EP1906017A1 - Compressor - Google Patents
Compressor Download PDFInfo
- Publication number
- EP1906017A1 EP1906017A1 EP06746483A EP06746483A EP1906017A1 EP 1906017 A1 EP1906017 A1 EP 1906017A1 EP 06746483 A EP06746483 A EP 06746483A EP 06746483 A EP06746483 A EP 06746483A EP 1906017 A1 EP1906017 A1 EP 1906017A1
- Authority
- EP
- European Patent Office
- Prior art keywords
- working fluid
- oil
- chamber
- crankcase
- control valve
- 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.)
- Granted
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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
- F04B27/10—Multi-cylinder pumps specially adapted for elastic fluids and characterised by number or arrangement of cylinders having cylinders coaxial with, or parallel or inclined to, main shaft axis having stationary cylinders
- F04B27/1036—Component parts, details, e.g. sealings, lubrication
- F04B27/109—Lubrication
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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
- F04B39/00—Component parts, details, or accessories, of pumps or pumping systems specially adapted for elastic fluids, not otherwise provided for in, or of interest apart from, groups F04B25/00 - F04B37/00
- F04B39/0027—Pulsation and noise damping means
- F04B39/0055—Pulsation and noise damping means with a special shape of fluid passage, e.g. bends, throttles, diameter changes, pipes
- F04B39/0061—Pulsation and noise damping means with a special shape of fluid passage, e.g. bends, throttles, diameter changes, pipes using muffler volumes
Definitions
- the present invention relates to the structure of a compressor having a pressure control valve for controlling the pressure in the crankcase and an oil separation mechanism for separating oil mixed in the compressed working fluid.
- one of the intake chamber and discharge chamber that is formed to the center of the rear housing communicates with the corresponding discharge outlet via a tunnel-like communicating passage, in which a muffler chamber is provided between the tunnel-like communicating passage and the pipe connection to which the discharge outlet is connected (for example see Patent Document 2).
- the pressure control valve is provided on the supply passage that communicates with the discharge chamber via the introducing port at one end and with the crankcase at the other so that the opening rate of the supply passage is adjusted to control the pressure in the crankcase (for example see Patent Document 3).
- the working fluid containing a relatively large amount of oil is sent to the supply passage, which causes the oil to adhere to the valve body of the pressure control valve, slowing down the opening/closing motion of the valve and substantially changing the passage area because of the oil adhering to the valve body, and the desired working fluid rate supplied to the crankcase may not be ensured, destabilizing the crankcase pressure control.
- the purpose of the present invention is to prevent the instability of the pressure control in a crankcase by sending a working fluid having a relatively low oil mixing ratio to the pressure control valve so as to reduce the adhesion of oil to the valve body of the pressure control valve.
- the compressor of the present invention is provided with a housing, a crankcase formed in the housing, a driving shaft rotatably supported by the housing and rotated by an external driving force, a compression mechanism converting the rotation of the driving shaft to the compression of a working fluid, a pressure control valve supplying the working fluid that is compressed by the compression mechanism and relatively highly pressurized to the crankcase so as to control the pressure in the crankcase, and an oil separation mechanism separating oil from the working fluid compressed by the compression mechanism, characterized by the fact that the introducing port of an supply passage for supplying the working fluid to the pressure control valve is open to the passage where the working fluid from which oil is separated and removed by the oil separation mechanism can be introduced (Claim 1).
- the working fluid can be, for example, a refrigerant for chlorofluorocarbon compressors or a refrigerant for CO 2 compressors.
- the pressure control valve for supplying a working fluid compressed by the compression mechanism and relatively highly pressurized to the crankcase so as to control the pressure in the crankcase can be one for adjusting the opening rate of the supply passage to control the working fluid rate entering the crankcase (entry control) or the one for adjusting the opening rates of both the supply passage and the bleeding passage to control the pressure in the crankcase.
- the compressor can particularly be of a reciprocating piston-operated variable capacity type including single swash plate, wobbling, and other similar types. The separated oil is led to low pressure chambers such as the crankcase and intake chamber.
- the oil separation mechanism consists of an oil separation chamber in communication with an discharge chamber where the working fluid compressed by the compression mechanism is temporarily stored, and an oil separating tube protruding in the oil separation chamber for swirling the working fluid introduced from the discharge chamber and connecting the discharge outlet for discharging the working fluid outside the compressor and the oil separation chamber, and the introducing port is opened to the downstream side of said oil separating tube (Claim 2).
- the oil separator is provided with a separate passage from the supply passage for supplying the oil separated in the oil separation chamber to low pressure chambers such as the crankcase and intake chamber.
- the oil separation mechanism can be constituted of a muffler chamber formed in the housing, the muffler chamber and the discharge chamber into which the working fluid compressed by the compression mechanism is discharged are connected via a first communicating passage, and the muffler chamber and the discharge outlet for discharging the working fluid outside the compressor are connected via a second communicating passage, wherein the introducing port is opened to the downstream side of the muffler chamber (Claim 3).
- the muffler chamber is capable of preventing the separated oil from being discharged through the second communicating passage and is in communication with a separate passage from the first and second communicating passages for supplying the separated oil from the muffler chamber to low pressure chambers such as the crankcase and intake chamber.
- working fluid having a relatively low oil mixing ratio after oil is separated and removed therefrom by the oil separation mechanism, and is sent to the pressure control valve, thereby reducing the adhesion of oil to the valve body of the pressure control valve. Consequently, the valve opening/closing operation of the pressure control valve can be controlled in a desired manner, improving the controllability of the compressor.
- the muffler chamber serves to attenuate the intake pulsation or discharge pulsation of the compressor and separate oil from the working fluid while the working fluid passes through there.
- the separated oil is supplied to low pressure chambers such as the crankcase through a separate passage. Therefore, the muffler chamber also serves as the oil separation mechanism.
- the muffler chamber serving as the oil separation mechanism eliminates the provision of a separate oil separation mechanism for separating oil from the working fluid sent to the pressure control valve as described in Claim 2 and gives the compressor a relatively simple structure.
- Fig.1 shows a reciprocating piston-operated variable capacity compressor 1 as an embodiment of a compressor 1 to which the present invention is applied.
- the compressor 1 comprises a cylinder block 3, a front housing 4 secured to the front of the cylinder block 3, a rear housing 5 secured to the back (to the right in Fig.1 ) of the cylinder block 3 via a valve plate 26, and a driving shaft 6.
- the cylinder block 3, front housing 4, valve plate 26, and rear housing 5 are joined and secured to each other by a fastening bolt 7 inserted in the axial direction of cylinder bores 18 described later, thereby constituting a nearly cylindrical metal housing 2.
- the front housing 4 and cylinder block 3 forms a crankcase 8.
- the driving shaft 6 is encased in the crankcase 8 with one end protruding from the front housing 4.
- a clutch plate 10 is fixed to the portion of the driving shaft 6 that protrudes from the front housing 4 via an axial relay member 9.
- a drive pulley 11 is rotatably fitted on a boss 4a of the front housing 4, facing the clutch plate 10.
- the drive pulley 11 is rotatably fitted on the boss 4a via a bearing 12.
- One end of the driving shaft 6 is air-tightly sealed by a shaft sealing device 14 provided between the front housing 4 and the driving shaft 6 and rotatably supported by the front housing 4 via a radial bearing 15 fitted on the outer periphery of the driving shaft 6.
- the other end of the driving shaft 6 is rotatably supported by the cylinder block 3 via a radial bearing 17 housed in a supporting recess 16 of the cylinder block 3.
- the cylinder block 3 has a supporting recess 16 for supporting the driving shaft 6 and multiple cylinder bores 18 around the supporting recess 16 at equal intervals in the circumferential direction.
- the cylinder bores 18 each house a single-ended piston 19 in a reciprocable manner.
- a thrust flange 20 is fixed to and rotates with the driving shaft 6 within the crankcase 8.
- the thrust flange20 is rotatably supported by the inner wall of the front housing 4 that is nearly perpendicular to the driving shaft 6 via a thrust bearing 21.
- a swash plate 23 is coupled to the thrust flange 20 via a linking member 22.
- the swash plate 23 is held via a hinge ball 24 provided on the driving shaft 6 and allowed to tilt.
- the swash plate 23 rotates in sync with and together with the thrust flange 20.
- the rim of the swash plate 23 is engaged with an engaging part 19a of the single-ended piston 19 via a pair of shoes 25 provided on the front and back.
- the above described thrust flange 20, swash plate 23, and single-ended piston 19 constitute a compressor mechanism converting the rotation of the driving shaft 6 to compression of the working fluid.
- the swash plate 23 rotates in sync with and together with the driving shaft 6.
- the rotation is converted to the linear reciprocating motion of the single-ended piston 19 via the shoes 25.
- the reciprocating motion of the single-ended piston 19 changes the capacity of the compression chamber 27 formed between the single-ended piston 19 and the valve plate 26 in the cylinder bore 18.
- the rear housing 5 is joined to the cylinder block 3 via the valve plate 26 to form an intake chamber 29 and an discharge chamber 30 continuously formed around the intake chamber 29.
- the valve plate 26 has an intake hole 31 connecting the intake chamber 29 and compression chamber 27 via a not-shown intake valve and an discharge hole 32 connecting the discharge chamber 30 and compression chamber 27 via a not-shown intake valve.
- the rear housing 5 has on the side wall an installation bore 33 in which a pressure control valve 34 for controlling the pressure in the crankcase 8 in this embodiment is installed.
- the pressure control valve 34 is described in detail later.
- An oil separator 36 for separating oil mixed in the compressed working fluid discharged into the discharge chamber 30 is also provided in the rear housing 5.
- the oil separator 36 consists of an oil separation chamber 38 in communication with the discharge chamber 30 via a discharge passage 37 and an oil separating tube 39 for swirling the working fluid discharged from the discharge chamber 30 into the oil separation chamber 38 via the discharge passage 37 and connecting an external cycle and the separation chamber 38.
- the oil separation chamber 38 is a space in communication with an discharge outlet 40 for the connection to an external cycle and extended in the axial direction of the discharge outlet 40.
- the oil separating tube 39 is inserted in a small-diameter part at the boundary between the discharge outlet 40 and the oil separation chamber 38 from the opening end of the discharge outlet 40.
- the compressed working fluid is introduced into the oil separation chamber 38 from the discharge chamber 30 vi the discharge passage 37.
- the introduced working fluid is led to the center of the rear housing 5 while swirling around the separating tube 39, during which oil mixed in the working fluid is separated.
- the working fluid from which the oil is separated is discharged to an external cycle from the discharge outlet 40 through the separating tube 39.
- the separated oil is supplied to low pressure chambers such as the crankcase 8 and intake chamber 29 via a lubricating oil passage 42.
- the supply passage 44 for sending the working fluid to the pressure control valve 34 has an introducing port 45 that is opened to the downstream side of the downstream end of the separating tube 39 at the discharge outlet 40.
- An supply passage 46 extends from the pressure control valve 34 to the crankcase 8 for sending the working fluid to the crankcase 8.
- the valve plate 26 further has a bleeding passage 47 for releasing the working fluid in the crankcase 8 to the intake chamber 29.
- the present embodiment shows a so-called entry control system in which the pressure control valve 34 is provided on the way of the supply passages 44 and 46 to control only the working fluid rate to be supplied to the crankcase 8.
- a so-called entry and exit control system in which the opening rates of the supply passage and bleeding passage are controlled by the pressure control valve can also be used.
- the working fluid from which oil is separated and removed while passing through the oil separator 36 is sent to the pressure control valve 34 from the introducing port 45 via the supply passage 44 and returned to the crankcase 8 via the supply passage 46, thus reducing the possible adhesion of oil mixed in the working fluid to the pressure control valve 34. Therefore, the opening/closing operation of the pressure control valve 34 can be controlled in a desired manner, improving the controllability of the compressor 1.
- the compressor 1 does not have the oil separator 36.
- This compressor 1 is described hereafter with reference to these figures. The same components as in the above embodiment are given the same reference numbers and their explanation is omitted.
- the compressor 1 shown in Fig.2 has in the outer wall of the cylinder block 3 a muffler chamber 49 for attenuating the discharge pulsation of the compressor 1.
- the muffler chamber 49 extends in the axial and radial directions of the cylinder block 3.
- the muffler chamber 49 is in communication with the discharge chamber 30 via a first communicating passage 50 and with the discharge outlet 40 via a second communicating passage 51.
- the muffler chamber side ends of the first and second communicating passages 50 and 51 are placed closely to each other nearly at the center in the circumferential direction on the discharge outlet side of the muffler chamber 49 and connected to the muffler chamber 49.
- the valve plate 26 also has a through-hole 53 for connecting the first communicating passage 50 and muffler chamber 49 and a through-hole 54 for connecting the second communicating passage 51 and muffler chamber 49.
- An supply passage 44 for sending the working fluid to the pressure control valve is provided.
- the supply passage 44 has an introducing port 45 that is opened in the middle of the second communicating passage 51 located on the downstream side of the muffler chamber 49.
- An supply passage 46 extends from the installation bore 33 to the crankcase 8 for sending the working fluid to the crankcase 8.
- the introducing port 45 of the supply passage 45 can be open in the discharge outlet 40 located on the downstream side of the muffler chamber 49.
- the valve plate 26 has a bleeding passage 47 for releasing the working fluid in the crankcase 8.
- This embodiment shows a so-called entry control system in which the pressure control valve 34 is provided on the way of the supply passages 44 and 46 to control only the working fluid rate to be supplied to the crankcase 8.
- a so-called entry and exit control system in which the opening rates of the supply passage and bleeding passage are controlled by the pressure control valve can also be used.
- the radially inner wall of the compressor is closer to the center than the opening of the second communicating passage 51 so that the oil separated in the muffler chamber 39 does not flow out through the second communicating passage 51 and the end of the lubricating oil passage 42 is open in the radially inner wall of the compressor so that the separated oil is supplied to the shaft sealing device 14 and radial bearings 15 and 17.
- the muffler chamber 49 also serves as an oil separation mechanism separating and removing oil from the working fluid.
- the working fluid from which oil is separated and removed while passing through the muffler chamber 49 is sent to the pressure control valve 34 from the introducing port 45 via the supply passage 44 and returned to the crankcase 8 via the supply passage 46, thus reducing the possible adhesion of oil mixed in the working fluid to the pressure control valve 34. Therefore, opening/closing of the pressure control valve 34 can be controlled in a desired manner, improving the controllability of the compressor 1.
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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)
Abstract
Description
- The present invention relates to the structure of a compressor having a pressure control valve for controlling the pressure in the crankcase and an oil separation mechanism for separating oil mixed in the compressed working fluid.
- When the amount of oil (lubricant) coming to an external cycle from a compressor is relatively increased, some inconveniences occur, such as an oil shortage of the compressor and reduced heat exchange efficiency of the heat exchanger provided on the cycle. This can be prevented by an oil separator for separating oil mixed in the compressed working fluid coming from the discharge chamber to the discharge side of the compressor (for example see Patent Document 1).
- In a known structure for attenuating the intake pulsation or discharge pulsation of a compressor, one of the intake chamber and discharge chamber that is formed to the center of the rear housing communicates with the corresponding discharge outlet via a tunnel-like communicating passage, in which a muffler chamber is provided between the tunnel-like communicating passage and the pipe connection to which the discharge outlet is connected (for example see Patent Document 2).
- On the other hand, the pressure control valve is provided on the supply passage that communicates with the discharge chamber via the introducing port at one end and with the crankcase at the other so that the opening rate of the supply passage is adjusted to control the pressure in the crankcase (for example see Patent Document 3).
- Patent Document 1:
Japanese Laid-Open Patent Application No. 2005-23847 - Patent Document 2:
Japanese Laid-Open Patent Application No. 2002-202054 - Patent Document 3:
Japanese Laid-Open Patent Application No. 2004-183623 - When the introducing port of the supply passage is directly open to the discharge chamber as described above, the working fluid containing a relatively large amount of oil is sent to the supply passage, which causes the oil to adhere to the valve body of the pressure control valve, slowing down the opening/closing motion of the valve and substantially changing the passage area because of the oil adhering to the valve body, and the desired working fluid rate supplied to the crankcase may not be ensured, destabilizing the crankcase pressure control.
- The purpose of the present invention is to prevent the instability of the pressure control in a crankcase by sending a working fluid having a relatively low oil mixing ratio to the pressure control valve so as to reduce the adhesion of oil to the valve body of the pressure control valve.
- The compressor of the present invention is provided with a housing, a crankcase formed in the housing, a driving shaft rotatably supported by the housing and rotated by an external driving force, a compression mechanism converting the rotation of the driving shaft to the compression of a working fluid, a pressure control valve supplying the working fluid that is compressed by the compression mechanism and relatively highly pressurized to the crankcase so as to control the pressure in the crankcase, and an oil separation mechanism separating oil from the working fluid compressed by the compression mechanism, characterized by the fact that the introducing port of an supply passage for supplying the working fluid to the pressure control valve is open to the passage where the working fluid from which oil is separated and removed by the oil separation mechanism can be introduced (Claim 1). The working fluid can be, for example, a refrigerant for chlorofluorocarbon compressors or a refrigerant for CO2 compressors. "The pressure control valve for supplying a working fluid compressed by the compression mechanism and relatively highly pressurized to the crankcase so as to control the pressure in the crankcase" can be one for adjusting the opening rate of the supply passage to control the working fluid rate entering the crankcase (entry control) or the one for adjusting the opening rates of both the supply passage and the bleeding passage to control the pressure in the crankcase. Furthermore, the compressor can particularly be of a reciprocating piston-operated variable capacity type including single swash plate, wobbling, and other similar types. The separated oil is led to low pressure chambers such as the crankcase and intake chamber.
- More specifically, the oil separation mechanism consists of an oil separation chamber in communication with an discharge chamber where the working fluid compressed by the compression mechanism is temporarily stored, and an oil separating tube protruding in the oil separation chamber for swirling the working fluid introduced from the discharge chamber and connecting the discharge outlet for discharging the working fluid outside the compressor and the oil separation chamber, and the introducing port is opened to the downstream side of said oil separating tube (Claim 2). The oil separator is provided with a separate passage from the supply passage for supplying the oil separated in the oil separation chamber to low pressure chambers such as the crankcase and intake chamber.
- The oil separation mechanism can be constituted of a muffler chamber formed in the housing, the muffler chamber and the discharge chamber into which the working fluid compressed by the compression mechanism is discharged are connected via a first communicating passage, and the muffler chamber and the discharge outlet for discharging the working fluid outside the compressor are connected via a second communicating passage, wherein the introducing port is opened to the downstream side of the muffler chamber (Claim 3). The muffler chamber is capable of preventing the separated oil from being discharged through the second communicating passage and is in communication with a separate passage from the first and second communicating passages for supplying the separated oil from the muffler chamber to low pressure chambers such as the crankcase and intake chamber.
- According to the present invention, working fluid having a relatively low oil mixing ratio after oil is separated and removed therefrom by the oil separation mechanism, and is sent to the pressure control valve, thereby reducing the adhesion of oil to the valve body of the pressure control valve. Consequently, the valve opening/closing operation of the pressure control valve can be controlled in a desired manner, improving the controllability of the compressor.
- Particularly in the invention according to
Claim 3, the muffler chamber serves to attenuate the intake pulsation or discharge pulsation of the compressor and separate oil from the working fluid while the working fluid passes through there. The separated oil is supplied to low pressure chambers such as the crankcase through a separate passage. Therefore, the muffler chamber also serves as the oil separation mechanism. According to the invention described inClaim 3, the muffler chamber serving as the oil separation mechanism eliminates the provision of a separate oil separation mechanism for separating oil from the working fluid sent to the pressure control valve as described inClaim 2 and gives the compressor a relatively simple structure. -
- [
Fig.1] Fig.1 is a cross-sectional view showing an entire structure of a compressor to which the present invention is applied. - [
Fig.2] Fig.2 is a cross-sectional view showing another entire structure of a compressor to which the present invention is applied. - [
Fig.3] Fig.3 is a schematic view showing the structure of the muffler chamber of the same compressor as the above. -
- 1 compressor
- 2 housing
- 6 driving shaft
- 8 crankcase
- 19 single-ended piston
- 20 thrust flange
- 23 swash plate
- 29 intake chamber
- 30 discharge chamber
- 34 pressure control valve
- 36 oil separator
- 3 8 oil separation chamber
- 39 oil separating tube
- 40 discharge outlet
- 49 muffler chamber
- 50 first communicating passage
- 51 second communicating passage
- Embodiments of the present invention are described hereafter with reference to the drawings.
-
Fig.1 shows a reciprocating piston-operated variable capacity compressor 1 as an embodiment of a compressor 1 to which the present invention is applied. The compressor 1 comprises acylinder block 3, afront housing 4 secured to the front of thecylinder block 3, arear housing 5 secured to the back (to the right inFig.1 ) of thecylinder block 3 via avalve plate 26, and adriving shaft 6. Thecylinder block 3,front housing 4,valve plate 26, andrear housing 5 are joined and secured to each other by a fasteningbolt 7 inserted in the axial direction ofcylinder bores 18 described later, thereby constituting a nearlycylindrical metal housing 2. - The
front housing 4 andcylinder block 3 forms acrankcase 8. Thedriving shaft 6 is encased in thecrankcase 8 with one end protruding from thefront housing 4. Aclutch plate 10 is fixed to the portion of thedriving shaft 6 that protrudes from thefront housing 4 via anaxial relay member 9. Adrive pulley 11 is rotatably fitted on aboss 4a of thefront housing 4, facing theclutch plate 10. Thedrive pulley 11 is rotatably fitted on theboss 4a via abearing 12. When anexciting coil 13 embedded in thedrive pulley 11 is excited, theclutch plate 10 is attracted to thedrive pulley 11 and transmits the rotation of thedrive pulley 11 to thedriving shaft 6. - One end of the driving
shaft 6 is air-tightly sealed by ashaft sealing device 14 provided between thefront housing 4 and the drivingshaft 6 and rotatably supported by thefront housing 4 via a radial bearing 15 fitted on the outer periphery of thedriving shaft 6. The other end of the drivingshaft 6 is rotatably supported by thecylinder block 3 via a radial bearing 17 housed in a supportingrecess 16 of thecylinder block 3. - The
cylinder block 3 has a supportingrecess 16 for supporting the drivingshaft 6 and multiple cylinder bores 18 around the supportingrecess 16 at equal intervals in the circumferential direction. The cylinder bores 18 each house a single-endedpiston 19 in a reciprocable manner. - A
thrust flange 20 is fixed to and rotates with the drivingshaft 6 within thecrankcase 8. The thrust flange20 is rotatably supported by the inner wall of thefront housing 4 that is nearly perpendicular to the drivingshaft 6 via athrust bearing 21. Aswash plate 23 is coupled to thethrust flange 20 via a linkingmember 22. - The
swash plate 23 is held via ahinge ball 24 provided on the drivingshaft 6 and allowed to tilt. Theswash plate 23 rotates in sync with and together with thethrust flange 20. The rim of theswash plate 23 is engaged with anengaging part 19a of the single-endedpiston 19 via a pair ofshoes 25 provided on the front and back. - The above described thrust
flange 20,swash plate 23, and single-endedpiston 19 constitute a compressor mechanism converting the rotation of the drivingshaft 6 to compression of the working fluid. When the drivingshaft 6 rotates, theswash plate 23 rotates in sync with and together with the drivingshaft 6. The rotation is converted to the linear reciprocating motion of the single-endedpiston 19 via theshoes 25. The reciprocating motion of the single-endedpiston 19 changes the capacity of thecompression chamber 27 formed between the single-endedpiston 19 and thevalve plate 26 in the cylinder bore 18. - The
rear housing 5 is joined to thecylinder block 3 via thevalve plate 26 to form anintake chamber 29 and andischarge chamber 30 continuously formed around theintake chamber 29. Thevalve plate 26 has an intake hole 31 connecting theintake chamber 29 andcompression chamber 27 via a not-shown intake valve and andischarge hole 32 connecting thedischarge chamber 30 andcompression chamber 27 via a not-shown intake valve. - The
rear housing 5 has on the side wall an installation bore 33 in which apressure control valve 34 for controlling the pressure in thecrankcase 8 in this embodiment is installed. Thepressure control valve 34 is described in detail later. - An
oil separator 36 for separating oil mixed in the compressed working fluid discharged into thedischarge chamber 30 is also provided in therear housing 5. Theoil separator 36 consists of anoil separation chamber 38 in communication with thedischarge chamber 30 via adischarge passage 37 and anoil separating tube 39 for swirling the working fluid discharged from thedischarge chamber 30 into theoil separation chamber 38 via thedischarge passage 37 and connecting an external cycle and theseparation chamber 38. In other words, theoil separation chamber 38 is a space in communication with andischarge outlet 40 for the connection to an external cycle and extended in the axial direction of thedischarge outlet 40. Theoil separating tube 39 is inserted in a small-diameter part at the boundary between thedischarge outlet 40 and theoil separation chamber 38 from the opening end of thedischarge outlet 40. - With the above structure, the compressed working fluid is introduced into the
oil separation chamber 38 from thedischarge chamber 30 vi thedischarge passage 37. The introduced working fluid is led to the center of therear housing 5 while swirling around the separatingtube 39, during which oil mixed in the working fluid is separated. The working fluid from which the oil is separated is discharged to an external cycle from thedischarge outlet 40 through the separatingtube 39. The separated oil is supplied to low pressure chambers such as thecrankcase 8 andintake chamber 29 via alubricating oil passage 42. - The
supply passage 44 for sending the working fluid to thepressure control valve 34 has an introducingport 45 that is opened to the downstream side of the downstream end of the separatingtube 39 at thedischarge outlet 40. Ansupply passage 46 extends from thepressure control valve 34 to thecrankcase 8 for sending the working fluid to thecrankcase 8. Thevalve plate 26 further has a bleedingpassage 47 for releasing the working fluid in thecrankcase 8 to theintake chamber 29. The present embodiment shows a so-called entry control system in which thepressure control valve 34 is provided on the way of thesupply passages crankcase 8. A so-called entry and exit control system in which the opening rates of the supply passage and bleeding passage are controlled by the pressure control valve can also be used. - With the above structure, the working fluid from which oil is separated and removed while passing through the
oil separator 36 is sent to thepressure control valve 34 from the introducingport 45 via thesupply passage 44 and returned to thecrankcase 8 via thesupply passage 46, thus reducing the possible adhesion of oil mixed in the working fluid to thepressure control valve 34. Therefore, the opening/closing operation of thepressure control valve 34 can be controlled in a desired manner, improving the controllability of the compressor 1. - In another embodiment of the present invention shown in
Figs. 2 and3 , the compressor 1 does not have theoil separator 36. This compressor 1 is described hereafter with reference to these figures. The same components as in the above embodiment are given the same reference numbers and their explanation is omitted. - The compressor 1 shown in
Fig.2 has in the outer wall of the cylinder block 3 amuffler chamber 49 for attenuating the discharge pulsation of the compressor 1. Themuffler chamber 49 extends in the axial and radial directions of thecylinder block 3. - The
muffler chamber 49 is in communication with thedischarge chamber 30 via a first communicatingpassage 50 and with thedischarge outlet 40 via a second communicatingpassage 51. The muffler chamber side ends of the first and second communicatingpassages muffler chamber 49 and connected to themuffler chamber 49. Thevalve plate 26 also has a through-hole 53 for connecting the first communicatingpassage 50 andmuffler chamber 49 and a through-hole 54 for connecting the second communicatingpassage 51 andmuffler chamber 49. - An
supply passage 44 for sending the working fluid to the pressure control valve is provided. Thesupply passage 44 has an introducingport 45 that is opened in the middle of the second communicatingpassage 51 located on the downstream side of themuffler chamber 49. Ansupply passage 46 extends from the installation bore 33 to thecrankcase 8 for sending the working fluid to thecrankcase 8. The introducingport 45 of thesupply passage 45 can be open in thedischarge outlet 40 located on the downstream side of themuffler chamber 49. Thevalve plate 26 has a bleedingpassage 47 for releasing the working fluid in thecrankcase 8. This embodiment shows a so-called entry control system in which thepressure control valve 34 is provided on the way of thesupply passages crankcase 8. A so-called entry and exit control system in which the opening rates of the supply passage and bleeding passage are controlled by the pressure control valve can also be used. - With the
muffler chamber 49, for example, the radially inner wall of the compressor is closer to the center than the opening of the second communicatingpassage 51 so that the oil separated in themuffler chamber 39 does not flow out through the second communicatingpassage 51 and the end of the lubricatingoil passage 42 is open in the radially inner wall of the compressor so that the separated oil is supplied to theshaft sealing device 14 andradial bearings muffler chamber 49 also serves as an oil separation mechanism separating and removing oil from the working fluid. - With the above structure, the working fluid from which oil is separated and removed while passing through the
muffler chamber 49 is sent to thepressure control valve 34 from the introducingport 45 via thesupply passage 44 and returned to thecrankcase 8 via thesupply passage 46, thus reducing the possible adhesion of oil mixed in the working fluid to thepressure control valve 34. Therefore, opening/closing of thepressure control valve 34 can be controlled in a desired manner, improving the controllability of the compressor 1.
Claims (3)
- A compressor having a housing, a crankcase formed in said housing, a driving shaft rotatably supported by said housing and rotated by an external driving force, a compression mechanism converting the rotation of said driving shaft to the compression of a working fluid, a pressure control valve supplying the working fluid that is compressed by said compression mechanism and relatively highly pressurized to said crankcase so as to control the pressure in the crankcase, and an oil separation mechanism separating oil from said working fluid compressed by said compression mechanism, characterized in:that the introducing port of an supply passage for supplying said working fluid to said pressure control valve is open to the passage where the working fluid from which oil is separated and removed by said oil separation mechanism can be introduced.
- The compressor according to Claim 1 characterized in:that said oil separation mechanism consists of an oil separation chamber in communication with an discharge chamber where the working fluid compressed by said compression mechanism is temporarily stored, and an oil separating tube protruding in said oil separation chamber for swirling said working fluid introduced from said discharge chamber and connecting the discharge outlet for discharging said working fluid outside the compressor and said oil separation chamber, and said introducing port is opened to the downstream side of said oil separating tube.
- The compressor according to Claim 1 characterized in:that a muffler chamber is formed in said housing, said muffler chamber and the discharge chamber into which the working fluid compressed by said compression mechanism is discharged are connected via a first communicating passage, and said muffler chamber and the discharge outlet for discharging the working fluid outside the compressor are connected via a second communicating passage, and said introducing port is opened to the downstream side of the muffler chamber.
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP2005194950A JP4888803B2 (en) | 2005-07-04 | 2005-07-04 | Compressor |
PCT/JP2006/309780 WO2007004359A1 (en) | 2005-07-04 | 2006-05-17 | Compressor |
Publications (3)
Publication Number | Publication Date |
---|---|
EP1906017A1 true EP1906017A1 (en) | 2008-04-02 |
EP1906017A4 EP1906017A4 (en) | 2009-11-18 |
EP1906017B1 EP1906017B1 (en) | 2014-04-02 |
Family
ID=37604235
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP06746483.4A Ceased EP1906017B1 (en) | 2005-07-04 | 2006-05-17 | Compressor |
Country Status (3)
Country | Link |
---|---|
EP (1) | EP1906017B1 (en) |
JP (1) | JP4888803B2 (en) |
WO (1) | WO2007004359A1 (en) |
Cited By (5)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
EP2916002A4 (en) * | 2012-11-05 | 2015-12-16 | Toyota Jidoshokki Kk | Variable displacement swash-plate compressor |
US9309874B2 (en) | 2012-11-05 | 2016-04-12 | Kabushiki Kaisha Toyota Jidoshokki | Swash plate type variable displacement compressor |
US9309875B2 (en) | 2012-11-05 | 2016-04-12 | Kabushiki Kaisha Toyota Jidoshokki | Swash plate type variable displacement compressor |
US9316217B2 (en) | 2012-11-05 | 2016-04-19 | Kabushiki Kaisha Toyota Jidoshokki | Swash plate type variable displacement compressor |
WO2023177299A1 (en) * | 2022-03-17 | 2023-09-21 | Gea Refrigeration Netherlands N.V. | A compressor assembly |
Families Citing this family (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP5920367B2 (en) * | 2013-07-18 | 2016-05-18 | 株式会社豊田自動織機 | Single-head piston variable displacement compressor |
Citations (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPH0454288A (en) * | 1990-06-22 | 1992-02-21 | Hitachi Ltd | Variable capacity swash plate type compressor |
Family Cites Families (6)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP3433849B2 (en) * | 1994-10-19 | 2003-08-04 | 株式会社豊田自動織機 | Reciprocating compressor |
JP3585148B2 (en) * | 1996-12-16 | 2004-11-04 | 株式会社豊田自動織機 | Control valve for variable displacement compressor |
JP2002202054A (en) | 2000-12-28 | 2002-07-19 | Zexel Valeo Climate Control Corp | Compressor |
JP2005023847A (en) * | 2003-07-02 | 2005-01-27 | Zexel Valeo Climate Control Corp | Compressor |
JP2005194932A (en) * | 2004-01-07 | 2005-07-21 | Zexel Valeo Climate Control Corp | Variable displacement compressor |
JP2006097587A (en) * | 2004-09-29 | 2006-04-13 | Sanden Corp | Reciprocating compressor |
-
2005
- 2005-07-04 JP JP2005194950A patent/JP4888803B2/en not_active Expired - Fee Related
-
2006
- 2006-05-17 WO PCT/JP2006/309780 patent/WO2007004359A1/en active Application Filing
- 2006-05-17 EP EP06746483.4A patent/EP1906017B1/en not_active Ceased
Patent Citations (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPH0454288A (en) * | 1990-06-22 | 1992-02-21 | Hitachi Ltd | Variable capacity swash plate type compressor |
Non-Patent Citations (1)
Title |
---|
See also references of WO2007004359A1 * |
Cited By (7)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
EP2916002A4 (en) * | 2012-11-05 | 2015-12-16 | Toyota Jidoshokki Kk | Variable displacement swash-plate compressor |
US9309874B2 (en) | 2012-11-05 | 2016-04-12 | Kabushiki Kaisha Toyota Jidoshokki | Swash plate type variable displacement compressor |
US9309875B2 (en) | 2012-11-05 | 2016-04-12 | Kabushiki Kaisha Toyota Jidoshokki | Swash plate type variable displacement compressor |
US9316217B2 (en) | 2012-11-05 | 2016-04-19 | Kabushiki Kaisha Toyota Jidoshokki | Swash plate type variable displacement compressor |
US9903352B2 (en) | 2012-11-05 | 2018-02-27 | Kabushiki Kaisha Toyota Jidoshokki | Swash plate type variable displacement compressor |
WO2023177299A1 (en) * | 2022-03-17 | 2023-09-21 | Gea Refrigeration Netherlands N.V. | A compressor assembly |
NL2031315B1 (en) * | 2022-03-17 | 2023-09-29 | Gea Refrigeration Netherlands N V | A compressor assembly |
Also Published As
Publication number | Publication date |
---|---|
EP1906017B1 (en) | 2014-04-02 |
WO2007004359A1 (en) | 2007-01-11 |
EP1906017A4 (en) | 2009-11-18 |
JP2007009875A (en) | 2007-01-18 |
JP4888803B2 (en) | 2012-02-29 |
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