JP2001132631A - Capacity control valve - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a capacity control valve to prevent a valve element from coming to be in a normally open state at the time of forcibly transferring a compressor to the minimum capacity. SOLUTION: This capacity control valve 10 having first gas passages 17a, 17b to communicate a discharge region of a variable displacement compressor of a type to change capacity in accordance with crankcase pressure variation to a crankcase, a valve element 18 to adjust opening of these first gas passages, valve driving mechanisms 12, 21 to drive this valve element and a second gas passage 11a to apply gas pressure in a direction to close the first gas passages against the valve element is provided with a differential pressure valve 27 to open and close the second gas passage by a pressure difference between pressure of a suction region of the compressor and pressure of the crankcase and a fine passage to apply pressure of a discharge region in a direction to close the first gas passages against the valve element at the time when the differential pressure valve is closed.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a displacement control valve for controlling the displacement of a variable displacement compressor used in an air conditioner for an automobile or the like.

[0002]

2. Description of the Related Art There is a variable displacement compressor of this type having a piston. As is known, this type of compressor includes a crank chamber, a suction chamber, and a discharge chamber, and is designed such that the stroke of the piston is controlled in accordance with the pressure in the crank chamber. Therefore, in this type of compressor, the capacity is variable and has a value determined according to its piston stroke.

[0003] In order to vary the pressure in the crankcase, a displacement control valve is mounted on a variable displacement compressor. Conventionally,
Various displacement control valves are known.

[0004] For example, in Japanese Patent Application Laid-Open No. 9-268973, the solenoid chamber is connected to a discharge pressure area or a crank chamber, and the discharge pressure or the crank chamber pressure is introduced into the solenoid chamber.

[0005] For example, Japanese Patent Application Laid-Open No. H11-107929 discloses a first gas passage for connecting a discharge region of a variable displacement compressor to a crank chamber of the compressor, and an opening degree of the first gas passage. , A valve drive mechanism for driving the valve by an external signal or the like, and a first valve with respect to the valve.
And a second gas passage for applying a gas pressure in such a direction as to close the gas passage.
The valve body is always urged to open by an opening spring.

When such a compressor is driven by an automobile engine, there is a possibility that the performance of the automobile during acceleration, such as starting or overtaking, that is, the acceleration performance may be impaired. In order to improve the acceleration performance, it is required to detect the acceleration state of the vehicle and forcibly shift and maintain the compressor to the minimum capacity when necessary, thereby reducing the power consumption of the compressor. I have.

[0007]

However, in the conventional displacement control valve, when the external signal is cut off during acceleration to shift the compressor to the minimum displacement, the valve body is always opened by the above-mentioned opening spring, A large amount of high-pressure discharged refrigerant is introduced into the crankcase. As a result, there is a problem that the pressure in the crank chamber rises sharply and the difference between the pressure in the suction chamber and the pressure in the crank chamber becomes excessive, thereby deteriorating the durability reliability of the compressor.

SUMMARY OF THE INVENTION It is an object of the present invention to provide a displacement control valve which prevents a valve from being constantly opened when a compressor is forcibly shifted to a minimum displacement.

[0009]

According to the present invention, there is provided a displacement control valve for use in a variable displacement compressor of which the displacement changes in response to a pressure change in a crank chamber, the displacement control valve comprising: A first gas passage communicating with the crank chamber, a valve body for adjusting an opening degree of the first gas passage, a valve driving mechanism for driving the valve body, and a A displacement control valve having a second gas passage for applying a gas pressure in a direction to close the first gas passage, wherein the second gas passage is formed by a pressure difference between a pressure in a suction area of the compressor and a pressure in the crank chamber. A differential pressure valve for opening and closing the gas passage, and a fine passage for causing the pressure in the discharge region to act on the valve body in a direction to close the first gas passage when the differential pressure valve is closed. A displacement control valve characterized by the following is obtained.

[0010] The gas pressure may be a pressure in the crank chamber.

[0011] The gas pressure may be a pressure in the suction area.

The fine passage may directly apply the pressure in the discharge area to the valve body.

The valve driving mechanism has a movable solenoid rod which faces the valve body and presses the valve body in a direction to close the first gas passage. The fine passage has a pressure in the discharge area. May act on the valve body via the solenoid rod.

[0014]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS First, a variable displacement compressor having a displacement control valve according to the present invention will be described with reference to FIG.

This variable displacement compressor is used for an air conditioner for a vehicle, and comprises a cylindrical casing 31 and a front housing 3 having one end in the axial direction of the casing 31 closed.
2 and a valve plate assembly 3 on the other end of the casing 31 in the axial direction.
3 and a cylinder head 34 interposed therebetween. The casing 31, the front housing 32, and the cylinder head 34 are fixed to each other by bolts 35.

The casing 31 integrally has a cylinder block 36 therein. At the center of the casing 31, a shaft 37 extends in the axial direction. The shaft 37 is rotatably supported by the front housing 32 and the cylinder block 36.

A pulley 38 is rotatably supported by the front housing 32. The pulley 38 is driven to rotate by an automobile engine. On the other hand, a ring-shaped armature 41 is supported on the outer end of the shaft 37 via a rubber member 39 so as to be movable in the axial direction.

The armature 41 is opposed to the shaft end face of the pulley 38, and its contact with and separation from the pulley 38 is controlled by an electromagnetic attraction device 42. That is, when the electromagnetic attraction device 42 is energized, the armature 41 is attracted to the pulley 38 by the electromagnetic force, the rotational force of the engine is transmitted to the shaft 37, and when the electromagnetic attraction device 42 is de-energized, the armature 41 is turned off. The rubber member 39 is separated from the pulley 38 by the restoring force, and the rotational force of the engine is not transmitted to the shaft 37.

A crank chamber 43 is formed between the front housing 32 and the cylinder block 36. In the crank chamber 43, a rotor 44 is fixed to the shaft 37. A swash plate 46 is connected to the rotor 44 via a hinge mechanism 45. The hinge mechanism 45 changes the inclination angle of the swash plate 46 with respect to the axis of the shaft 37. The swash plate 46 rotates together with the rotor 44.

A plurality of pistons 4 are provided around the swash plate 46.
7 are axially engaged via shoes 48, respectively. These pistons 47 are inserted into a plurality of cylinder bores 48 formed in the cylinder block 36 so as to be slidable in the axial direction, respectively. When the swash plate 46 rotates, the piston 47 reciprocates in the cylinder bore 48 with a stroke corresponding to the inclination angle of the swash plate 46.

In the cylinder head 34, a suction chamber 51 is formed in a peripheral part, and a discharge chamber 52 is formed in a central part. A known refrigeration circuit is connected between the suction chamber 51 and the discharge chamber 52.

The valve plate assembly 33 has a cylinder bore 48.
Are provided with a suction hole 53 and a discharge hole 54 for communicating each of them with a suction chamber 51 and a discharge chamber 52, and a valve mechanism corresponding thereto.

When the shaft 37 rotates, the piston 47 reciprocates in the cylinder bore 48. Piston 47
Of the refrigerant circuit in the refrigerating circuit,
Is sucked into the cylinder bore 48 and discharged from the discharge chamber 52 to the refrigeration circuit.

The compression capacity of this variable capacity compressor is
6 depends on the stroke of the piston 47 determined by the inclination angle. In order to control the inclination angle of the swash plate 46, the variable displacement compressor further includes a displacement control valve 10 in a control valve chamber 55 formed in the cylinder head 34.

The control valve chamber 55 has passages 56, 57, and 58
Are connected to the crank chamber 43, the suction chamber 51, and the discharge chamber 52. The suction chamber 51 communicates with the crank chamber 43 through a narrow passage 59.

Further, the variable displacement compressor has a displacement control valve 10. The displacement control valve 10 can be implemented in various forms described below.

Referring to FIG. 2, a displacement control valve according to a first embodiment of the present invention will be described.

This displacement control valve controls the stroke of the piston 47 of the variable displacement compressor by adjusting the pressure of the crank chamber 43.
A bellows 12 provided in the valve casing 11 and having a spring disposed therein with a vacuum inside, a guide 13 which receives the lower end of the bellows 12 in the drawing and is supported by the valve casing 11 so as to be movable; A spring 14 for urging the guide 13 upward in the figure and a part of the valve casing 11 constitute
A spring receiver 15 receiving the lower end of the spring 14 and a bellows 12
A transmission rod 16 supported at the upper end in the figure so as to be movable to the valve casing 11 by contacting the lower end, and the discharge rod of the variable displacement compressor which contacts the upper end of the transmission rod 16 and expands and contracts the bellows 12. A valve element 18 for opening and closing between a passage 17a communicating with the chamber 52 and a passage 17b communicating with the crank chamber 43
And a transmission port 22 guided vertically by a plunger 20 and a center post 21 of a plunger chamber 19.
And an electromagnetic coil 29 for generating an electromagnetic force for urging the valve element 18 in the valve closing direction via the valve. The passages 17a and 17b together form a first gas passage.

A guide 24 forming an upper pressure chamber 23 is fixed inside the valve casing 11. The valve body 18 is guided by the guide 24 so as to be vertically movable.

The valve casing 11 is formed with a lateral hole 25, a passage 11a extending from the pressure chamber 23 to the lateral hole 25, and a passage 11b connecting a bellows chamber 26 accommodating the bellows 12 to a deep portion of the lateral hole 25. I have. A differential pressure valve 27 that can move left and right in the figure and a spring 28 that urges the valve outward are mounted in the horizontal hole 25. The differential pressure valve 27 is formed with a passage 27a that communicates with or is separated from the passage 11a according to its position.

The passage 27a communicates with the crank chamber 43.
The bellows chamber 26 communicates with the suction chamber 51. The valve element 18 has pressure receiving surfaces 18a and 18b having the same area.

Next, the operation of the displacement control valve of FIG. 2 will be described with reference to FIGS. 3 (a) to 3 (e).

Since no electromagnetic force is generated when the electromagnetic coil 29 is not energized, there is no force for urging the valve element 18 in the valve closing direction in the pressure balance state, and the pressure in the suction chamber 51 of the variable displacement compressor is reduced. When it is high, the bellows 12 contracts, but is urged upward by a spring 14 in the figure.
The valve element 18 is always open. When the compressor is started in this state, the gas in the discharge chamber 52 is always introduced into the crank chamber 43 and the difference in the shoring force between the crank chamber 43 and the suction chamber 51 increases, so that the compressor is maintained at the minimum capacity.

When the temperature of the outside air is high, the electromagnetic coil 29 is energized, and as shown in FIG.
Forcibly closed. Then, the crank chamber 43
Since the introduction of gas into the suction chamber is cut off, the pressure difference between the crank chamber 43 and the suction chamber 51 is reduced, and the compressor is maintained at a large capacity.

At this time, if it is necessary to improve the vehicle acceleration performance, the power supply to the electromagnetic coil 29 is turned off.
(0A). Then, the electromagnetic force of the electromagnetic coil 29 is lost, and immediately thereafter, the valve element 18 is moved upward in the figure by the spring 14, opens as shown in FIG. 3B, and the discharged refrigerant is introduced into the crank chamber 43. Next, when the pressure difference between the crank chamber 43 and the suction chamber 51 reaches a certain pressure, the crank chamber pressure Pc overcomes the sum of the urging force of the spring 28 and the suction pressure Ps introduced from the passage 11b. As shown in FIG. 3C, the differential pressure valve 27 moves to the left in the drawing to close the passage 11a. In this state, the discharged refrigerant enters the pressure chamber 16 from the fine passage formed by the clearance between the valve body 18 and the guide 15, and the discharge pressure Pd acts on the pressure receiving surface 18b of the valve body 18 and acts on the opposing pressure receiving surface 18a. The crank chamber pressure Pc is now exceeded. Therefore, as shown in FIG. 3D, the valve element 18 is closed or the opening degree is extremely small, so that excessive high-pressure discharge refrigerant can be prevented from being introduced into the crank chamber 43.

Thereafter, when the pressure difference between the crank chamber 43 and the suction chamber 51 falls below a certain pressure, the differential pressure valve 27 is moved rightward in the figure by a spring 28 as shown in FIG. Communicates with the passage 11a so that the pressure chamber 2
3 and the crank chamber 43 are communicated. At this time, passage 11
a and 27a together form a second gas passage. As a result, the crank pressure Pc is introduced into the pressure chamber 23,
The crank pressure Pc acts on both the pressure receiving surfaces 18a and 18b of the valve element 18. Pressure receiving surfaces 18a and 18 of valve body 18
Since the areas b are equal to each other, the pressure in the valve moving direction (vertical direction in the figure) is canceled, and the valve body 1 is biased by the spring 14.
8 is opened.

Referring to FIGS. 4 and 5 (a) to 5 (e),
A displacement control valve according to a second embodiment of the present invention will be described. 2 and 3 (a) to 3 (e) are denoted by the same reference numerals and description thereof is omitted.

In the displacement control valve shown in FIG. 4, the differential pressure valve 27 is configured so as to open or close the passages 11a and 11b depending on its position. That is, when the differential pressure valve 27 is at the inlet of the lateral hole 28, the passages 11a, 1
1b communicates via a lateral hole 28, and when the differential pressure valve 27 is at the back of the lateral hole 28, the passage 11a, 11b is shut off by the differential pressure valve 27.

As shown in FIG. 5 (a), when it is necessary to improve the vehicle acceleration performance or the like while driving the constrictor under a high outside air temperature condition, The energization is turned off (0A). Then, the electromagnetic force of the electromagnetic coil 29 is lost, and immediately thereafter, the valve body 18 is moved upward in the figure by the spring 14, opens as shown in FIG. 5B, and the discharged refrigerant is introduced into the crank chamber 43. Next, when the pressure difference between the crank chamber 43 and the suction chamber 51 reaches a certain pressure, the crank chamber pressure Pc increases with the urging force of the spring 28 and the passage 1.
The difference with the suction pressure Ps introduced from 1b is overcome, and as shown in FIG. 5C, the differential pressure valve 27 moves to the left in the figure to shut off between the passages 11a and 11b. In this state, the valve element 1
The discharged refrigerant enters the pressure chamber 16 from the fine passage formed by the clearance between the pressure chamber 8 and the guide 15, the discharge pressure Pd acts on the pressure receiving surface 18b of the valve element 18, and the crank chamber pressure acting on the opposing receiving surface 18a. Wins Pc. Therefore, as shown in FIG. 5D, the valve element 18 is closed or the opening degree is very small, so that excessive high-pressure discharge refrigerant can be prevented from being introduced into the crank chamber 43.

Thereafter, when the pressure difference between the crank chamber 43 and the suction chamber 51 falls below a certain pressure, the differential pressure valve 27 is moved rightward in the figure by the spring 28 as shown in FIG. Communicates with the passage 11a so that the pressure chamber 2
The suction chamber 51 communicates with 3. At this time, the passages 11a and 11b together constitute a second gas passage. As a result, the suction pressure Ps is introduced into the pressure chamber 23, and the valve body 18
While the crank pressure Pc acts on one of the pressure receiving surfaces 18a, the suction pressure Ps acts on the other pressure receiving surface 18b, the pressure in the valve movable direction (vertical direction in the figure) is almost canceled, and the spring 14 is attached. The valve 18 is opened by the force. In this case, it is desirable that the areas of the pressure receiving surfaces 18a and 18b of the valve element 18 be equal to each other or that the pressure receiving surface 18b be slightly larger.

Referring to FIG. 6 and FIGS. 7A to 7E,
A displacement control valve according to a third embodiment of the present invention will be described. 2 and 3 (a) to 3 (e) are denoted by the same reference numerals and description thereof is omitted.

In the displacement control valve shown in FIG. 6, the solenoid rod 22 is formed integrally with the valve element 18. The passage 11 a communicates with the plunger chamber 19 via a passage 21 a around the center post 21. That is, the plunger chamber pressure chamber 19 is used in place of the pressure chamber 23 in FIGS. 2 and 3A to 3E.

As shown in FIG. 7A, when it is necessary to improve the vehicle acceleration performance or the like while driving the compressor under the condition of high outside air temperature, the electromagnetic coil 29 is energized. Is OFF (0A). Then, the electromagnetic force by the electromagnetic coil 29 is lost, and immediately thereafter, the valve element 18 is moved upward in the figure by the spring 14, opens as shown in FIG. 7B, and the discharged refrigerant is introduced into the crank chamber 43. Next, when the pressure difference between the crank chamber 43 and the suction chamber 51 reaches a certain pressure, the crank chamber pressure Pc increases with the urging force of the spring 28 and the passage 1.
The sum with the suction pressure Ps introduced from 1b is overcome, and as shown in FIG. 7C, the differential pressure valve 27 moves to the left in the figure to close the passage 11a. In this state, the discharged refrigerant enters the plunger chamber 19 from the fine passage formed by the clearance between the valve body 18 and the center post 21 and the pressure receiving surface 1 of the valve body 18
The discharge pressure Pd acts on the pressure receiving surface 18a.
, And the pressure of the crank chamber pressure Pc acting on the pressure is overcome.
Therefore, as shown in FIG. 7D, the valve element 18 is closed or the opening degree is very small, so that it is possible to prevent the excessive high-pressure discharge refrigerant from being introduced into the crank chamber 43.

Thereafter, when the pressure difference between the crank chamber 43 and the suction chamber 51 falls below a certain pressure, the differential pressure valve 27 is moved rightward in the figure by a spring 28 as shown in FIG. Communicates with the passage 11a, so that the passage 2
The crank chamber 43 communicates with the plunger chamber 19 via 1a. At this time, the passages 11a, 21a, and 27a together constitute a second gas passage. As a result, the crank chamber pressure Pc is introduced into the plunger chamber 19, and the crank pressure Pc acts on the pressure receiving surfaces 18a and 18b of the valve element 18, so that the pressure in the valve moving direction (vertical direction in the figure) is canceled out. The valve element 18 is opened by the urging force of the spring 14.

Referring to FIG. 8 and FIGS. 9 (a) to 9 (e),
A displacement control valve according to a fourth embodiment of the present invention will be described. 6 and 7 (a) to 7 (e) are denoted by the same reference numerals, and description thereof is omitted.

In the displacement control valve shown in FIG. 8, the differential pressure valve 27 is configured so as to open or close the passages 11a and 11b depending on its position. That is, when the differential pressure valve 27 is at the inlet of the lateral hole 28, the passages 11a, 1
1b communicate with each other through a lateral hole 28, and when the differential pressure valve 2a is located at the depth of the lateral hole 28, the passages 11a and 11b are shut off by a differential valve.

Now, as shown in FIG. 9A, when it is necessary to improve the vehicle acceleration performance while driving the compressor under the condition of high outside air temperature, the electromagnetic coil 29 is energized. Is OFF (0A). Then, the electromagnetic force by the electromagnetic coil 29 is lost, and immediately thereafter, the valve element 18 is moved upward in the figure by the spring 14, opens as shown in FIG. 9B, and the discharged refrigerant is introduced into the crank chamber 43. Next, when the pressure difference between the crank chamber 43 and the suction chamber 51 reaches a certain pressure, the crank chamber pressure Pc increases with the urging force of the spring 28 and the passage 1.
9 (c), the differential pressure valve 27 moves to the left in the figure to shut off between the passages 11a and 11b. In this state, the valve element 1
The discharged refrigerant enters the plunger chamber 19 through a fine passage formed by the clearance between the valve post 8 and the center post 21.
8, the discharge pressure Pd acts on the pressure receiving surface 18b, and exceeds the crank chamber pressure Pc acting on the opposing pressure receiving surface 18a. Therefore, as shown in FIG. 9D, the valve element 18 is closed or the opening degree is very small, and it is possible to prevent the excessive high-pressure discharge refrigerant from being introduced into the crank chamber 43.

Thereafter, when the pressure difference between the crank chamber 43 and the suction chamber 51 falls below a certain pressure, the differential pressure valve 27 is moved rightward in the figure by the spring 28 as shown in FIG. Communicates with the passage 11a, so that the passage 2
The suction chamber 51 communicates with the plunger chamber 19 via 1a. At this time, the passages 11a, 11b, and 21a together constitute a second gas passage. As a result, the suction chamber pressure Ps is introduced into the plunger chamber 19, and the crank pressure Pc acts on one pressure receiving surface 18a of the valve element 18, while
Since the suction pressure Ps acts on the other pressure receiving surface 18b,
The pressure in the valve moving direction (vertical direction in the figure) is almost canceled, and the valve body 18 is opened by the urging force of the spring 14. in this case,
It is desirable that the areas of the pressure receiving surfaces 18a and 18b of the valve element 18 be equal to each other or that the pressure receiving surface 18b be slightly larger.

In each of the above-described embodiments, the second gas passage which connects the pressure chamber 23 (or plunger chamber 19) with which the end face of the valve body 18 contacts and the crank chamber 43 (or suction chamber 51) is provided. A differential pressure valve 27 which opens and closes by a pressure difference between the crank chamber pressure and the suction pressure is provided on the way. According to this, when the power supply to the electromagnetic coil 29 is turned off (0 A) when the discharge pressure is high, the valve element 18 is opened by the valve-opening spring 14 and the high-pressure discharge refrigerant is introduced into the crank chamber 43. When the pressure difference between the crank chamber 43 and the suction chamber 51 reaches a certain pressure, the differential pressure valve 27 closes, and the clearance between the valve element 18 and the guide 24 (or the center post 21) is provided in the pressure chamber 23 (or the plunger chamber 19). And discharge pressure acts on the end face of the valve element 18 in the valve closing direction, the valve element 18 is closed or the opening degree becomes very small, and excessive discharge refrigerant is introduced into the crank chamber 43. Can be prevented, and the durability reliability of the variable capacity compressor is improved.

[0050]

As described above, according to the present invention,
By mounting the differential pressure valve, it is possible to prevent the introduction of an excessively high pressure discharge refrigerant into the crank chamber, and it is possible to improve the durability reliability of the variable displacement compressor.

[Brief description of the drawings]

FIG. 1 is a longitudinal sectional view of a variable displacement compressor having a displacement control valve according to the present invention.

FIG. 2 is a longitudinal sectional view of the displacement control valve according to the first embodiment of the present invention.

3 (a) to 3 (e) are longitudinal sectional views for explaining the operation of the displacement control valve of FIG. 2;

FIG. 4 is a longitudinal sectional view of a displacement control valve according to a second embodiment of the present invention.

5 (a) to 5 (e) are longitudinal sectional views for explaining the operation of the displacement control valve of FIG. 4;

FIG. 6 is a longitudinal sectional view of a displacement control valve according to a third embodiment of the present invention.

FIGS. 7A to 7E are longitudinal sectional views for explaining the operation of the displacement control valve of FIG. 6;

FIG. 8 is a longitudinal sectional view of a displacement control valve according to a fourth embodiment of the present invention.

9 (a) to 9 (e) are vertical sectional views for explaining the operation of the displacement control valve of FIG. 8;

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 10 Capacity control valve 11 Valve casing 11a, 11b12 Bellows 13 Guide 14 Spring 15 Spring receiver 16 Transmission port ridge 17a, 17b Passage which comprises the 1st gas passage 18 Valve element 19 Plunger room 20 Plunger 21 Center post 21a Passage 22 Transmission port 23 Pressure chamber 24 Guide 25 Side hole 26 Bellows chamber 27 Differential pressure valve 27a Passage 28 Spring 29 Electromagnetic coil 37 Shaft 43 Crank chamber 47 Piston 51 Suction chamber 52 Discharge chamber 56, 57, 58, 59 Passage

Claims (5)

[Claims] 1. A displacement control valve for use in a variable displacement compressor of which displacement varies in response to pressure fluctuations in a crankcase, wherein a first valve communicates a discharge region of the compressor with the crankcase. A gas passage, a valve body for adjusting an opening degree of the first gas passage, a valve driving mechanism for driving the valve body, and a gas pressure for closing the first gas passage with respect to the valve body. A pressure control valve having a second gas passage for causing a pressure difference between a pressure in a suction area of the compressor and a pressure in the crank chamber, and a pressure difference valve that opens and closes the second gas passage. A capacity control valve, comprising: a fine passage for causing the pressure in the discharge region to act on the valve body in a direction to close the first gas passage when the differential pressure valve is closed. 2. The displacement control valve according to claim 1, wherein the gas pressure is a pressure in the crank chamber. 3. The displacement control valve according to claim 1, wherein the gas pressure is a pressure in the suction area. 4. The displacement control valve according to claim 1, wherein the fine passage directly causes the pressure in the discharge area to act on the valve body. 5. The valve driving mechanism has a movable solenoid rod opposed to the valve body and for pushing the valve body in a direction to close the first gas passage. The capacity control valve according to any one of claims 1 to 3, wherein said pressure is applied to said valve body via said solenoid rod.