DE102004027321A1 (de) * 2004-06-04 2005-12-22 Zexel Valeo Compressor Europe Gmbh Axialkolbenverdichter
DE102004029021A1 (de) * 2004-06-16 2005-12-29 Zexel Valeo Compressor Europe Gmbh Axialkolbenverdichter, insbesondere Verdichter für die Klimaanlage eines Kraftfahrzeuges
DE102004041645A1 (de) * 2004-08-27 2006-03-16 Zexel Valeo Compressor Europe Gmbh Axialkolbenverdichter

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