JP2009121305A - Variable displacement swash plate type compressor - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a variable displacement swash plate type compressor capable of achieving high durability. <P>SOLUTION: In this compressor, a thrust plate 9 and a thrust bearing 5d are provided within a crank chamber 7 formed by a front housing 2 and a cylinder block 1. A guiding face 6a is protruded to a drive shaft 6, and a guided face 9b slid with the guiding face 6a is recessed on an insertion hole 9c of the thrust plate 9 coaxially with the insertion hole 9c. The guiding face 6a and guided face 9b are part of a sphere having a central point O positioned outside the thrust plate 9. The central point O is positioned on the central axis of the drive shaft 6 and on a center shaft parallel with a pivot C. Thus, the thrust plate 9 and the drive shaft 6 are slid around the central point O and rotated, so as to allow relative tilting. The thrust plate 9 is not engaged with the drive shaft 6 by a member for synchronous rotation. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a variable displacement swash plate compressor.

  Conventionally, a capacity variable swash plate compressor disclosed in Patent Document 1 is known. In this compressor, a plurality of cylinder bores are provided through the housing, a front housing is fixed to one end of the housing, and a cylinder head is fixed to the other end of the housing. The cylinder head is formed with a suction chamber and a discharge chamber that communicate with each cylinder bore via a valve unit. A crank chamber is formed by the front housing and the housing, and a drive shaft is rotatably supported by the front housing and the housing.

  In the crank chamber, a pivot pin is fixed to the drive shaft. The pivot pin functions as a lug member that rotates in synchronization with the drive shaft in the housing. In the crank chamber, a swash ring is supported on the drive shaft so that the tilt angle can be changed. The swash ring functions as a swash plate that swings as the drive shaft rotates. A link mechanism is provided between the swash ring and the pivot pin. A piston is accommodated in each cylinder bore so as to be able to reciprocate, and each piston forms a compression chamber in the cylinder bore. A motion conversion mechanism is provided between the swash ring and each piston.

  In the crank chamber, a thrust plate that rotates synchronously with the drive shaft is called a rotor and is fitted in the drive shaft. More specifically, the thrust plate has an insertion hole whose inner diameter is slightly larger than the outer diameter of the rotor mounting portion of the drive shaft, and the rotor mounting portion of the drive shaft is inserted into the insertion hole of the thrust plate. ing. A thrust bearing is provided between the thrust plate and the front housing. Further, the drive shaft and the thrust plate are engaged by a pin extending in the radial direction, and the drive shaft and the thrust plate are rotated synchronously by this pin.

  In this compressor, when the swash ring rotates as the drive shaft is driven, each piston reciprocates in the cylinder bore via the motion conversion mechanism, whereby the refrigerant gas is sucked into the compression chamber from the suction chamber, and the refrigerant gas Is compressed and then discharged into the discharge chamber. During this time, the motion conversion mechanism converts the swing motion of the swash ring into the reciprocating motion of the piston. Further, the link mechanism allows the swash ring to be relatively unrotatable with respect to the drive shaft while allowing the swash ring to change in inclination angle with respect to the drive shaft.

  The thrust plate receives a thrust load acting on the drive shaft from the swash ring through the pivot pin via the center sleeve. During this time, the thrust plate is clearance-fitted to the drive shaft, and thus tilts with respect to the drive shaft. For this reason, the thrust bearing is prevented from hitting one piece, and high durability is realized.

JP 2003-97424 A

  However, in the above conventional compressor, when the drive shaft and the thrust plate are relatively inclined, the center sleeve and the thrust plate are in contact with each other on a plane perpendicular to the center axis of the drive shaft. One-sided contact occurs, and a large contact pressure due to the thrust load acts on these contact points. For this reason, uneven wear occurs in the center sleeve and the thrust plate, and there is a concern about durability.

  The present invention has been made in view of the above-described conventional situation, and an object to be solved is to provide a variable displacement swash plate compressor capable of realizing high durability.

  A variable displacement swash plate compressor of the present invention includes a housing having a plurality of cylinder bores, a drive shaft rotatably supported by the housing, a lug member that rotates in synchronization with the drive shaft in the housing, A swash plate that is supported on the drive shaft in the housing so as to be capable of varying the tilt angle, and is provided between the lug member and the swash plate in the housing, and the tilt angle variation of the swash plate is allowed with respect to the drive shaft. However, a link mechanism that makes the swash plate relatively unrotatable with respect to the drive shaft, a piston housed in each cylinder bore so as to be able to reciprocate, and provided between the swash plate and each piston, A motion conversion mechanism for converting the swinging motion of the swash plate into the reciprocating motion of each piston,

  In the housing, a thrust plate that receives a thrust load, and a thrust bearing provided between the thrust plate and the housing are provided,

  The thrust plate and the drive shaft or the lug member are allowed to tilt relative to each other as their surfaces slide.

  In the compressor of the present invention, relative tilting between the thrust plate and the drive shaft or the lug member is allowed. For this reason, while the thrust plate receives a thrust load, the thrust plate is inclined with respect to the drive shaft. For this reason, the thrust bearing is prevented from hitting one piece. Further, the inclination of the seat surface of the housing that receives the thrust bearing and the tolerance of the perpendicularity between the thrust plate and the drive shaft are absorbed by the inclination of the thrust plate.

  Further, in this compressor, since the thrust plate and the drive shaft or lug member slide on each other, even if the drive shaft and the thrust plate are relatively inclined, the thrust plate and the drive shaft or lug member are not There is no contact per piece. For this reason, the thrust plate and the drive shaft or lug member achieve a low surface pressure by surface contact and do not cause uneven wear.

  Therefore, the compressor of the present invention can achieve high durability.

  In the compressor of the present invention, the lug member may be integrated with the drive shaft or may be a separate member fixed to the drive shaft. When the lug member is integral with the drive shaft, a part of the drive shaft can be used as the lug member. When the lug member is a separate member from the drive shaft, the lug member can be fixed to the drive shaft by press fitting or the like.

  In addition, the link mechanism requires weight reduction, improved torque fluctuation noise due to increased inertial mass, and inertia to protect the torque limiter due to torque fluctuation when a clutchless type compressor is connected to a diesel engine. There are demands for contradictory properties such as a reduction in mass. For this reason, in the compressor of this invention, it is preferable that a lug member and a thrust plate are separate members. In this case, since the link mechanism is not provided on the thrust plate, it becomes possible to individually respond to the above-described requirements by merely changing the material of the thrust plate.

  On the other hand, in the compressor of the present invention, the lug member and the thrust plate can be integrated into the lug plate, and the lug plate can be a separate member from the drive shaft. In this case, since the link mechanism is provided between the lug member and the swash plate, the link mechanism is provided on the lug plate integrally having the thrust plate. For this reason, reduction of a number of parts is realizable.

  The thrust plate is not limited to one that rotates synchronously with the drive shaft, and may be one that rotates relative to the drive shaft. When the thrust plate is rotated synchronously with the drive shaft, the thrust plate and the drive shaft may be engaged by a member for synchronous rotation, such as a key or a spline, in addition to the pin disclosed in Patent Document 1 above. Preferably, the thrust plate and the drive shaft are not engaged by the member for synchronous rotation. This is because when the thrust plate and the drive shaft are engaged with each other by a member for synchronous rotation, the inclination of the thrust plate is likely to be lost, and the thrust bearing may cause a single contact. If the compression capacity is increased, the thrust plate is pressed against the drive shaft or the lug member by a large thrust load. Therefore, even if the thrust plate is not engaged by the member for synchronous rotation, the thrust plate is substantially driven. The axis rotates synchronously. In the present invention, the synchronous rotation refers to a case where the rotation is completely synchronized, a case where the rotation is not completely synchronized temporarily, and a case where the rotation is completely synchronized after that, And the case where the thrust plate rotates while being delayed. If a member for synchronous rotation is not used, the manufacturing cost can be reduced by reducing the number of parts.

  When the thrust plate and the drive shaft slide on each other, more specifically, a guide surface can be formed on the drive shaft, and a guided surface that slides on the guide surface can be formed on the thrust plate. . When the thrust plate and the lug member slide on each other, more specifically, a guide surface is formed on the lug member, and a guided surface that slides on the guide surface is formed on the thrust plate. Can be done.

  Oil grooves and oil holes can be formed in these guide surfaces and / or guided surfaces. In this case, since the thrust plate and the drive shaft or the lug member slide appropriately, the operational effect of the present invention becomes remarkable.

  The thrust load received by the thrust plate is transmitted from the swash plate through a link mechanism or the like. As in Patent Document 1, a thrust load may be transmitted via a sleeve that is movable in the axial direction with respect to the drive shaft, and via a lug member such as a pivot pin fixed to the drive shaft. A thrust load may be transmitted. Since this thrust load is the resultant force acting on each piston, the load point at which the thrust load acts on the swash plate moves on the swash plate by changing the tilt angle of the swash plate. The moving range of the load point is the top dead center side of the swash plate. The top dead center side of the swash plate refers to a half circumference portion of the swash plate including the top dead center position of the swash plate.

  For this reason, the guide surface and the guided surface are not only rotatable around the central axis when assuming a central axis parallel to the pivot axis formed by the swash plate with respect to the drive shaft, but also on the central axis. It is preferable that the center point is a part of a spherical surface located outside the thrust plate. In this case, even if the load point moves, the thrust plate is inclined in a direction other than one direction, and the thrust bearing is more effectively prevented from hitting one side, and high durability is realized.

  In addition, it is also preferable that the guide surface and the guided surface are part of a cylindrical surface where the center axis is located outside the thrust plate when imagining a center axis parallel to the pivot axis formed by the swash plate with respect to the drive shaft. In this case, it is difficult to change the inclination direction of the thrust plate due to the movement of the load point, but most thrust loads can be dealt with by rotating the thrust plate around the central axis. Further, the manufacturing cost can be reduced by the ease of processing the guide surface and the guided surface.

  The center axis of the cylindrical surface preferably crosses the range of movement of the load point on the swash plate, and when a line intersecting the center axis of the drive shaft is assumed, the center axis is preferably at a position projected on the thrust plate side. In this case, it is possible to realize most fluctuations in the inclination direction of the thrust plate due to the movement of the load point. Further, most thrust loads can be dealt with by the thrust plate rotating around its central axis. Further, the manufacturing cost can be reduced by the ease of processing the guide surface and the guided surface.

  Embodiments 1 to 3 embodying the present invention will be described below with reference to the drawings.

  As shown in FIG. 1, the variable capacity swash plate compressor according to the first embodiment includes a cylinder block 1, a front housing 2, and a rear housing 4. A front housing 2 is joined to the front end of the cylinder block 1, and a rear housing 4 is joined to the rear end of the cylinder block 1 via a valve unit 3. The cylinder block 1 and the front housing 2 are provided with shaft holes 1a and 2a extending in the axial direction. The shaft holes 1a and 2a are respectively provided with drive shafts 6 via radial bearings 5a and 5b and a shaft seal device 5c. It is supported so that it can rotate. Note that the left side in FIG. 1 is the front side, and the right side is the rear side.

  A crank chamber 7 is formed by the front housing 2 and the cylinder block 1. In the crank chamber 7, a lug member 8 is fixed to the drive shaft 6. As shown in FIG. 2, the lug member 8 is formed with a press-fitting hole 8a, and the drive shaft 6 is press-fitted into the press-fitting hole 8a. As shown in FIG. 3, the lug member 8 is formed in a horseshoe shape having parallel surfaces 8a on the bottom dead center side, which are mutually back. Further, on the bottom dead center side of the lug member 8, an insertion hole 8 b is recessed at right angles to both parallel surfaces 8 a. The insertion hole 8 b is formed to have a slightly larger diameter than the lug side pin 23.

  As shown in FIG. 1, a thrust plate 9 is provided between the lug member 8 and the front housing 2. As shown in FIGS. 1 to 3, the thrust plate 9 is formed in a disk shape, and a thrust bearing 5 d is provided between the thrust plate 9 and the front housing 2.

  Further, a swash plate 11 is provided in the crank chamber 7 behind the lug member 8. Flat shoe sliding surfaces 11 a are formed on the front and rear outer peripheral surfaces on the outer peripheral side of the swash plate 11. The swash plate 11 is inserted through the drive shaft 6 as shown in FIG. The tilt angle of the swash plate 11 is changed by the link mechanism 12 about the virtual axis C orthogonal to the virtual plane P determined by the center axis of the drive shaft 6 and the top dead center position of the swash plate 11. It has become. The pivot C is movable along the central axis of the drive shaft 6. The load point of the thrust load acting on the swash plate 11 moves within the range B depending on the rotational speed of the drive shaft 6 and the inclination angle of the swash plate 11 when the swash plate 11 rotates in the direction of the arrow in FIG.

  As shown in FIG. 2, the link mechanism 12 is integrated with the lug member 8 and the swash plate 11, and has a single swash plate arm 11 b that protrudes toward the lug member 8 on the top dead center side, and the lug member 8. It consists of first and second intermediate arms 21, 22 provided between the swash plate arm 11 b, lug side pins 23, and swash plate side pins 24. The first and second intermediate arms 21 and 22 are plate-shaped members extending from the lug member 8 side to the swash plate 11 side.

  As shown in FIG. 3, the first intermediate arm 21 extends in parallel with the virtual plane P, and has first guided surfaces 21 a and 21 b that make a pair and back face each other in the front and rear in the rotational direction R of the drive shaft 6. . The second intermediate arm 22 extends parallel to the virtual plane P, and has second guided surfaces 22 a and 22 b that are paired with each other on the back and forth in the rotational direction R of the drive shaft 6.

  Further, press-fitting holes 21c and 21d are provided at both ends of the first intermediate arm 21 at right angles to the first guided surfaces 21a and 21b, and at both ends of the second intermediate arm 22 at right angles to the guided surfaces 22a and 22b. The press-fitting holes 22c and 22d are penetrated. The press-fitting holes 21 c and 22 c have a press-fitting allowance for the lug-side pin 23, and the press-fitting holes 21 d and 22 d have a press-fitting allowance for the swash plate side pin 24.

  The swash plate arm 11b is formed to have substantially the same width as between the two parallel surfaces 8a of the lug member 8, and has parallel surfaces 11c that are back to each other. The swash plate arm 11b is provided with an insertion hole 11d extending at right angles to both parallel surfaces 11c. The insertion hole 11 d has a slightly larger diameter than the swash plate side pin 24.

  The insertion hole 8b of the lug member 8 and the press-fitting holes 21c and 22c of the first and second intermediate arms 21 and 22 extend in the direction of the lug side axis A1 orthogonal to the virtual plane P as shown in FIG. Further, as shown in FIG. 2, the insertion hole 11d of the swash plate arm 11b shown in FIG. 3 and the press-fitting holes 21d and 22d of the first and second intermediate arms 21 and 22 are arranged on the swash plate side parallel to the lug side axis A1. It extends in the direction of the axis A2.

  The first and second intermediate arms 21 and 22 are pivotally supported by the lug member 8 and the swash plate arm 11b by the lug side pin 23 and the swash plate side pin 24, and the lug by the lug side pin 23 and the swash plate side pin 24. The member 8 and the swash plate arm 11b are slidably clamped and fastened. More specifically, the lug-side pin 23 is press-fitted into the first and second intermediate arms 21 and 22 while being loosely fitted to the lug member 8, and the swash plate-side pin 24 is firstly fitted to the swash plate arm 11b while being loosely fitted. The intermediate arms 21 and 22 are press-fitted.

  The swash plate arm 11b is formed so as to avoid the vertical top of the shoe sliding surface 11a. In addition, one support portion 11e protrudes from the bottom dead center side of the surface of the swash plate 11 on the lug member 8 toward the lug member 8, and the support portion 11e is configured so that the swash plate 11 It comes into contact with the rear surface.

  Further, as shown in FIG. 1, the cylinder block 1 is provided with a plurality of cylinder bores 1b extending concentrically in the axial direction. A single-headed piston 13 is accommodated in each cylinder bore 1b so as to be able to reciprocate. A shoe receiving surface 13a, which is recessed in a spherical shape, is provided on the neck portion of each piston 13 so as to face each other. A pair of front and rear shoes 14 is provided between the swash plate 11 and each piston 13. Each shoe 14 has a substantially hemispherical shape. The front and rear shoe sliding surfaces 11a, the front and rear shoe receiving surfaces 13a, and the front and rear shoes 14 constitute a motion conversion mechanism.

  The rear housing 4 is formed with a suction chamber 4a and a discharge chamber 4b. The cylinder bore 1 b can communicate with the suction chamber 4 a via the suction valve mechanism of the valve unit 3 and can communicate with the discharge chamber 4 b via the discharge valve mechanism of the valve unit 3.

  Further, a capacity control valve 15 is accommodated in the rear housing 4. The capacity control valve 15 communicates with the suction chamber 4a through the detection passage 4c, and the discharge chamber 4b and the crank chamber 7 communicate with each other through the air supply passage 4d, which is shown only partially. The capacity control valve 15 detects the pressure in the suction chamber 4a, thereby changing the opening degree of the air supply passage 4d and changing the discharge capacity of the compressor. Further, the crank chamber 7 and the suction chamber 4a communicate with each other through an extraction passage (not shown). A condenser 17, an expansion valve 18 and an evaporator 19 are connected to the discharge chamber 4 b by a pipe 16, and the evaporator 19 is connected to the suction chamber 4 a by a pipe 16.

  In this compressor, as shown in FIG. 5, an insertion hole 9c is formed in the thrust plate 9, and the drive shaft 6 is inserted into the insertion hole 9c. Further, a guide surface 6a is provided on the drive shaft 6, and a guided surface 9b that slides on the guide surface 6a is provided coaxially with the insertion hole 9c. The insertion hole 9 c is formed with a larger diameter than the front end of the guide surface 6 a of the drive shaft 6. The guide surface 6 a and the guided surface 9 b are part of a spherical surface with the center point O positioned outside the thrust plate 9. The center point O is located on the center axis of the drive shaft 6 and on the center axis parallel to the pivot C (see FIG. 4). Thus, the thrust plate 9 and the drive shaft 6 are rotated by sliding around the center point O, and relative tilting is allowed. The thrust plate 9 and the drive shaft 6 are not engaged by a member for synchronous rotation.

  In the compressor configured as described above, the lug member 8 and the swash plate 9 are synchronously rotated by driving the drive shaft 6 in the rotational direction R as shown in FIG. Reciprocates in the cylinder bore 1b. Thereby, the volume of the compression chamber formed on the head side of the piston 13 changes. For this reason, the refrigerant gas in the suction chamber 4a is sucked into the compression chamber and compressed, and then discharged into the discharge chamber 4b. In this way, the refrigeration operation is performed in the refrigeration circuit including the compressor, the condenser 17, the expansion valve 18, and the evaporator 19. During this time, the motion conversion mechanism converts the swing motion of the swash plate 11 into the reciprocating motion of the piston 13. Further, the link mechanism 12 makes the swash plate 11 relatively unrotatable with respect to the drive shaft 6 while allowing the tilt angle variation of the swash plate 11 to the drive shaft 6.

  In this compressor, the drive shaft 6 is inclined with respect to the thrust plate 9 by the thrust load acting on the swash plate 11. That is, as shown in FIG. 5, since the guide surface 6a is projected on the drive shaft 6 and the guided surface 9b is recessed on the thrust plate 9, the thrust plate 9 and the drive shaft 6 are around the center point O. Rotate and oppose each other by sliding with. Therefore, while the thrust plate 9 receives the thrust load transmitted to the lug member 8 via the swash plate 11, even if the load point of the thrust load moves within the range B shown in FIG. In all directions. For this reason, it is possible to prevent the thrust bearing 5d from coming into contact with one piece. Further, the inclination of the seat surface of the front housing 2 that receives the thrust bearing 5 d and the tolerance of the perpendicularity between the thrust plate 9 and the drive shaft 6 are absorbed by the inclination of the thrust plate 9.

  During this time, in this compressor, the thrust plate 9 and the drive shaft 6 are not engaged by the member for synchronous rotation, but the thrust plate 9 is pressed against the drive shaft 6 by the thrust load. Thus, the thrust plate 9 and the drive shaft 6 rotate synchronously. And since the thrust plate 9 and the drive shaft 6 are not engaged by the member for synchronous rotation, the inclination of the thrust plate 9 is not impaired. In addition, by not using a member for synchronous rotation, the number of parts can be reduced, and the manufacturing cost can be reduced.

  Further, in this compressor, since the thrust plate 9 and the drive shaft 6 slide with respect to each other between the guide surface 6a and the guided surface 9b, even if the drive shaft 6 and the thrust plate 9 are relatively inclined, the thrust The plate 9 and the drive shaft 6 do not come into contact with each other. For this reason, the thrust plate 9 and the drive shaft 6 achieve a low surface pressure by surface contact and do not cause uneven wear.

  Therefore, this compressor can realize high durability. Further, since uneven wear does not occur between the thrust plate 9 and the drive shaft 6, the thrust plate 9 and the drive shaft 6 do not collide with each other, and vibration and abnormal noise are hardly generated.

  Further, in this compressor, since the lug member 8 and the thrust plate 9 are separate members, the link mechanism 12 is not provided on the thrust plate 9, and it is individually adapted to various requirements only by changing the material of the thrust plate 9. It is possible to answer.

  Further, in this compressor, it is possible to adopt the thrust bearing 5d having a small load capacity by preventing the thrust bearing 5d from contacting one piece, the thrust plate 9 can be reduced in diameter, and the manufacturing cost of the compressor is low. And downsizing of the compressor can be realized. Further, since the moment acting on the swash plate 11 can be received by the radial bearings 5 a and 5 b that support the drive shaft 6 on the front housing 2 and the cylinder block 1, the thrust load can be received almost at the center of the thrust plate 9. In addition, vibrations and abnormal noises generated from the radial bearings 5a and 5b can be reduced.

  If the diameter of the thrust plate 9 and the thrust bearing 5d can be reduced, it is difficult to stir the lubricating oil in the crank chamber 7, and it is possible to suppress the heat generation of the lubricating oil. Further, in this compressor, since the first and second intermediate arms 21 and 22 are pivotally supported as described above, the link mechanism 12 approaches the drive shaft 6. For this reason, it is difficult to stir the lubricating oil in the crank chamber 7 and the lubricating oil is difficult to be heated. For this reason, the viscosity of lubricating oil is hard to fall and high slidability can be ensured. Further, the heat of the lubricating oil hardly causes deterioration of the rubber material such as the shaft seal device 5c, and high durability can be exhibited. Further, since the first and second intermediate arms 21 and 22 are pivotally supported as described above, the center of gravity of the link mechanism 12 is close to the center axis of the drive shaft 6 and the centrifugal force is reduced, so that the swash plate 11 can be made at high speed. The load in the direction of increasing the inclination angle of the swash plate 11 is reduced, and the inclination angle of the swash plate 11 can be easily controlled.

  In this compressor, since the first and second intermediate arms 21 and 22 are fastened by the lug side pin 23 and the swash plate side pin 24, the first and second intermediate arms 21 and 22 do not move individually. The first and second intermediate arms 21 and 22 and the swash plate 11 are not easily distorted from the normal position. For this reason, this compressor can implement | achieve the suitable operativity of the link mechanism 12, and reduction in manufacturing cost. The suitable operability of the link mechanism 12 leads to excellent capacity controllability and excellent durability in the compressor.

  In the compressor of the first embodiment, the thrust plate 9 and the drive shaft 6 may be engaged by a member for synchronous rotation such as a pin, a key, and a spline.

  In the compressor according to the second embodiment, as shown in FIG. 6, an oil groove 9 d is provided in the guide surface 9 b. Other configurations are the same as those of the compressor of the first embodiment.

  In this compressor, since the thrust plate and the drive shaft 6 slide appropriately, more excellent operational effects can be exhibited.

  In the compressor according to the third embodiment, as illustrated in FIG. 7, an insertion hole 29 c is formed in the thrust plate 29, and the drive shaft 26 is inserted into the insertion hole 29 c. Further, no guide surface is formed on the drive shaft 26, a guide surface 28 a is provided on the lug member 28, and a guided surface 29 b that slides on the guide surface 28 a is provided on the thrust plate 29. . The insertion hole 29 c is formed with a larger diameter than the drive shaft 26. The guide surface 28 a and the guided surface 29 b are part of a cylindrical surface with the central axis Q positioned outside the thrust plate 9. The central axis Q is parallel to the pivot C and is located on the central axis of the drive shaft 26. Thus, the thrust plate 29 and the lug member 28 are rotated by sliding around the central axis Q, and relative tilting is allowed. Other configurations are the same as those of the compressor of the first embodiment.

  In this compressor, it is difficult to change the tilt direction of the thrust plate 29 due to the movement of the load point, but most thrust loads can be dealt with by rotating the thrust plate 29 about the central axis Q. The manufacturing cost can be reduced by the ease of processing the guide surface 28a and the guided surface 29b. Other functions and effects can be obtained in the same manner as the compressor of the first embodiment.

  In the compressor of the third embodiment, a line that intersects the center axis of the drive shaft 26 across the load point movement range B (see FIG. 4) on the swash plate 11 is assumed, and this line is the thrust plate 29 side. It is also possible to set the central axis Q at the position projected onto In this case, most fluctuations in the tilt direction of the thrust plate 29 due to the movement of the load point can be realized. Further, most thrust loads can be dealt with by the thrust plate 29 rotating around its central axis Q. The angle crossing the movement range B can be changed as appropriate.

  In the above, the present invention has been described with reference to the first to third embodiments. However, the present invention is not limited to the first to third embodiments, and can be appropriately modified and applied without departing from the spirit of the present invention. Needless to say.

  For example, the swash plate may be a swash ring as disclosed in Patent Document 1 above. The link mechanism is provided between the lug member and the swash plate in the housing, and allows the swash plate to be relatively unrotatable with respect to the drive shaft while allowing the tilt angle variation of the swash plate to the drive shaft. Anything can be employed. Any motion conversion mechanism may be employed as long as it is provided between the swash plate and the piston and converts the swinging motion of the swash plate into the reciprocating motion of the piston.

  The present invention is applicable to a vehicle air conditioner.

It is a longitudinal cross-sectional view of the compressor of Example 1. 1 is a schematic longitudinal sectional view of a main part of a compressor according to a first embodiment. 1 is a schematic cross-sectional view of a main part related to a compressor of Example 1. FIG. FIG. 2 is a plan view of a swash plate and the like according to the compressor of the first embodiment. FIG. 4 is an enlarged schematic longitudinal sectional view of a main part of the compressor according to the first embodiment. It is a schematic longitudinal cross-sectional view of the principal part concerning the compressor of Example 2. FIG. FIG. 6 is a schematic longitudinal sectional view of a main part related to the compressor of Example 3.

Explanation of symbols

1b ... Cylinder bore 1, 2, 4 ... Housing (1 ... Cylinder block, 2 ... Front housing, 4 ... Rear housing)
6, 26 ... Drive shaft 8, 28 ... Lug member 11 ... Swash plate 12 ... Link mechanism 13 ... Piston 11a, 13a, 14 ... Motion conversion mechanism (11a ... Shoe sliding surface, 13a ... Shoe receiving surface, 14 ... Shoe)
9, 29 ... Thrust plate 5d ... Thrust bearing C ... Axis Q ... Center axis O ... Center point 6a, 28a ... Guide surface 9b, 29b ... Guided surface

Claims (7)

A housing having a plurality of cylinder bores, a drive shaft that is rotatably supported by the housing, a lug member that rotates in synchronization with the drive shaft in the housing, and a drive shaft that supports the drive shaft so that the tilt angle can be varied. And a swash plate provided between the lug member and the swash plate in the housing, and allowing the swash plate to change the inclination angle of the swash plate with respect to the drive shaft. A link mechanism for preventing relative rotation, a piston housed in each cylinder bore so as to be reciprocally movable, and a swash plate and each piston are provided between each piston, and the swinging motion of the swash plate is controlled by each piston. A motion conversion mechanism that converts to reciprocating motion,
In the housing, a thrust plate that receives a thrust load, and a thrust bearing provided between the thrust plate and the housing are provided,
A variable displacement swash plate compressor, wherein the thrust plate and the drive shaft or the lug member are allowed to tilt relative to each other by sliding with each other.   The variable displacement swash plate compressor according to claim 1, wherein the lug member and the thrust plate are separate members.   3. The variable displacement swash plate compressor according to claim 1, wherein the thrust plate and the drive shaft or the lug member are not engaged by a member for synchronous rotation.   4. The variable displacement swash plate compressor according to claim 1, wherein a guide surface is formed on the drive shaft, and a guided surface that slides on the guide surface is formed on the thrust plate. 5. .   4. The variable displacement swash plate compressor according to claim 1, wherein a guide surface is formed on the lug member, and a guided surface that slides on the guide surface is formed on the thrust plate. 5. .   The guide surface and the guided surface are a spherical surface in which the center point on the center axis is located outside the thrust plate when the center axis parallel to the pivot axis formed by the swash plate with respect to the drive shaft is assumed. The capacity-variable swash plate compressor according to claim 4 or 5, wherein the compressor is a compressor.   The guide surface and the guided surface are part of a cylindrical surface in which the central axis is located outside the thrust plate when the central axis parallel to the pivot axis formed by the swash plate with respect to the drive shaft is assumed. The capacity-variable swash plate compressor according to claim 4 or 5.

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