EP1725771B1 - Compressor, especially axial piston compressor for a vehicle air conditioning system - Google Patents
Compressor, especially axial piston compressor for a vehicle air conditioning system Download PDFInfo
- Publication number
- EP1725771B1 EP1725771B1 EP05700706.4A EP05700706A EP1725771B1 EP 1725771 B1 EP1725771 B1 EP 1725771B1 EP 05700706 A EP05700706 A EP 05700706A EP 1725771 B1 EP1725771 B1 EP 1725771B1
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- EP
- European Patent Office
- Prior art keywords
- piston
- suction side
- drive mechanism
- compressor according
- 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.)
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- 238000004378 air conditioning Methods 0.000 title claims description 7
- 239000012530 fluid Substances 0.000 claims description 32
- 230000007246 mechanism Effects 0.000 claims description 16
- 230000001105 regulatory effect Effects 0.000 claims description 12
- 230000002829 reductive effect Effects 0.000 claims description 10
- 230000006835 compression Effects 0.000 claims description 8
- 238000007906 compression Methods 0.000 claims description 8
- 239000004033 plastic Substances 0.000 claims description 8
- 229920003023 plastic Polymers 0.000 claims description 8
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- 229910052751 metal Inorganic materials 0.000 claims description 3
- 239000002184 metal Substances 0.000 claims description 3
- 229910000851 Alloy steel Inorganic materials 0.000 claims description 2
- 229910000831 Steel Inorganic materials 0.000 claims description 2
- 230000009471 action Effects 0.000 claims description 2
- 229910052782 aluminium Inorganic materials 0.000 claims description 2
- XAGFODPZIPBFFR-UHFFFAOYSA-N aluminium Chemical compound [Al] XAGFODPZIPBFFR-UHFFFAOYSA-N 0.000 claims description 2
- 230000000750 progressive effect Effects 0.000 claims description 2
- 239000010959 steel Substances 0.000 claims description 2
- 239000004411 aluminium Substances 0.000 claims 1
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- 239000000314 lubricant Substances 0.000 claims 1
- 239000002245 particle Substances 0.000 claims 1
- 230000008901 benefit Effects 0.000 description 4
- 239000003507 refrigerant Substances 0.000 description 3
- 238000001816 cooling Methods 0.000 description 2
- 230000006378 damage Effects 0.000 description 2
- 238000006073 displacement reaction Methods 0.000 description 2
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- 229920001187 thermosetting polymer Polymers 0.000 description 2
- 239000004416 thermosoftening plastic Substances 0.000 description 2
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Images
Classifications
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- 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
- F04B27/14—Control
- F04B27/16—Control of pumps with stationary cylinders
- F04B27/18—Control of pumps with stationary cylinders by varying the relative positions of a swash plate and a cylinder block
- F04B27/1804—Controlled by crankcase pressure
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- 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
- F04B27/14—Control
- F04B27/16—Control of pumps with stationary cylinders
- F04B27/18—Control of pumps with stationary cylinders by varying the relative positions of a swash plate and a cylinder block
- F04B27/1804—Controlled by crankcase pressure
- F04B2027/1809—Controlled pressure
- F04B2027/1813—Crankcase pressure
-
- 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
- F04B27/14—Control
- F04B27/16—Control of pumps with stationary cylinders
- F04B27/18—Control of pumps with stationary cylinders by varying the relative positions of a swash plate and a cylinder block
- F04B27/1804—Controlled by crankcase pressure
- F04B2027/1822—Valve-controlled fluid connection
- F04B2027/1831—Valve-controlled fluid connection between crankcase and suction chamber
-
- 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
- F04B27/14—Control
- F04B27/16—Control of pumps with stationary cylinders
- F04B27/18—Control of pumps with stationary cylinders by varying the relative positions of a swash plate and a cylinder block
- F04B27/1804—Controlled by crankcase pressure
- F04B2027/184—Valve controlling parameter
- F04B2027/1845—Crankcase pressure
-
- 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
- F04B27/14—Control
- F04B27/16—Control of pumps with stationary cylinders
- F04B27/18—Control of pumps with stationary cylinders by varying the relative positions of a swash plate and a cylinder block
- F04B27/1804—Controlled by crankcase pressure
- F04B2027/184—Valve controlling parameter
- F04B2027/1859—Suction pressure
Definitions
- the invention relates to a compressor, in particular axial piston compressor for a vehicle air conditioning system, with a housing limiting an engine chamber, a cylinder block in which at least one piston is axially reciprocally mounted and herverschietons, and a suction and pressure side comprising a cylinder head.
- such compressors are designed as axial piston compressor, wherein the Hubanpassung - as already mentioned - is done by changing the tilt angle of the "swash plate". In this case, the position of the bottom dead center of the piston or is changed; The position of the top dead center and thus the size of the so-called. Harmful space remain idealtypisch unchanged.
- the free cross-section of this bore is generally dimensioned so that no adverse pressure in the engine chamber even under the most unfavorable conditions. Due to the described dependency of the piston stroke on the pressure within the engine chamber, it is common to regulate the compressor externally by influencing the pressure in the engine chamber. By increasing the pressure within the engine chamber, the internal balance of forces and moments of the compressor is intervened in such a way that the stroke of the pistons is reduced. The compressor is thereby “decelerated”. The reverse is the case when the pressure in the engine chamber is reduced. As a result, the compressor can be "set up". The corresponding control valves are electrically controlled in the prior art.
- the increase in pressure within the engine chamber and thus a corresponding "Abregeln" of the compressor by selectively opening a fluid connection between the engine chamber and pressure or high pressure side of the compressor.
- the mentioned control valve which is preferably electrically controlled, arranged. It should be ensured that the pressure in the engine chamber does not exceed a predetermined maximum level.
- a safety fluid connection between the engine chamber and the suction side of the compressor is provided.
- the pressure in the engine chamber can be adjusted between the high pressure prevailing on the pressure side and the low pressure prevailing on the suction side. Within these limits, the compressor can be off or up.
- the increase in the pressure in the engine chamber always takes place in relation to the pressure increase via a fluid connection, which is constant in cross-section, between the engine chamber and the suction side of the compressor. It should be noted that while maintaining the increased differential pressure due to the constant cross-section of said fluid connection when Abregelden the compressor, ie increasing the differential pressure between the engine chamber and suction side of the outflowing mass flow from the engine chamber is steadily and significantly larger. Since this mass flow must be taken directly from the high pressure side, it stands in the system for the actual purpose of the compressor, i.
- Cooling or heating no longer available and must therefore be considered as a loss.
- the required for the Abregelden the compressor mass flow is virtually only inside the compressor from the high pressure side via the control valve in the engine chamber and from there through the fluid connection between the engine chamber and suction side promoted back to the suction side, from where it is sucked again and compacted.
- mass flow control additional effort is required, which creates no immediate benefit.
- Fig. 1 exemplifies the aforementioned behavior.
- the pressure difference between the engine chamber and the intake side (X-axis) increases, the mass flow through the fluid connection between the engine chamber and the intake side increases significantly.
- the loss mass flow are still the associated inlet and outlet pressures before and after the fluid connection or opening between the engine chamber and suction side and, for example, a possible temperature profile at the inlet shown. All curves are to be considered as examples only; However, the basic behavior can be seen for all typical operating points of a compressor for a vehicle air conditioning.
- the starting point of the mass flow curve, which is located at a low pressure difference between the engine chamber and the suction side and correspondingly small mass flow rate, is essentially defined by the internal leakage and other influences which can not be described here.
- the free cross-section of the fluid connection between engine chamber and suction side is usually chosen so that it does not come for all assumed operating conditions to an undesirable Abregelreg the compressor.
- the present invention is intended to provide a simple, efficient and inexpensive solution.
- the pressure-related main force direction in compressors is located axially from the piston top to the piston bottom.
- the opposite load case occurs due to pressure to a significant extent only when Abregor of the compressor, so with an increase in the pressure in the engine chamber above the pressure of the suction side. It must therefore be ensured in regulated operation that the pressure-related forces acting on the underside of the piston do not exceed a defined level. It must also be ensured that preferably pistons made of lightweight materials, in particular light metal to be used, which are both energetically and control technology advantageous. Also in this aspect, the present invention should offer a solution.
- the present invention has the object, especially in an externally controlled compressor of any control characteristic to minimize the loss mass flow occurring during Abregeln and on the other hand to provide a safety device which is able to limit or reduce the forces acting during the suction process in the direction of the piston top pressure-related forces.
- the control valve opens again in the fluid connection between the engine chamber and suction side at a predetermined excessive pressure difference between the engine chamber and suction side, so that damage or destruction of the piston is counteracted.
- the basic idea is therefore that at excessive differential pressure between the engine chamber and suction side at least one in normal operation not effective opening function, through which an outflow of mass from the engine chamber is possible such that the pressure in the engine chamber drops back to a lower operating pressure ,
- This measure is a safety measure to protect the compressor or the engine chamber from undesirable overpressure.
- the maximum deviation of the actually occurring "extreme points" for the usual regulation range is usually less than about 2% (relative) for the usual control range.
- the control valve 10 comprises a cylinder chamber 11 which is fluidly connected via a line 12 to the engine chamber of an axial piston compressor on the one hand and via a further line 13 to the suction side of the compressor, and within which a low pressure side closed piston 14 against the action of an elastic element -
- helical compression springs 15, 16 - and the forces caused by the inlet and outlet pressure forces is displaceably mounted back and forth, depending on the pressure acting on the piston 14 pressure difference according to the pressure difference between the engine room (in Fig. 3 indicated by the reference numeral 17) and suction side (in Fig.
- the mentioned fluid passage is defined by the lines 12, 13 and the cylinder chamber 11 and piston 14, which for this purpose as at a - in Fig. 3 at least one axially extending, in particular slot-shaped passage 20 is formed, wherein this passage 20 associated with the suction side 18 and connected to the suction side 18 and laterally opening into the cylinder chamber 11 fluid line 13 is.
- the interior 21 of the hollow piston 14 is connected via the open end 22 with the engine chamber 17 in fluid communication.
- On the suction side of the piston 14 is closed with a piston head 23. At this piston bottom 23 is outside the suction side, ie low pressure.
- the cylinder chamber 11 below the piston crown 23 via a connecting line 24 connected to the suction side and the line 13 leading to the suction side.
- the piston 14 is clamped between two frontally abutting springs, here helical compression springs 15, 16 within the cylinder chamber 11.
- the cylinder chamber 11 is defined by a corresponding bore in a valve body 25, wherein the bore opening after placement of the helical compression springs together with the piston 14 is closed by a plug 26.
- the spring elements 15, 16 are designed and adjusted such that the throttle behavior of the control valve 10 with increasing pressure difference between the engine chamber 17 and suction side 18 is either linear or progressive, degressive and / or stepped. This also depends on the design of the passage 20 in the piston 14.
- the slot-shaped passage 20 in the shell 19 of the piston 14 may be formed as axially in one direction either steadily or stepwise widening or tapering slot, depending on the desired control behavior. For the formation of a constant mass flow, a geometry that continuously tapers in the axial direction is to be provided.
- the valve body 25 may be part of the compressor housing or a separate component.
- the springs 15, 16 are preferably provided integrally with the piston as a unit, i. potted at the end with the piston material. As already mentioned, the installation of the piston 14 takes place within the cylinder space 11 under prestressing of the two spring elements 15, 16, so that the springs rest on the piston 14 in each operating state.
- the piston 14 is fitted within the cylinder space 11 with clearance, preferably with a fit of less than 15 ⁇ m, to keep the piston flow past the mass flow at a negligible level. To achieve this, additional sealing measures between piston and cylinder wall can be provided.
- Fig. 3 the piston 14 is formed with identical end faces. It is also conceivable to use instead a differential piston with different sized end faces. It is crucial which forces, in particular differential forces act on the piston. By contrast, the spring forces caused by the spring elements 15, 16 are of subordinate importance. It gets up in this regard Fig. 5 directed.
- a minimum differential pressure between engine chamber and suction side is required to effect a reduction in the compressor stroke.
- This minimum pressure difference should be taken into account in the design of the described mechanical control valve.
- the slit-shaped passages 20 introduced in the piston skirt 19 should be positioned as far as possible in such a way that the full area of the passages 20 is / are effective.
- a further increase in the differential pressure should as soon as possible lead to a successive reduction in the effective opening cross-section of the slot-shaped passage or passages 20.
- the design of the through hole in Kol benmantel 19 should be such that internal leakage, or other here not closer to designating influences, at a defined minimum pressure difference between the engine chamber and suction side can flow completely through the piston 14 and the control valve 10.
- the installation position of the control valve 10 is arbitrary, since the weight of the piston 14 should be negligible for the control.
- the control valve 10 may be arranged on the cylinder head or cylinder block or taking into account appropriate connections outside the compressor housing.
- Fig. 5 can still be seen, the control piston 14 moves with increasing differential pressure in the direction of the suction side.
- the slot-shaped passage 20 in the piston skirt 19 is increasingly covered.
- the opening cross section is correspondingly increasingly reduced.
- the passage 20 is preferably formed so that after displacement of the piston 14, a residual opening cross section remains such that sets a nearly constant mass flow between the engine chamber and suction side. It gets up in this regard Fig. 6 directed.
- Fig. 7 is in the piston skirt 19 above the slit-shaped passage 20, ie in the direction of the pressure side yet another opening or a so-called.
- Security slot 27 is provided, which is immediately effective with complete coverage of the lower slot-shaped passage 20, and then when the pressure in Engine room excessively high and the piston 14 in the control valve 10 is accordingly further moved to the suction side.
- the safety slot 27 is thus effective when the differential pressure between the engine chamber and suction side reaches a predetermined maximum value. Then can be degraded via the security slot 27, the pressure in the engine chamber effectively and quickly to a lower operating pressure.
- control valve is according to Fig. 7 according to the one according to Fig. 3 trained and elements based on the Fig. 3 already described are in Fig. 7 marked with the same reference numerals.
- the control valve described yet another advantage is achieved, namely the advantage that the mass flow between the engine chamber and compressor suction is greatly reduced.
- the oil mass flow i. reduces the entrained with the gas flow amount of oil accordingly. This has a positive effect on the overall performance as well as the thermal behavior of the compressor and thus a vehicle air conditioning, and on the other advantageous to the life of the compressor.
- control valve described can be made available as a prefabricated unit. Within the piston or the cylinder chamber, further elements can be integrated, such as oil separators, particulate filters od. Like.
- the valve body 25 is preferably made of steel, steel alloy, light metal, especially aluminum, or plastic.
- the piston 14 made of plastic it is possible to connect the spring elements 15, 16 with the piston material intimately or permanently, so that the piston and spring elements constitute a structural unit, as a whole in the cylinder chamber 11th can be introduced.
- Thermosets or thermoplastics can be used.
- the passage slots 20 and 27 can be formed during injection molding in one operation. Slip-optimized plastics can be used, in particular slid-optimized thermosets or thermoplastics.
- the passages 20, 27 are preferably formed by means of laser (laser cutting). In order to Any desired contours or opening cross sections can be achieved. As already mentioned, the slot-shaped passage 20 in the skirt 19 of the piston 14 can expand or taper axially in one direction either continuously or stepwise, depending on the desired control behavior, the tapering geometry being preferred here. The contour of the passage 20 is ultimately dependent on the compressor itself or its performance.
- the fluid line 12 connected to the engine chamber 17 may also be arranged so that it opens axially into the cylinder chamber 11.
- the inlet opening into the cylinder chamber 11 can also be formed through the sealing plug 26 if required.
- a bulge can be provided, which ensures that gas can flow through the passage 20 even when the piston 14 rotates about its longitudinal axis.
- the passage 20 may be positioned within a recess, in particular annular recess of the piston skirt 19. It is also possible to provide in the piston skirt 19 a plurality of distributed over the circumference of the piston arranged passages 20.
- the piston 14 is placed in a rotationally secured manner within the cylinder space 11.
- connection between the outside of the piston crown 23 and the suction side via the piston 14 can be made directly, via trained on the piston or on the cylinder wall longitudinal grooves.
- These pressure-communicating grooves should thus establish a fluid connection between the suction side and the space below the piston crown 23.
- the corresponding grooves are preferably formed on the cylinder wall.
- Such pressure-communicating grooves also have the advantage of improved axial mobility of the piston 14.
- oil entrained by the refrigerant collects which otherwise could affect the mobility of the piston 14 within the cylinder space 11.
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Compressors, Vaccum Pumps And Other Relevant Systems (AREA)
- Fluid-Driven Valves (AREA)
Description
Die Erfindung betrifft einen Verdichter, insbesondere Axialkolbenverdichter für eine Fahrzeug-Klimaanlage, mit einem eine Triebwerkskammer begrenzenden Gehäuse, einem Zylinderblock, in dem mindestens ein Kolben axial hin- und herverschieblich gelagert ist, und einen eine Saug- und Druckseite umfassenden Zylinderkopf.The invention relates to a compressor, in particular axial piston compressor for a vehicle air conditioning system, with a housing limiting an engine chamber, a cylinder block in which at least one piston is axially reciprocally mounted and herverschieblich, and a suction and pressure side comprising a cylinder head.
Konkret geht es um einen Verdichter variabler Kapazität mit Schrägscheiben- oder Taumelscheiben-Antrieb, der sich innerhalb der Trie bwerkskammer befindet und über den die Drehbewegung einer Antriebswelle in eine a xiale Hin- und Herbewegung des oder der Kolben umgesetzt wird. Die Schrägscheibe oder Taumelscheibe, allgemein auch "Schwenkscheibe" genannt, lässt sich hinsichtlich ihrer Neigung relativ zur Antriebswelle, die mit einem externen Motor koppelbar ist, variieren. Die Neigung der "Schwenkscheibe" bestimmt den Hub des oder der Kolben. Wenn der Druck in der Triebwerkskammer relativ niedrig ist, ist die Neigung der "Schwenkscheibe" groß, so dass der Hub des oder der Kolben entsprechend I ang ist. Wenn der Druck in der Triebwerkskammer relativ hoch ist, ist die Neigung der "Schwenkscheibe" klein, so dass der Hub des oder der Kolben entsprechend gering ist. Zum Stand der Technik sei auf folgende Druckschriften verwiesen:
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US 5 620 310 -
DE 44 41 721 C2 -
JP 2002/070739 A
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US Pat. No. 5,620,310 -
DE 44 41 721 C2 -
JP 2002/070739 A
Diese Druckschriften beziehen sich jeweils auf stufenlos regelbare Verdichter mit variabler Verstellung des Kolbenhubs.These documents each relate to continuously variable compressors with variable adjustment of the piston stroke.
In der Regel sind solche Verdichter als Axialkolbenverdichter ausgeführt, wobei die Hubanpassung - wie bereits erwähnt - durch eine Veränderung des Kippwinkels der "Schwenkscheibe" erfolgt. Dabei wird die Position des unteren Totpunktes des oder der Kolben verändert; die Lage des oberen Totpunktes und damit die Größe des sog. schädlichen Raums bleiben idealtypisch unverändert.In general, such compressors are designed as axial piston compressor, wherein the Hubanpassung - as already mentioned - is done by changing the tilt angle of the "swash plate". In this case, the position of the bottom dead center of the piston or is changed; The position of the top dead center and thus the size of the so-called. Harmful space remain idealtypisch unchanged.
Beim Betrieb eines solchen Verdichters treten gewöhnlich interne Leckagen und Verluste auf. Die Hauptursache dafür ist, dass bei der Verdichtung eines in den bzw. die Zylinder gesaugten Kältemittels in der Regel ein sog. Teilmassenstrom durch den Spalt zwischen Zylinder und Kolben in den Triebwerksraum des Verdichters eintritt. Dieser Effekt ist auch als "blow-by" bekannt. Sofern ein Ölabschneider an der Hochdruckseite des Verdichters angeordnet ist, besteht die Möglichkeit, dass ungewollt Kältemittel über die Ölrückführung in die Triebwerkskammer gelangt. Um in der Triebwerkskammer einen unerwünschten Überdruck zu vermeiden, ist zwischen Triebwerkskammer und der Niederdruck- bzw. Saugseite eine Fluidverbindung vorgesehen, über die in die Triebwerkskammer eintretende Leckagemassen wieder abströmen können. Bei der erwähnten Fluidverbindung handelt es sich in der Regel um eine Verbindungsbohrung. Der freie Querschnitt dieser Bohrung ist im allgemeinen so dimensioniert, dass selbst unter ungünstigsten Bedingungen kein unerwünschter Überdruck in der Triebwerkskammer entsteht. Aufgrund der beschriebenen Abhängigkeit des Kolbenhubs vom Druck innerhalb der Triebwerkskammer ist es üblich, den Verdichter extern dadurch zu regeln, dass der Druck in der Triebwerkskammer beeinflusst wird. Durch Erhöhung des Drucks innerhalb der Triebwerkskammer wird in das interne Kräfte- und Momentengleichgewicht des Verdichters derart eingegriffen, dass sich der Hub der Kolben reduziert. Der Verdichter wird dadurch "abgeregelt". Umgekehrt verhält es sich bei Reduzierung des Drucks in der Triebwerkskammer. Dadurch lässt sich der Verdichter "aufregeln". Die entsprechenden Regelventile werden beim Stand der Technik elektrisch angesteuert. Dabei erfolgt die Erhöhung des Drucks innerhalb der Triebwerkskammer und damit ein entsprechendes "Abregeln" des Verdichters durch gezieltes Öffnen einer Fluidverbindung zwischen Triebwerkskammer und Druck- bzw. Hochdruckseite des Verdichters. In dieser Fluidverbindung ist das erwähnte Regelventil, welches vorzugsweise elektrisch ansteuerbar ist, angeordnet. Dabei sollte sichergestellt werden, dass der Druck in der Triebwerkskammer ein vorbestimmtes Maximalniveau nicht überschreitet. Zu diesem Zweck ist eine Sicherheits-Fluidverbindung zwischen Triebwerkskammer und der Saugseite des Verdichters vorgesehen.When operating such a compressor, usually internal leaks and losses occur. The main reason for this is that during the compression of a refrigerant sucked into the cylinder or cylinders, a so-called partial mass flow generally enters the engine room of the compressor through the gap between cylinder and piston. This effect is also known as "blow-by". If an oil separator is arranged on the high pressure side of the compressor, there is the possibility that unintentionally refrigerant reaches the engine chamber via the oil return. In order to avoid an undesirable overpressure in the engine chamber, a fluid connection is provided between the engine chamber and the low-pressure or suction side, via which leakages entering the engine chamber can flow off again. The fluid connection mentioned is usually a connection bore. The free cross-section of this bore is generally dimensioned so that no adverse pressure in the engine chamber even under the most unfavorable conditions. Due to the described dependency of the piston stroke on the pressure within the engine chamber, it is common to regulate the compressor externally by influencing the pressure in the engine chamber. By increasing the pressure within the engine chamber, the internal balance of forces and moments of the compressor is intervened in such a way that the stroke of the pistons is reduced. The compressor is thereby "decelerated". The reverse is the case when the pressure in the engine chamber is reduced. As a result, the compressor can be "set up". The corresponding control valves are electrically controlled in the prior art. In this case, the increase in pressure within the engine chamber and thus a corresponding "Abregeln" of the compressor by selectively opening a fluid connection between the engine chamber and pressure or high pressure side of the compressor. In this fluid connection, the mentioned control valve, which is preferably electrically controlled, arranged. It should be ensured that the pressure in the engine chamber does not exceed a predetermined maximum level. For this purpose, a safety fluid connection between the engine chamber and the suction side of the compressor is provided.
Der Druck in der Triebwerkskammer lässt sich zwischen dem an der Druckseite herrschenden Hochdruck und dem an der Saugseite herrschenden Niederdruck einstellen. Innerhalb dieser Grenzen lässt sich der Verdichter ab- bzw. aufregeln. Die Erhöhung des Drucks in der Triebwerkskammer erfolgt beim Stand der Technik natürlich immer in Relation zu der Druckerhöhung über eine im Querschnitt konstante Fluidverbindung zwischen Triebwerkskammer und der Saugseite des Verdichters. Dabei ist zu bedenken, dass bei Aufrechterhaltung des erhöhten Differenzdruckes bedingt durch den konstanten Querschnitt der erwähnten Fluidverbindung beim Abregeln des Verdichters, also bei Erhöhung des Differenzdrucks zwischen Triebwerkskammer und Saugseite der abfließende Massenstrom aus der Triebwerkskammer stetig und signifikant größer wird. Da dieser Massenstrom unmittelbar der Hochdruckseite entnommen werden muß, steht er im System für den eigentlichen Zweck des Verdichters, d.h. Kühlen oder Heizen, nicht mehr zur Verfügung und muß demzufolge als Verlust angesehen werden. Der für das Abregeln des Verdichters erforderliche Massenstrom wird quasi nur verdichterintern von der Hochdruckseite über das Regelventil in die Triebwerkskammer und von dort durch die Fluidverbindung zwischen Triebwerkskammer und Saugseite zurück auf die Saugseite gefördert, von wo er erneut angesaugt und verdichtet wird. Zur Verdichtung dieses sog. "Regelmassenstroms" ist zusätzlicher Aufwand erforderlich, der unmittelbar keinen Nutzen schafft.The pressure in the engine chamber can be adjusted between the high pressure prevailing on the pressure side and the low pressure prevailing on the suction side. Within these limits, the compressor can be off or up. Of course, in the prior art, the increase in the pressure in the engine chamber always takes place in relation to the pressure increase via a fluid connection, which is constant in cross-section, between the engine chamber and the suction side of the compressor. It should be noted that while maintaining the increased differential pressure due to the constant cross-section of said fluid connection when Abregelden the compressor, ie increasing the differential pressure between the engine chamber and suction side of the outflowing mass flow from the engine chamber is steadily and significantly larger. Since this mass flow must be taken directly from the high pressure side, it stands in the system for the actual purpose of the compressor, i. Cooling or heating, no longer available and must therefore be considered as a loss. The required for the Abregelden the compressor mass flow is virtually only inside the compressor from the high pressure side via the control valve in the engine chamber and from there through the fluid connection between the engine chamber and suction side promoted back to the suction side, from where it is sucked again and compacted. For compaction of this so-called "mass flow control" additional effort is required, which creates no immediate benefit.
Insbesondere in Mitteleuropa mit verhältnismäßig moderaten Jahresdurchschnittstem peraturen und relativ niedriger mittlerer Luftfeuchtigkeit werden speziell im Bereich von Kraftfahrzeugen eingesetzte Klimaanlagen häufig abgeregelt (mit den oben genannten inhärenten Verlusten bedingt durch das Abregeln). Speziell für dieses Problem soll die vorliegende Erfindung eine einfache, effiziente und kostengünstige Lösung bieten.Particularly in Central Europe, with relatively moderate annual average temperatures and relatively low average air humidity, air conditioning systems used especially in the field of motor vehicles are frequently regulated (with the above-mentioned inherent losses due to the abatement). Especially for this problem, the present invention is intended to provide a simple, efficient and inexpensive solution.
Ein weiteres Problem neben den energetischen Verlusten stellt die Belastung der Kolben wie auch des "Schwenkscheiben-Mechanismus" dar. Die druckbedingte Hauptkraftrichtung bei Verdichtern liegt axial von der Kolbenober- zur Kolbenunterseite. Der entgegengesetzte Lastfall (in Richtung der Kolbenoberseite) tritt druckbedingt in signifikantem Maße nur beim Abregeln des Verdichters, also bei einer Erhöhung des Drucks in der Triebwerkskammer über dem Druck der Saugseite auf. Von daher ist im abgeregelten Betrieb sicherzustellen, dass die druckbedingten kolbenunterseitig wirkenden Kräfte ein definiertes Maß nicht überschreiten. Dabei muß auch darauf geachtet werden, dass bevorzugt Kolben aus Leichtwerkstoffen, insbesondere Leichtmetall eingesetzt werden sollen, die sowohl energetisch als auch regelungstechnisch vorteilhaft sind. Auch unter diesem Aspekt soll die vorliegende Erfindung eine Lösungsmöglichkeit anbieten.Another problem in addition to the energy losses is the load on the piston as well as the "swash plate mechanism". The pressure-related main force direction in compressors is located axially from the piston top to the piston bottom. The opposite load case (in the direction of the piston top) occurs due to pressure to a significant extent only when Abregor of the compressor, so with an increase in the pressure in the engine chamber above the pressure of the suction side. It must therefore be ensured in regulated operation that the pressure-related forces acting on the underside of the piston do not exceed a defined level. It must also be ensured that preferably pistons made of lightweight materials, in particular light metal to be used, which are both energetically and control technology advantageous. Also in this aspect, the present invention should offer a solution.
Dementsprechend liegt der vorliegenden Erfindung die Aufgabe zugrunde, speziell bei einem extern geregelten Verdichter beliebiger Regelcharakteristik den beim Abregeln auftretenden Verlustmassenstrom zu minimieren und andererseits eine Sicherheitseinrichtung zu schaffen, welche die beim Ansaugprozeß in Richtung der Kolbenoberseite wirkenden druckbedingten Kräfte zu begrenzen bzw. reduzieren vermag.Accordingly, the present invention has the object, especially in an externally controlled compressor of any control characteristic to minimize the loss mass flow occurring during Abregeln and on the other hand to provide a safety device which is able to limit or reduce the forces acting during the suction process in the direction of the piston top pressure-related forces.
Diese Aufgabe wird erfindungsgemäß bei einem Verdichter der eingangs genannten Art dadurch gelöst, dass zwischen Triebwerkskammer und Saugseite eine Fluidverbindung vorgesehen ist, in der ein kontinuierlich arbeitendes Regelventil angeordnet ist, mittels dem ab einer vorbestimmten Druckdifferenz zwischen Triebwerkskammer und Saugseite bei weiter ansteigender Druckdifferenz die Fluidverbindung zwischen Triebwerkskammer und Saugseite zunehmend gedrosselt, im Extremfall vollständig geschlossen wird.This object is achieved in a compressor of the type mentioned above in that between the engine chamber and suction side a fluid connection is provided, in which a continuously operating control valve is arranged by means of which from a predetermined pressure difference between the engine chamber and suction side with further increasing pressure difference between the fluid connection Engine chamber and suction side increasingly throttled, in extreme cases, completely closed.
Die beim Stand der Technik vorgesehene "konstante" Öffnung zwischen Triebwerkskammer und Saugseite wird also erfindungsgemäß durch eine "variable Öffnung" ersetzt, und zwar regelungstechnisch dergestalt, dass der Öffnungsquerschnitt mit steigendem Differenzdruck zwischen Triebwerkskammer und Niederdruck- bzw. Saugseite zunehmend verringert wird, wodurch der Verlustmassenstrom annähernd konstant auf dem ursprünglichen Wert gehalten werden kann.The provided in the prior art "constant" opening between the engine chamber and suction side is thus replaced by a "variable opening", namely control such that the opening cross section with increasing differential pressure between the engine chamber and low pressure or suction side is increasingly reduced, causing the Loss mass flow can be kept approximately constant at the original value.
Vorzugsweise öffnet das Regelventil in der Fluidverbindung zwischen Triebwerkskammer und Saugseite bei einer vorbestimmten überhöhten Druckdifferenz zwischen Triebwerkskammer und Saugseite erneut, so dass einer Schädigung oder Zerstörung der Kolben entgegengewirkt wird. Der Grundgedanke ist also der, dass bei überhöhtem Differenzdruck zwischen Triebwerkskammer und Saugseite mindestens eine im Normalbetrieb nicht wirksame Öffnung in Funktion tritt, durch die ein Abströmen von Masse aus der Triebwerkskammer möglich ist derart, dass der Druck in der Triebwerkskammer wieder auf einen niedrigeren Betriebsdruck absinkt. Bei dieser Maßnahme handelt es sich um eine Sicherheitsmaßnahme, um den Verdichter bzw. die Triebwerkskammer vor unerwünschtem Überdruck zu bewahren.Preferably, the control valve opens again in the fluid connection between the engine chamber and suction side at a predetermined excessive pressure difference between the engine chamber and suction side, so that damage or destruction of the piston is counteracted. The basic idea is therefore that at excessive differential pressure between the engine chamber and suction side at least one in normal operation not effective opening function, through which an outflow of mass from the engine chamber is possible such that the pressure in the engine chamber drops back to a lower operating pressure , This measure is a safety measure to protect the compressor or the engine chamber from undesirable overpressure.
Weitere Details der Erfindung, insbesondere konstruktiver Art sind in den Ansprüchen 3 ff. angegeben. Auf diese Details wird auch im Laufe der weiteren Beschreibung der Erfindung, insbesondere anhand von Ausführungsbeispielen noch gesondert Bezug genommen. Diesbezüglich wird auf die anliegende Zeichnung verwiesen.
Diese zeigt in:
- Fig. 2
- Einfluß unterschiedlicher Temperaturen auf den Verlustmassenstrom;
- Fig. 3
- eine erste Ausführungsform eines erfindungsgemäß ausgebildeten und angeordneten Regelventils zwischen Triebwerkskammer und Saugseite eines Verdichters in schematischer Darstellung (normaler Betriebszustand);
- Fig. 4
- die typische Abregelkurve eines extern geregelten Verdichters;
- Fig. 5
- ein möglicher Kräfteverlauf beim Abregeln innerhalb eines mechanischen Regelventils gemäß Erfindung;
- Fig. 6
- Vergleich der Verlustmassenströme durch eine Fluidverbindung zwischen Triebwerkskammer und Saugseite, deren Öffnungsquerschnitt mittels des erfindungsgemäßen Regelventils variabel ist; und
- Fig. 7
- die Ausführungsform gemäß
Fig. 3 bei aktivierter Sicherheitsfunktion.
This shows in:
- Fig. 2
- Influence of different temperatures on the loss mass flow;
- Fig. 3
- a first embodiment of an inventively designed and arranged control valve between the engine chamber and suction side of a compressor in a schematic representation (normal operating state);
- Fig. 4
- the typical Abregelkurve an externally controlled compressor;
- Fig. 5
- a possible flow of forces when Abregeln within a mechanical control valve according to the invention;
- Fig. 6
- Comparison of the loss mass flows through a fluid connection between the engine chamber and suction side, the opening cross-section is variable by means of the control valve according to the invention; and
- Fig. 7
- the embodiment according to
Fig. 3 with activated safety function.
Betrachtet man den Verlustmassenstrom für typische Betriebsbedingungen eines Verdichters, insbesondere Axialkolbenverdichters für Fahrzeug-Klimaanlagen, so lässt sich feststellen, dass für einen Abregelbereich der Einfluß unterschiedlicher Temperaturen und Eintrittszustände gering ist. Wie
Zieht man als Referenz bei der Auslegung eine mittlere Bedingung heran, so ist für den üblichen Abregelbereich gemeinhin die maximale Abweichung der real auftretenden "Extrempunkte" für den üblichen Abregelbereich weniger als etwa 2 % (relativ).If a mean condition is taken as a reference in the design, the maximum deviation of the actually occurring "extreme points" for the usual regulation range is usually less than about 2% (relative) for the usual control range.
Der Umstand, dass der Differenzdruck zwischen Triebwerkskammer und Saugseite wesentlich für den Verlustmassenstrom verantwortlich ist, lässt sich mit Hilfe eines mechanischen Regelventils entsprechend
Der Kolben 14 ist zwischen zwei stirnseitig anliegenden Federn, hier Schraubendruckfedern 15, 16 innerhalb des Zylinderraums 11 eingespannt. Der Zylinderraum 11 wird durch eine entsprechende Bohrung in einem Ventilkörper 25 definiert, wobei die Bohrungsöffnung nach Platzierung der Schraubendruckfedern samt Kolben 14 durch einen Stopfen 26 verschlossen wird.The
Die Federelemente 15, 16 sind derart ausgebildet und eingestellt, dass das Drosselverhalten des Regelventils 10 mit steigender Druckdifferenz zwischen Triebwerkskammer 17 und Saugseite 18 entweder linear oder progressiv, degressiv und/oder stufenförmig ist. Dies hängt auch von der Gestaltung des Durchgangs 20 im Kolben 14 ab. Der schlitzförmige Durchgang 20 im Mantel 19 des Kolben 14 kann als sich axial in einer Richtung entweder stetig oder stufenförmig erweiternder oder verjüngender Schlitz ausgebildet sein, und zwar je nach dem gewünschten Regelverhalten. Zur Erziehung eines konstanten Massenstroms ist eine sich in axialer Richtung stetig verjüngende Geometrie vorzusehen.The
Der Ventilkörper 25 kann Teil des Verdichtergehäuses oder ein gesondertes Bauteil sein. Bei Ausbildung des Kolbens 14 aus Kunststoff werden die Federn 15, 16 vorzugsweise integral mit dem Kolben als Baueinheit bereitgestellt, d.h. stirnseitig mit dem Kolbenmaterial vergossen. Wie bereits erwähnt, erfolgt der Einbau des Kolbens 14 innerhalb des Zylinderraums 11 unter Vorspannung der beiden Federelemente 15, 16, so dass die Federn bei jedem Betriebszustand am Kolben 14 anliegen.The
Der Kolben 14 ist innerhalb des Zylinderraums 11 mit Spielpassung eingepasst, und zwar vorzugsweise mit einer Passung von weniger als 15µm, um den am Kolben vorbeiströmenden Massenstrom auf einem vernachlässigbar niedrigem Niveau zu halten. Um dies zu erreichen, können zusätzliche Dichtmaßnahmen zwischen Kolben und Zylinderwand vorgesehen sein.The
In
Sofern der Druck zwischen Triebwerkskammer und Saugseite ausgeglichen ist, wird der Kolben 14 in einer mittleren Position gehalten. Der im Kolbenmantel 19 ausgebildete Durchgang 20 befindet sich dann etwa auf Höhe der zur Saugseite 18 führenden Leitung 13.If the pressure between the engine chamber and suction side is balanced, the
Gewöhnlich ist ein Mindestdifferenzdruck zwischen Triebwerkskammer und Saugseite erforderlich, um eine Reduzierung des Verdichterhubes zu bewirken. Diese Mindest-Druckdifferenz sollte bei der Auslegung des beschriebenen mechanischen Regelventils berücksichtigt werden. Zum einen sollte auslegungsgemäß bei der genannten Mindest-Druckdifferenz der bzw. die im Kolbenmantel 19 eingebrachten schlitzförmigen Durchgänge 20 möglichst so positioniert sein, dass die volle Fläche des oder der Durchgänge 20 wirksam ist bzw. sind. Ein weiteres Ansteigen des Differenzdruckes sollte jedoch möglichst umgehend zu einer sukzessiven Verringerung des wirksamen Öffnungsquerschnitts des oder der schlitzförmigen Durchgänge 20 führen.Usually, a minimum differential pressure between engine chamber and suction side is required to effect a reduction in the compressor stroke. This minimum pressure difference should be taken into account in the design of the described mechanical control valve. On the one hand, according to the design, the slit-shaped
Die Auslegung der Durchgangsöffnung im Kol benmantel 19 sollte derart sein, dass innere Leckagen, oder sonstige hier nicht näher zu bezeichnende Einflüsse, bei einer definierten Mindest-Druckdifferenz zwischen Triebwerkskammer und Saugseite vollständig über den Kolben 14 bzw. das Regelventil 10 abfließen können.The design of the through hole in Kol benmantel 19 should be such that internal leakage, or other here not closer to designating influences, at a defined minimum pressure difference between the engine chamber and suction side can flow completely through the
Beim Abregelvorgang erhöht sich der Differenzdruck zwischen Triebwerkskammer und Saugseite. Ein möglicher Kräfteverlauf von Feder- und Druckkräften im Regelventil 10 bei Erhöhung des Differenzdrucks und entsprechender Verschiebung des Kolbens 14 (in
Die Einbaulage des Regelventils 10 ist beliebig, da das Eigengewicht des Kolbens 14 für die Regelung vernachlässigbar sein soll. Das Regelventil 10 kann am Zylinderkopf oder Zylinderblock oder unter Berücksichtigung entsprechender Verbindungen außerhalb des Verdichtergehäuses angeordnet sein.The installation position of the
Wie der
Da der abfließende Massenstrom mit Hilfe des beschriebenen Regelventils 10 während des Abregelns allgemein auf annähernd konstant niedrigem Niveau gehalten werden kann (siehe
Bei der Ausführungsform gemäß
Im übrigen ist das Regelventil gemäß
Durch das beschriebene Regelventil wird noch ein weiterer Vorteil erzielt, nämlich den Vorteil, dass der Massenstrom zwischen Triebwerkskammer und Verdichtersaugseite stark reduziert ist. Dadurch wird auch der Ölmassenstrom, d.h. die mit dem Gasstrom mitgeführte Ölmenge entsprechend reduziert. Dies wirkt sich einerseits positiv auf die Gesamtleistung sowie das thermische Verhalten des Verdichters und damit einer Fahrzeug-Klimaanlage, und zum anderen vorteilhaft auf die Lebensdauer des Verdichters aus.The control valve described yet another advantage is achieved, namely the advantage that the mass flow between the engine chamber and compressor suction is greatly reduced. As a result, the oil mass flow, i. reduces the entrained with the gas flow amount of oil accordingly. This has a positive effect on the overall performance as well as the thermal behavior of the compressor and thus a vehicle air conditioning, and on the other advantageous to the life of the compressor.
Das beschriebene Regelventil lässt sich als vorgefertigte Baueinheit zur Verfügung stellen. Innerhalb des Kolbens oder auch des Zylinderraums lassen sich weitere Elemente integrieren, wie Ölabscheider, Partikelfilter od. dgl..The control valve described can be made available as a prefabricated unit. Within the piston or the cylinder chamber, further elements can be integrated, such as oil separators, particulate filters od. Like.
Der Ventilkörper 25 wird vorzugsweise aus Stahl, Stahllegierung, Leichtmetall, insbesondere Aluminium, oder auch Kunststoff hergestellt. Gleiches gilt für den Kolben 14. Bei Ausbildung des Kolbens 14 aus Kunststoff ist es möglich, die Federelemente 15, 16 mit dem Kolbenmaterial innig bzw. dauerhaft fest zu verbinden, so dass Kolben und Federelemente eine Baueinheit darstellen, die als Ganzes in den Zylinderraum 11 eingebracht werden kann. Bei Ausbildung des Kolbens 14 aus Kunststoff bietet sich vor allem die Herstellung durch Spritzgießen an. Es können Duroplaste oder Thermoplaste zum Einsatz kommen. Die Durchgangsschlitze 20 und 27 lassen sich beim Spritzgießen in einem Arbeitsgang ausbilden. Es können gleitoptimierte Kunststoffe verwendet werden, insbesondere gleitoptimierte Duro-oder Thermoplaste.The
Bei Verwendung von metallischen Werkstoffen für den Kolben 14 werden die Durchgänge 20, 27 vorzugsweise mittels Laser (Laserschneiden) ausgebildet. Damit lassen sich beliebige Konturen bzw. Öffnungsquerschnitte erzielen. Wie bereits erwähnt, kann sich der schlitzförmige Durchgang 20 im Mantel 19 des Kolbens 14 axial in einer Richtung entweder stetig oder stufenförmig erweitern oder verjüngen, je nach dem gewünschten Regelverhalten, wobei die sich verjüngende Geometrie hier bevorzugt ist. Die Kontur des Durchgangs 20 ist letztlich auch vom Verdichter selbst bzw. dessen Betriebsverhalten abhängig.When using metallic materials for the
Natürlich kann die mit der Triebwerkskammer 17 verbundene Fluidleitung 12 auch so angeordnet sein, dass sie axial in den Zylinderraum 11 mündet. Insofern handelt es sich bei den
Des weiteren kann die Verbindung zwischen der Außenseite des Kolbenbodens 23 und der Saugseite über den Kolben 14 unmittelbar hergestellt werden, und zwar über am Kolben oder an der Zylinderwand ausgebildete Längsnuten. Diese druckkommunizierenden Nuten sollen also eine Fluidverbindung zwischen der Saugseite und dem Raum unterhalb des Kolbenbodens 23 herstellen. Um dies auch in jeder beliebigen Axialposition des Kolbens 14 sicherzustellen, sind die entsprechenden Nuten vorzugsweise an der Zylinderwand ausgebildet. Derartige druckkommunizierende Nuten haben auch den Vorteil einer verbesserten axialen Beweglichkeit des Kolbens 14. Innerhalb der druckkommunizierenden Längs- bzw. Axialnuten sammelt sich durch das Kältemittel mitgeführtes Öl an, welches ansonsten die Beweglichkeit des Kolbens 14 innerhalb des Zylinderraums 11 beeinträchtigen könnte. Mittels der erwähnten Längs- bzw. Axialnuten wird also einerseits die Kontaktfläche zwischen Kolben und Zylinderwand reduziert. Andererseits wird ein Öl-Sammelraum geschaffen, so dass das Öl - insbesondere bei niedrigen Umgebungstemperaturen - der Beweglichkeit des Kolbens 14 innerhalb des Zylinderraums 11 nicht hinderlich ist. Die Gefahr, dass der Kolben 14 innerhalb des Zylinderraums 11 in seiner freien Beweglichkeit eingeschränkt ist, wird reduziert. Darüber hinaus ist sichergestellt, dass auf den Kolben 14 die Druckdifferenz zwischen Triebwerkskammer und Saugseite anliegt, ohne eine zusätzliche Verbindung zur Niederdruckseite schaffen zu müssen.Furthermore, the connection between the outside of the
Es gibt drei signifikante Positionen des Kolbens 14:
- Mittellage bei Druckausgleich zwischen Triebwerkskammer und Saugseite (vollwirksamer Öffnungsquerschnitt des Durchgangs 20 im Kolbenmantel 19)
- Arbeitspunkt bei anliegender Druckdifferenz zwischen Triebwerkskammer und Saugseite (Öffnungsquerschnitt des Durchgangs 20 ist reduziert)
- Sicherheitsposition bei ungewollt hoher Druckdifferenz zwischen Triebwerkskammer und Saugseite (nur der Sicherheitsschlitz 27 wird wirksam)
- Middle position with pressure equalization between engine chamber and suction side (fully effective opening cross section of the
passage 20 in the piston skirt 19) - Working point at applied pressure difference between engine chamber and suction side (opening cross-section of the
passage 20 is reduced) - Safety position with unintentionally high pressure difference between the engine chamber and the suction side (only the
safety slot 27 becomes effective)
Sämtliche in den Anmeldungsunterlagen offenbarten Merkmale werden als erfindungswesentlich beansprucht, soweit sie einzeln oder in Kombination gegenüber dem Stand der Technik neu sind.All disclosed in the application documents features are claimed as essential to the invention, as far as they are new individually or in combination over the prior art.
- 1010
- Regelventilcontrol valve
- 1111
- Zylinderraumcylinder space
- 1212
- Leitungmanagement
- 1313
- Leitungmanagement
- 1414
- Kolbenpiston
- 1515
- SchraubendruckfederHelical compression spring
- 1616
- SchraubendruckfederHelical compression spring
- 1717
- TriebwerksraumMachine Room
- 1818
- Saugseitesuction
- 1919
- Kolbenmantelpiston skirt
- 2020
- (schlitzförmiger) Durchgang(slot-shaped) passage
- 2121
- Innenrauminner space
- 2222
- offene Stirnseiteopen front
- 2323
- Kolbenbodenpiston crown
- 2424
- Verbindungsleitungconnecting line
- 2525
- Ventilkörpervalve body
- 2626
- Verschlußstopfenplugs
- 2727
- Sicherheitsschlitzsecurity slot
Claims (15)
- Compressor, especially an axial piston compressor for a vehicle air-conditioning system, having a housing delimiting a drive mechanism chamber (17), having a cylinder block in which at least one piston is mounted so as to be axially displaceable back and forth, and having a cylinder head having a suction side and a delivery side, there being provided between the drive mechanism chamber (17) and the suction side (18) a fluid connection (12, 13) in which there is arranged a regulating valve (10) by means of which, starting from a predetermined pressure difference between the drive mechanism chamber (17) and the suction side (18), the fluid connection between the drive mechanism chamber and the suction side is increasingly throttled as the pressure difference further increases and is, in the extreme case, closed completely, in particular the free cross-section of the fluid connection being reduced in such a manner that the mass flow flowing out of the drive mechanism chamber is maintained approximately at a constant low level.
- Compressor according to claim 1,
characterised in that
in the event of a predetermined higher pressure difference between the drive mechanism chamber (17) and the suction side (18), the regulating valve (10) reopens their fluid connection so that a predetermined lower pressure difference can be established. - Compressor according to claim 1 or 2,
characterised in that
the throttling behaviour of the regulating valve (10) with increasing pressure difference between the drive mechanism chamber (17) and the suction side (18) is linear, progressive, degressive and/or stepped. - Compressor according to any one of claims 1 to 3,
characterised in that
the regulating valve (10) comprises a cylinder space (11), which has fluid connections (lines 12, 13) with the drive mechanism chamber (17), on the one hand, and with the suction side (18), on the other hand, and within which a piston (14) is mounted so as to be displaceable back and forth especially in each case against the action of a resilient element (15, 16), wherein the piston (14), in dependence on the pressure difference acting on the piston (14) corresponding to the pressure difference between the drive mechanism chamber (17) and the suction side (18), opens the fluid passageway between the drive mechanism chamber and the suction side to a greater or lesser extent, and in the extreme case closes it completely. - Compressor according to claim 4,
characterised in that
the piston (14) of the regulating valve (10) is a hollow piston open at one end face, in the wall (19) of which there is formed at least one axially extending, especially slot-shaped, passageway (20), with which passageway (20) there is associated the suction side or a fluid line (13) in communication with the suction side (18) and opening out laterally into the cylinder space (11), whilst the internal space (21) of the piston (14) has, by way of its open end face (22), a fluid connection (line 12) with the drive mechanism chamber (17). - Compressor according to claim 4 or 5,
characterised in that
the suction side (18) is also applied to the closed end face of the piston (14) or, that is to say, its piston base (23). - Compressor according to any one of claims 4 to 6,
characterised in that
the piston (14) of the regulating valve (10) is clamped between two spring elements, especially helical compression springs (15, 16), in contact with its end faces, within the cylinder space (11). - Compressor according to claim 7,
characterised in that
the spring elements (15, 16) are integrally connected to the piston (14). - Compressor according to any one of claims 4 to 8,
characterised in that
the wall (19) of the piston (14) has a second passageway (27) which is spaced axially away from the first passageway in the direction of the delivery (highpressure) side and which comes into effect after a predetermined higher pressure difference between the drive mechanism chamber (17) and the suction side (18) has been exceeded and opens or frees the fluid connection between the drive mechanism chamber and the suction side for reducing the higher pressure difference. - Compressor according to one or more of claims 1 to 9,
characterised in that
in the flow path of the regulating valve (10), especially in its piston (14), there are arranged means for separating out lubricants, particles or the like. - Compressor according to one or more of claims 1 to 10.
characterised in that
the piston (14) of the regulating valve (10) is made from steel, steel alloy, light metal, especially aluminium, and/or plastics material. - Compressor according to claim 11,
characterised in that
when the piston (14) is made of plastics material, the spring elements in contact with the end faces, especially the helical compression springs (15, 16), are integrated into the plastics material by casting or are embedded therein. - Compressor according to any one of claims 4 to 12,
characterised in that
the passageway (20) associated with the suction side (18) is located in the wall (19) of the piston (14) within an inward bulge, especially an annular inward bulge, and/or the opening of the fluid line (13) opening laterally into the cylinder space (11) and in communication with the suction side (18) is located within an outward bulge, especially an annular outward bulge or annular groove, so that the function of the regulating valve (10) is maintained even in the event of rotation of the piston (14) about its longitudinal axis. - Compressor according to any one of claims 6 to 13,
characterised in that
on the outside of the piston wall (19) and/or on the cylinder wall delimiting the cylinder space there are formed one or more longitudinal grooves, by means of which a fluid connection between the suction side (18) and that part of the cylinder space which is located beneath the piston base (23) is maintained. - Compressor according to any one of claims 5 to 14,
characterised in that
the slot-shaped passageway (20) in the wall (19) of the piston (14) of the regulating valve (10) becomes wider or narrower either continuously or stepped in one direction axially, in dependence on the desired regulation behaviour, especially becoming narrower either continuously or stepped towards the drive mechanism delivery side, so that the mass flow flowing out of the drive mechanism space remains substantially constant.
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE102004013096A DE102004013096A1 (en) | 2004-03-17 | 2004-03-17 | Compressor, in particular axial piston compressor for a vehicle air conditioning |
PCT/EP2005/000043 WO2005098235A1 (en) | 2004-03-17 | 2005-01-05 | Compressor, especially axial piston compressor for a vehicle air conditioning system |
Publications (2)
Publication Number | Publication Date |
---|---|
EP1725771A1 EP1725771A1 (en) | 2006-11-29 |
EP1725771B1 true EP1725771B1 (en) | 2013-12-25 |
Family
ID=34960285
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP05700706.4A Ceased EP1725771B1 (en) | 2004-03-17 | 2005-01-05 | Compressor, especially axial piston compressor for a vehicle air conditioning system |
Country Status (5)
Country | Link |
---|---|
US (1) | US20080206074A1 (en) |
EP (1) | EP1725771B1 (en) |
JP (1) | JP2008503675A (en) |
DE (1) | DE102004013096A1 (en) |
WO (1) | WO2005098235A1 (en) |
Families Citing this family (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE102014206952A1 (en) | 2014-04-10 | 2015-10-15 | Magna Powertrain Bad Homburg GmbH | Compressor with electrical control and additional mechanical valve |
DE102014218525B4 (en) * | 2014-09-16 | 2016-10-13 | Te Connectivity Germany Gmbh | Electric control valve for an air conditioning compressor with a sensor for determining the position of the control piston |
CN114046205B (en) * | 2021-12-13 | 2024-07-16 | 哈尔滨广瀚燃气轮机有限公司 | Auxiliary actuator cylinder of gas turbine rotatable guide vane rotating mechanism |
Family Cites Families (19)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPS6375371A (en) * | 1986-09-16 | 1988-04-05 | Sanden Corp | Variable displacement compressor |
JPS63205473A (en) * | 1987-02-19 | 1988-08-24 | Sanden Corp | Swash plate type variable displacement compressor |
JP2765057B2 (en) * | 1989-06-05 | 1998-06-11 | 株式会社豊田自動織機製作所 | Variable capacity compressor |
JP3254780B2 (en) * | 1993-01-14 | 2002-02-12 | 株式会社豊田自動織機 | Clutchless swinging swash plate type variable displacement compressor |
JP3125513B2 (en) * | 1993-04-28 | 2001-01-22 | 株式会社豊田自動織機製作所 | Swash plate type variable displacement compressor |
US5528976A (en) * | 1993-11-24 | 1996-06-25 | Kabushiki Kaisha Toyoda Jidoshokki Seisakusho | Swash plate type compressor with bearing assembly |
JP3429100B2 (en) * | 1995-03-22 | 2003-07-22 | 株式会社豊田自動織機 | Double head swash plate type compressor |
JPH09228956A (en) * | 1996-02-20 | 1997-09-02 | Toyota Autom Loom Works Ltd | Variable displacement compressor |
JPH09273483A (en) * | 1996-04-04 | 1997-10-21 | Toyota Autom Loom Works Ltd | Variable displacement type compressor |
JPH09303607A (en) * | 1996-05-17 | 1997-11-28 | Eagle Ind Co Ltd | Controlling valve for variable capacity type compressor |
JP2000346241A (en) * | 1999-06-07 | 2000-12-15 | Toyota Autom Loom Works Ltd | Check valve |
JP4064066B2 (en) * | 2000-05-24 | 2008-03-19 | サンデン株式会社 | Variable capacity swash plate compressor |
JP2002070739A (en) * | 2000-08-30 | 2002-03-08 | Zexel Valeo Climate Control Corp | Reciprocating refrigerating compressor |
JP2003028059A (en) * | 2001-07-13 | 2003-01-29 | Toyota Industries Corp | Throttle structure of displacement control of variable displacement type compressor |
JP2003184738A (en) * | 2001-12-17 | 2003-07-03 | Sanden Corp | Swash plate type compressor |
JP3726759B2 (en) * | 2002-02-18 | 2005-12-14 | 株式会社豊田自動織機 | Control device for variable capacity compressor |
EP1455090A1 (en) * | 2003-03-05 | 2004-09-08 | Delphi Technologies, Inc. | Variable displacement compressor |
US7364408B2 (en) * | 2003-05-20 | 2008-04-29 | Delphi Technologies, Inc. | Crank case shut off valve |
JP2005009422A (en) * | 2003-06-19 | 2005-01-13 | Toyota Industries Corp | Capacity control mechanism for variable displacement compressor |
-
2004
- 2004-03-17 DE DE102004013096A patent/DE102004013096A1/en not_active Withdrawn
-
2005
- 2005-01-05 EP EP05700706.4A patent/EP1725771B1/en not_active Ceased
- 2005-01-05 JP JP2007503203A patent/JP2008503675A/en active Pending
- 2005-01-05 US US10/592,978 patent/US20080206074A1/en not_active Abandoned
- 2005-01-05 WO PCT/EP2005/000043 patent/WO2005098235A1/en active Application Filing
Also Published As
Publication number | Publication date |
---|---|
US20080206074A1 (en) | 2008-08-28 |
DE102004013096A1 (en) | 2005-10-13 |
WO2005098235A1 (en) | 2005-10-20 |
JP2008503675A (en) | 2008-02-07 |
EP1725771A1 (en) | 2006-11-29 |
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