EP1288496A2 - Compresseur à capacité variable - Google Patents

Compresseur à capacité variable Download PDF

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Publication number
EP1288496A2
EP1288496A2 EP02018960A EP02018960A EP1288496A2 EP 1288496 A2 EP1288496 A2 EP 1288496A2 EP 02018960 A EP02018960 A EP 02018960A EP 02018960 A EP02018960 A EP 02018960A EP 1288496 A2 EP1288496 A2 EP 1288496A2
Authority
EP
European Patent Office
Prior art keywords
drive shaft
thrust
compressor according
thrust bearing
shaft
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Withdrawn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
EP02018960A
Other languages
German (de)
English (en)
Inventor
Naoya K. Kaisha Toyota Jidoshokki Yokomachi
Takayuki Kabushiki Kaisha Toyota Jidoshokki Imai
Tatsuya Kabushiki Kaisha Toyota Jidoshokki Koide
Masakazu K. Kaisha Toyota Jidoshokki Murase
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 EP1288496A2 publication Critical patent/EP1288496A2/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Withdrawn legal-status Critical Current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
    • F04B27/1054—Actuating elements
    • F04B27/1063—Actuating-element bearing means or driving-axis bearing means

Definitions

  • the present invention generally relates to a piston type variable displacement compressor.
  • a drive shaft is rotatably supported by two radial bearings in a front housing and a cylinder block.
  • Compression reactive force is generated in the process of compressing refrigerant by a piston.
  • the compression reactive force reaches an end wall of the front housing via the piston, a shoe, a swash plate, a lug plate and a thrust bearing that is placed at the front side of the front housing.
  • the compression reactive force increases as the inclination angle of the swash plate increases. Therefore, the thrust bearing with a relatively large radius is used for receiving the relatively large compression reactive force since the thrust bearing with its load capacity increases with the radius.
  • the compression reactive force reduces as the inclination angle of the swash plate reduces
  • the pressure in a crank chamber urges the drive shaft toward a front end of the drive shaft in the front housing. Therefore, the load to the thrust bearing that is placed at the front side of the front housing cannot be ignored even when the inclination angle of the swash plate is relatively small.
  • the radius of the thrust bearing becomes large, the rolling speed of the roller in the thrust bearing increases.
  • the present invention addresses the above mention problem associated with the power loss in a state that the inclination angle of the swash plate is relatively small.
  • a piston type variable displacement compressor has a housing.
  • the housing includes a cylinder block having a plurality of cylinder bores and defines a crank chamber, a suction pressure region including a suction chamber and a discharge pressure region including a discharge chamber.
  • a drive shaft is supported in the housing and has a first end and a second end. The first end protrudes from the housing.
  • the cylinder block is placed between the first end and the second end.
  • the suction chamber and the discharge chamber are defined on the first end side relative to the cylinder block.
  • the crank chamber is defined on the second end side relative to the cylinder block.
  • a cam plate is slidably supported by the drive shaft and is inclinable with respect to the drive shaft. The cam plate is rotated by the rotation of the drive shaft.
  • a plurality of pistons is accommodated in the cylinder bores. Each piston is coupled to the cam plate. The rotation of the cam plate is converted into the reciprocating movement of the pistons.
  • refrigerant is introduced from the suction chamber into the cylinder bores where it is compressed, and the compressed refrigerant is discharged from the cylinder bores to the discharge chamber.
  • the discharge pressure region is connected to the crank chamber via a passage, and the crank chamber is connected to the suction pressure region via another passage.
  • the refrigerant flows from the discharge pressure region to the crank chamber and flows from the crank chamber to the suction pressure region. Pressure in the crank chamber is varied by adjusting an opening degree of one of the passages.
  • a first thrust regulating mechanism includes a first thrust bearing and regulates the drive shaft to move in the direction from the first end of the drive shaft to the second end of the drive shaft.
  • the first thrust regulating mechanism allows the drive shaft to rotate.
  • the first thrust bearing has a first radius.
  • a second thrust regulating mechanism includes a regulating member and a second thrust bearing and regulates the drive shaft to move in the direction from the second end to the first end.
  • the second thrust regulating mechanism allows the drive shaft to rotate.
  • the regulating member is provided on the drive shaft.
  • the second thrust bearing has a second radius. The second radius is smaller than the first radius.
  • the present invention is also applicable to a compressor.
  • the compressor includes a piston.
  • the piston compresses refrigerant in a cylinder bore.
  • a cam plate is movably connected to the piston for reciprocating the piston.
  • a shaft has a rotational axis and rotates the cam plate. The shaft experiences a movement along the rotational axis while the piston reciprocates.
  • the compressor has a thrust regulating mechanism and a second thrust regulating mechanism.
  • the first thrust regulating mechanism regulates the movement of the shaft in a first direction along the rotational axis.
  • the second thrust regulating mechanism regulates the movement of the shaft in a second direction along the rotational axis.
  • the second thrust regulating mechanism includes a regulating ring and a second thrust bearing.
  • the regulating mechanism is fixedly placed on the shaft and has a second thrust bearing contact surface.
  • the second thrust bearing is fixedly placed near the shaft and in contact with the second thrust bearing contact surface to regulate the movement of the shaft in the second direction along the rotational
  • FIG. 1A A first preferred embodiment according to the present invention in a clutchless piston type variable displacement compressor will now be described by generally referring to FIGs. 1 A through 7.
  • the left side and the right side of the drawing respectively correspond to the front side and the rear side of the compressor.
  • Carbon dioxide is used as refrigerant.
  • a housing 10 of the piston type variable displacement compressor is constituted of a front housing 11 and a rear housing 12.
  • An end surface of a circumferential wall 34 of the front housing 11 is connected to an end surface of a circumferential wall 35 of the rear housing 12 by a gasket 36.
  • the front housing 11 is fixed to the rear housing 12 by a plurality of bolts 37.
  • a valve plate 20, a suction valve plate 21, a discharge valve plate 22 and a retainer plate 23 are fitted in the front housing 11.
  • a suction chamber 111 and a discharge chamber 112 are defined between the retainer plate 23 and the front end wall 32 of the front housing 11.
  • the suction chamber 111 is separated from the discharge chamber 112 by a separation wall 33 and is surrounded by the discharge chamber 112.
  • Each reference numeral in FIG. 4 refers to a substantially identical element having the same number in FIG. 1A, and the corresponding description will be provided later with respect to FIG. 1A if it has not yet been provided. If the description has been previously given, it will not be reiterated.
  • a cylinder block 19 is fitted in the front housing 11 so as to contact the suction valve plate 21.
  • the front end wall 32 of the front housing 11 is screwed by a plurality of screws 38 through the cylinder block 19.
  • the cylinder block 19 is fixed to the front housing 11.
  • the cylinder block 19 has a plurality of cylinder bores 191. Although only one cylinder bore 191 is shown in FIG. 1A, five cylinder bores are radially arranged around the drive shaft 13 in the present embodiment as shown in FIGs. 2 and 4.
  • Each reference numeral in FIGs. 2 and 4 refers to a substantially identical element having the same number in FIG. 1A, and the corresponding description will be provided later with respect to FIG. 1A if it has not yet been provided. If the description has been previously given, it will not be reiterated.
  • the rear housing 12 and the cylinder block 11 define a crank chamber 121.
  • a drive shaft 13 is rotatably supported by radial bearings 40 and 41 in the rear housing 12 and the cylinder block 19.
  • the radial bearings 40 and 41 receive the radial load from the drive shaft 13.
  • the drive shaft 13 protrudes from the front end of the housing 10 through a shaft hole 24 of the cylinder block 19 and a shaft hole 113 of the front housing 11.
  • a front end 131 of the drive shaft 13, which protrudes from the front end of the housing 10, is connected to an external drive source such as a vehicular engine via a power transmitting mechanism, which is not shown in the drawings.
  • Driving force is transmitted from the external drive source to the drive shaft 13.
  • a shaft seal 39 is placed in the shaft hole 113 and prevents the refrigerant in the suction chamber 111 from leaking to the outside of the housing 10 along the circumferential surface 133 of the drive shaft 13.
  • a lug plate 14 is secured to the drive shaft 13.
  • the drive shaft 13 is inserted through a shaft hole 151 of a swash plate 15.
  • the swash plate 15 is supported by the drive shaft 13 so as to slide along a central axis L of the drive shaft 13 and is inclinable with respect to the central axis L of the drive shaft 13.
  • the central axis L functions as a rotational axis of the drive shaft 13.
  • a pair of guide pins 16 extends from the swash plate 15 and includes both a shaft portion and a head portion.
  • Each reference numeral in FIG. 3 refers to a substantially identical element having the same number in FIG. 1A, and the corresponding description will be provided later with respect to FIG. 1A if it has not yet been provided.
  • the guide pins 16 are respectively slidably inserted into guide holes 141 formed in the lug plate 14.
  • the cooperation of the guide holes 141 and guide pins 16 allows the swash plate 15 to incline with respect to the axis of the drive shaft 13 and to rotate integrally with the drive shaft 13.
  • the inclination of the swash plate 15 is guided by the slidable movement of the guide pins 16 in the corresponding guide holes 141.
  • the swash plate 15 is slidably supported by the drive shaft 13.
  • a piston 17 is accommodated in a corresponding one of cylinder bores 191.
  • Each of the pistons 17 is coupled to the swash plate 15.
  • the rotating movement of the swash plate 15, which rotates integrally with the drive shaft 13, is converted into the reciprocating movement of the piston 17 through a pair of shoes 18.
  • the piston 17 reciprocates in the corresponding cylinder bore 191.
  • the suction chamber 111 is included in a suction pressure region, and the discharge chamber 112 is included in a discharge pressure region.
  • the refrigerant in the suction chamber 111 is drawn into the corresponding cylinder bore 191 through a corresponding suction port 201 in the valve plate 20 and a corresponding suction valve 211 in the suction valve plate 21.
  • the refrigerant in the cylinder bore 191 is compressed and is discharged to the discharge chamber 112 through a corresponding discharge port 202 in the valve plate 20 and a corresponding discharge valve 221 in the discharge valve plate 22.
  • An opening degree of each discharge valve 221 is restricted by the contact of the discharge valve 221 against a corresponding retainer 231, which is formed on the retainer plate 23.
  • a first thrust bearing 42 has a circular form and is interposed between the end wall 122 of the rear housing 12 and the lug plate 14. Compression reactive force is generated in the process of compressing the refrigerant by the pistons 17 and is received by the end wall 122 of the rear housing 12 via the pistons 17, the shoes 18, the swash plate 15, the guide pins 16, the lug plate 14 and the first thrust bearing 42.
  • a first thrust regulating mechanism includes the guide pins 16, the lug plate 14 and the first thrust bearing 42. The first thrust regulating mechanism regulates the movement of the drive shaft 13 in the direction from the front end 131 of the drive shaft 13 to a rear end 132A of the drive shaft 13 while it allows the drive shaft 13 to rotate.
  • the discharge chamber 112 is connected to the crank chamber 121 via a supply passage 30.
  • the refrigerant in the discharge chamber 112 flows to the crank chamber 121 via the supply passage 30.
  • An electromagnetic displacement control valve 25 is interposed in the supply passage 30.
  • a controller controls magnetization and de-magnetization of the displacement control valve 25 based on a target temperature determined by a temperature setting device and a detected temperature by a temperature sensor that detects a temperature in a vehicle compartment.
  • the controller, the temperature setting device and the temperature sensor are not shown in the drawings.
  • the displacement control valve 25 is open when the displacement control valve 25 is de-magnetized.
  • the displacement control valve 25 is closed when the displacement control valve 25 is magnetized.
  • the displacement control valve 25 When the displacement control valve 25 is de-magnetized, the refrigerant in the discharge chamber 112 flows to the crank chamber 121. Thus, the displacement control valve 25 controls the amount of refrigerant that flows from the discharge chamber 112 to the crank chamber 121.
  • the crank chamber 121 is connected to the suction chamber 111 via a bleed passage 31 having a throttled portion. The refrigerant in the crank chamber 121 flows to the suction chamber 111 via the bleed passage 31.
  • An annular recess 192 is formed in the inner circumferential surface of the shaft hole 24 at the rear side of the cylinder block 19.
  • a second thrust bearing 43 is placed in the recess 192 in a circular form as shown in FIG. 2.
  • a hypothetical minimal circle C touches upon a plurality of the cylinder bores 191, and the center of the circle C is at the central axis L of the drive shaft 13.
  • the recess 192 is formed inside the circle C.
  • the radius of the second thrust bearing 43 is smaller than that of the circle C.
  • the radius of the second thrust bearing 43 is smaller than the distance between the central axis of the drive shaft 13 and each of the cylinder bores 191.
  • the radius of the second thrust bearing 43 is also smaller than that of the first thrust bearing 42.
  • the radius of the first thrust bearing 42 is defined as R1 as shown in FIG. 1A while that of the second thrust bearing is defined as R2 as shown in FIG. 2.
  • the radii R1 and R2 respectively denote the distances between the central axis L of the drive shaft 13 and the outer circumferential surfaces of the first and second thrust bearings 42 and 43.
  • the radius R2 is smaller than the radius R1.
  • annular gap 193 and an annular chamber 194 are formed at the bottom of the recess 192.
  • Each reference numeral in FIG. 1B refers to a substantially identical element having the same number in FIG. 1A, and the corresponding description will be provided later with respect to FIG. 1A if it has not yet been provided. If the description has been previously given, it will not be reiterated.
  • the annular gap 193 and the annular chamber 194 are defined between a ring race 431 of the second thrust bearing 43 and the cylinder block 19. The ring race 431 of the second thrust bearing 43 is in contact with the outer peripheral surface of the recess 192.
  • a shaft seal 44 is placed in the chamber 194.
  • the shaft seal 44 prevents the refrigerant in the crank chamber 121 from leaking to the suction chamber 111 along the circumferential surface 133 of the drive shaft 13.
  • a regulating ring 45 is fixedly fitted around the drive shaft 13.
  • An annular protrusion 451 is formed on the end surface of the regulating ring 45 adjacent to the second thrust bearing 43.
  • the annular protrusion 451 is formed on the inner peripheral surface of the regulating ring 45 and is in contact with the inner peripheral surface of the ring race 432.
  • a small amount of preload is applied to the first thrust bearing 42 and the second thrust bearing 43. The preload is generated by sandwiching the second thrust bearing 43 between the recess 192 and the annular protrusion 451.
  • the rear end surface 132 of the drive shaft 13 experiences the pressure in the crank chamber 121.
  • the force differential between the sum and the force applied to the rear end surface 132 is received by the cylinder block 19 through the regulating ring 45 and the second thrust bearing 43.
  • a second thrust regulating mechanism includes the regulating ring 45, the second thrust bearing 43 and the cylinder block 19.
  • the second thrust regulating mechanism regulates the movement of the drive shaft 13 in the direction from the rear end 132A to the front end 131 while it allows the drive shaft 13 to rotate.
  • a restoring spring 49 is placed between the swash plate 15 and the regulating ring 45, and a spring 50 for decreasing inclination angle is placed between the swash plate 15 and the lug plate 14.
  • a straight line E in FIG. 5 shows a resultant spring characteristic from the restoring spring 49 and the spring 50.
  • the inclination angle of the swash plate 15 varies in accordance with the pressure in the crank chamber 121. As the pressure in the crank chamber 121 increases, the inclination angle of the swash plate 15 decreases. In contrast, as the pressure in the crank chamber 121 decreases, the inclination angle of the swash plate 15 increases. As the refrigerant in the discharge chamber 112 flows to the crank chamber 121, the pressure in the crank chamber 121 increases. When the supply of the refrigerant from the discharge chamber 112 to the crank chamber 121 stops, the pressure in the crank chamber 121 decreases. Namely, the inclination angle of the swash plate 15 is controlled by the displacement control valve 25. The maximum inclination angle of the swash plate 15 is restricted by the contact of the swash plate 15 at the lug plate 14.
  • the refrigerant is introduced into the suction chamber 111 through an inlet 46 and is discharged from the discharge chamber 112 to an outlet 47.
  • the inlet 46 is connected to the outlet 47 via an external refrigerant circuit 26.
  • a condenser 27, an expansion valve 28 and an evaporator 29 are placed in the external refrigerant circuit 26.
  • a check valve 48 is interposed in the outlet 47.
  • a valve body 481 of the check valve 48 is urged by a spring 482 in the direction to shut a valve hole 471.
  • the body valve 481 When the body valve 481 is at the position as shown in FIG.1A, the refrigerant in the discharge chamber 112 outflows to the external refrigerant circuit 26 via the valve hole 471, a detour 472, an opening 483 formed in the valve body 481, and the inside of the valve body 481.
  • the valve body 481 shuts the valve hole 471
  • the refrigerant in the discharge chamber 112 does not outflow to the external refrigerant circuit 26.
  • the displacement control valve 25 controls suction pressure to be a target suction pressure in accordance with the value of an electric current supplied to the displacement control valve 25. As the value of the electric current supplied to the displacement control valve 25 increases, the opening degree of the displacement control valve 25 decreases and the amount of refrigerant supplied from the discharge chamber 112 to the crank chamber 121 also decreases. Since the refrigerant in the crank chamber 121 outflows to the suction chamber 111 through the bleed passage 31, the pressure in the crank chamber 121 falls. Therefore, the inclination angle of the swash plate 15 increases, and the amount of refrigerant discharged from the compressor increases. The increased discharged refrigerant from the compressor causes the suction pressure to decrease.
  • the opening degree of the displacement control valve 25 increases and the amount of refrigerant supplied from the discharge chamber 112 to the crank chamber 121 increases. Then, the pressure in the crank chamber 121 increases, and the inclination angle of the swash plate 15 decreases. Therefore, the amount of refrigerant discharged from the compressor decreases. The decreased discharged refrigerant from the compressor causes the suction pressure to increase.
  • the opening degree of the displacement control valve 25 reaches the maximum and the inclination angle of the swash plate 15 becomes minimum. Discharge pressure is relatively low at this time.
  • the spring constant of the spring 482 is determined in a such manner that the force resulting from the upstream pressure beyond the check valve 48 in the outlet 47 is less than the sum of the force resulting from the downstream pressure below the check valve 48 and the force of the spring 482. Therefore, when the inclination angle of the swash plate 15 becomes minimum, the valve body 481 shuts the valve hole 471 and the circulation of the refrigerant in the external refrigerant circuit 26 stops. When the circulation of the refrigerant stops, the thermal load on the compressor is substantially reduced to zero. Namely, air-conditioning is stopped.
  • the minimum inclination angle of the swash plate 15 is slightly larger than zero degree. Therefore, even when the inclination angle of the swash plate 15 is minimum, the refrigerant is still discharged from each of the cylinder bores 191 to the discharge chamber 112.
  • the refrigerant flows from the discharge chamber 112 into the crank chamber 121 via the supply passage 30. Then, the refrigerant flows from the crank chamber 121 to the suction chamber 111 via the bleed passage 31.
  • the refrigerant in the suction chamber 111 is introduced into each of the cylinder bores 191.
  • the refrigerant in the cylinder bores 191 is compressed and then discharged into the discharge chamber 112.
  • the displacement control valve 25 decreases its opening and the pressure in the crank chamber 121 decreases. Therefore, the inclination angle of the swash plate 15 increases from the minimum inclination angle. As the inclination angle of the swash plate 15 increases, the discharge pressure increases, and the force resulting from the upstream pressure beyond the check valve 48 in the outlet 47 becomes larger than the sum of the force resulting from the downstream pressure below the check valve 48 and the force of the spring 482. Therefore, when the inclination angle of the swash plate 15 is more than the minimum inclination angle, the valve body 481 opens the valve hole 471, and the refrigerant outflows to the external refrigerant circuit 26.
  • the spring characteristics of the restoring spring 49 and the spring 50 is determined in a such manner that the inclination angle of the swash plate 15 is slightly lager than the minimum inclination angle in a state where the pressure in the discharge chamber 112, the crank chamber 121 and the suction chamber 111 is substantially equal while the drive shaft 13 does not rotate. At this time, the urging forces of the restoring spring 49 and the spring 50 are neutralized.
  • the inclination angle of the swash plate 15, which is slightly larger than the minimum inclination angle, is called an initial inclination angle. It is determined that the initial inclination angle of the swash plate 15 is slightly larger than the inclination angle that at least causes the compressor to restore the displacement.
  • the pressure in the crank chamber 121 urges the drive shaft 13 in the direction from the rear end 132A of the drive shaft 13 to the front end 131 of the drive shaft 13.
  • the force resulting from the pressure in the crank chamber 121 is not applied to the first thrust bearing 42 as a load. Therefore, when the inclination angle of the swash plate 15 is relatively small, the load at the first thrust bearing 42 due to receiving the compression reactive force is substantially zero or relatively small.
  • the load applied to the first thrust bearing 42 is smaller than the load applied to the thrust bearing in the prior art such as disclosed in Japanese Unexamined Patent Publication No. 2001-20858.
  • the reduced load applied to the first thrust bearing 42 reduces the power loss during the compressor operation. Therefore, the power loss is reduced when the inclination angle of the swash plate 15 is relatively small.
  • the atmospheric pressure is applied to the surface of the front end 131 of the drive shaft 13, and the pressure in the crank chamber 121 is larger than the atmospheric pressure.
  • the drive shaft 13 is urged in the direction from its rear end 132A to its front end 131 due to the above pressure differential.
  • the load resulting from the difference between the urging force and the compression reactive force is applied to the second thrust bearing 43. Since the resulted load is not large, the load capacity of the second thrust bearing 43 does not need to be large and the radius of the second thrust bearing 43 is substantially small. Utilizing the second thrust bearing with its relatively small radius is effective for reducing the power loss.
  • a second preferred embodiment will be described by referring to FIG. 6.
  • the same reference numerals denote the substantially identical elements as those in the first preferred embodiment.
  • a large diameter portion 134 of the drive shaft 13 is in slide contact with the shaft hole 151 of the swash plate 15 and has a maximal radius of the drive shaft 13.
  • a step 135 between the large diameter portion134 and a small diameter portion 136 is in contact with the ring race 432 of the second thrust bearing 43, and the restoring spring 49 is interposed between the ring race 432 and the swash plate 15.
  • the second thrust bearing 43 receives load transmitted from the drive shaft 13 in the direction from the rear end 132A to the front end 131 via the step 135. According to the second preferred embodiment, substantially the same advantageous effects are obtained as mentioned in paragraph (1-1) through (1-4), (1-7) and (1-8) according to the first preferred embodiment.
  • a third preferred embodiment will be described by referring to FIG. 7.
  • the same reference numerals denote the substantially identical elements as those in the first preferred embodiment.
  • a regulating ring 45A fixedly is fitted around the drive shaft 15 in the suction chamber 111.
  • a second thrust bearing 43A and a thrust receiving ring 52 are interposed between the front end wall 32 of the front housing 11 and the regulating ring 45A.
  • the restoring spring 49 is interposed between the swash plate 15 and a circlip 51 that is fitted around the drive shaft 13.
  • the load applied to the drive shaft 13 in the direction from the rear end 132A to the front end 131 is received by the front end wall 32 of the front housing 11 through the regulating ring 45A, the second thrust bearing 43A and the thrust receiving ring 52.
  • substantially the same advantageous effects are obtained as mentioned in paragraph (1-1) through (1-4), (1-7) and (1-8) according to the first preferred embodiment.
  • the present invention is not limited to the above-mentioned embodiments but may be modified into the other examples.
  • the present invention is applied to a piston type variable displacement compressor with a clutch.
  • a piston type variable displacement compressor has a housing, a drive shaft, a first thrust regulating mechanism including a first thrust bearing and a second thrust regulating mechanism including a regulating member and a second thrust bearing.
  • the drive shaft has a first end and a second end. The first end projects from the housing.
  • the first thrust regulating mechanism regulates a drive shaft to move in the direction from the first end to the second end.
  • the first thrust regulating mechanism allows the drive shaft to rotate.
  • the first thrust bearing has a first radius.
  • the second thrust regulating mechanism regulates the drive shaft to move in a direction from the second end to the first end.
  • the second thrust regulating mechanism allows the drive shaft to rotate.
  • the second thrust bearing has a second radius. The second radius is smaller than the first radius.

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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)
EP02018960A 2001-08-28 2002-08-26 Compresseur à capacité variable Withdrawn EP1288496A2 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2001257455 2001-08-28
JP2001257455A JP2003065224A (ja) 2001-08-28 2001-08-28 可変容量型ピストン式圧縮機

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Publication Number Publication Date
EP1288496A2 true EP1288496A2 (fr) 2003-03-05

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EP02018960A Withdrawn EP1288496A2 (fr) 2001-08-28 2002-08-26 Compresseur à capacité variable

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US (1) US20030044290A1 (fr)
EP (1) EP1288496A2 (fr)
JP (1) JP2003065224A (fr)

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP4861900B2 (ja) * 2007-02-09 2012-01-25 サンデン株式会社 可変容量圧縮機の容量制御システム
US8353680B2 (en) * 2007-03-29 2013-01-15 Ixetic Mac Gmbh Air conditioning compressor

Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2001020858A (ja) 1999-07-07 2001-01-23 Toyota Autom Loom Works Ltd 可変容量型圧縮機
EP1110253A1 (fr) 1999-06-19 2001-06-27 Robert Bosch Gmbh Acteur piezo-electrique a dissipation amelioree de la chaleur

Patent Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1110253A1 (fr) 1999-06-19 2001-06-27 Robert Bosch Gmbh Acteur piezo-electrique a dissipation amelioree de la chaleur
JP2001020858A (ja) 1999-07-07 2001-01-23 Toyota Autom Loom Works Ltd 可変容量型圧縮機

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US20030044290A1 (en) 2003-03-06

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