JP2009197685A - Swash plate type compressor - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a clutch-less swash plate type compressor capable of exhibiting an excellent sliding characteristic. <P>SOLUTION: The swash plate type compressor comprises relief passages 3b, 3c, 55, 59, 61, 9a for making a crank chamber 15 communicate with an intake chamber 11, a supply passage 41 for making a discharge chamber 13 communicate with the crank chamber 15, and a displacement control valve 37 provided on the supply passage 41 and capable of adjusting pressure in the crank chamber 15. A primary passage 53 forming a part of the supply passage 41 to make the discharge chamber 13 communicate with the displacement control valve 37 comprises an oil supply passage 41a opened below the discharge chamber 13, and a refrigerant supply passage 41b opened above the oil supply passage 41a in the installation state on a vehicle. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a swash plate compressor.

  Patent Document 1 discloses a conventional swash plate compressor. This swash plate compressor is of a so-called clutchless type in which a drive shaft is always rotated by rotation of a vehicle drive source via a pulley.

  In the swash plate compressor, a housing is constituted by a front housing, a cylinder block, and a rear housing, and a plurality of cylinder bores, a suction chamber, a discharge chamber, and a crank chamber are formed by the housing. One end of the front housing is exposed from the front housing, and a drive shaft facing the crank chamber is rotatably supported. In the crank chamber, the swash plate is supported by the drive shaft so that the tilt angle can be varied. A piston is housed in each cylinder bore so as to be able to reciprocate. A pair of front and rear shoes is provided between the swash plate and each piston, and the swing motion of the swash plate is converted into the reciprocating motion of each piston by each pair of shoes.

  Further, in this swash plate type compressor, an escape passage for communicating the crank chamber to the suction chamber and an air supply passage for communicating the discharge chamber to the crank chamber are formed. The escape passage is formed in the cylinder block and the valve unit, and the air supply passage is formed in the cylinder block, the valve unit and the rear housing. A capacity control valve for adjusting the pressure in the crank chamber is provided on the air supply passage. A primary passage that forms a part of the air supply passage and communicates the discharge chamber and the capacity control valve opens at a lower portion of the discharge chamber when installed in the vehicle. The capacity control valve and the crank chamber are communicated with each other by a secondary passage that forms the remainder of the air supply passage.

  This swash plate type compressor constitutes a refrigeration circuit together with a condenser, an expansion valve and an evaporator, and this refrigeration circuit can be used for an air conditioner of a vehicle. The refrigeration circuit is filled with refrigerant gas mixed with lubricating oil. In this swash plate type compressor, the capacity control valve adjusts the pressure in the crank chamber based on the pressure in the suction chamber and the flow rate of the refrigerant gas, and changes the angle of the swash plate with respect to the drive shaft to reduce the discharge capacity. It has changed.

JP 2000-265960 A

  By the way, in the clutchless swash plate compressor, when the air conditioning switch of the vehicle is in the OFF state, the discharge capacity becomes the minimum and the refrigerant gas circulates inside. More specifically, the refrigerant gas circulates to the crank chamber, the escape passage, the suction chamber, the compression chamber, the discharge chamber, the air supply passage, and the crank chamber. During this time, almost all of the lubricating oil discharged from the crank chamber into the discharge chamber is returned to the crank chamber via the capacity control valve and the secondary passage from the primary passage opened at the lower portion of the discharge chamber. For this reason, a large amount of lubricating oil exists in the crank chamber.

  Lubricating oil present in the crank chamber is a refrigerant discharged to the refrigeration circuit outside the swash plate compressor and the improvement of the sliding characteristics at the sliding parts such as between the cylinder bore and the piston, between the swash plate and each shoe. Realizing high refrigeration capacity by reducing the amount of lubricating oil in the gas. However, if the amount of lubricating oil in the crank chamber is excessive, if the drive shaft is rotated at a high speed, the swash plate or the like stirs the lubricating oil vigorously, the lubricating oil tends to generate heat due to shearing, and the viscosity of the lubricating oil decreases. As a result, the sliding characteristics deteriorate.

  The present invention has been made in view of the above-described conventional situation, and it is an object to be solved to provide a clutchless swash plate compressor capable of realizing excellent sliding characteristics.

A clutchless swash plate compressor of the present invention includes a housing having a cylinder bore, a suction chamber, a discharge chamber, and a crank chamber, a drive shaft that is rotatably supported by the housing and faces the crank chamber, A swash plate supported on the drive shaft so that the tilt angle can be changed, a piston accommodated in the cylinder bore so as to be reciprocally movable, and provided between the swash plate and the piston, A motion conversion mechanism for converting the piston into reciprocating motion, a relief passage for communicating the crank chamber with the suction chamber, an air supply passage for communicating the discharge chamber with the crank chamber, and an air supply passage are provided. A clutchless swash plate compressor having a capacity control valve capable of adjusting the pressure of the crank chamber,
The primary passage that forms part of the air supply passage and connects the discharge chamber and the capacity control valve includes an oil supply passage that is open at a lower portion of the discharge chamber in an installed state in the vehicle, and the oil supply passage. And a refrigerant supply passage that opens upward (Claim 1).

  In the swash plate compressor of the present invention, when the refrigerant gas circulates inside, the lubricating oil in the discharge chamber reaches the capacity control valve from the oil supply passage opened at the lower portion of the discharge chamber. At the same time, the refrigerant gas that does not contain much lubricating oil reaches the capacity control valve through the refrigerant supply passage that opens above the oil supply passage. The lubricating oil and refrigerant gas reaching the capacity control valve reach the crank chamber through the secondary passage. For this reason, part of the lubricating oil in the discharge chamber remains in the discharge chamber and part of the lubricating oil moves to the crank chamber, so that the amount of lubricating oil in the crank chamber becomes appropriate. For this reason, even when the drive shaft is rotated at a high speed, the swash plate or the like does not agitate the lubricating oil so much that the lubricating oil hardly generates heat due to shearing, and the viscosity of the lubricating oil is difficult to decrease. For this reason, lubrication of a sliding part is performed suitably.

  Therefore, according to the clutchless swash plate compressor of the present invention, it is possible to realize more excellent sliding characteristics.

  The refrigerant supply passage preferably has a larger diameter than the oil supply passage. Conversely, it is preferable that a throttle is provided in the oil supply passage, and the oil supply passage has a smaller diameter than the refrigerant supply passage.

  In this case, it is easier to supply the refrigerant gas containing less lubricating oil to the crank chamber than to supply the lubricating oil in the discharge chamber to the crank chamber. For this reason, although the lubricating oil in the discharge chamber moves to the crank chamber, it tends to remain in the discharge chamber, and the amount of lubricating oil in the crank chamber can be made more appropriate. For this reason, the effects of the present invention are more easily achieved.

  A check valve for preventing the backflow of the refrigerant gas to the discharge chamber may be disposed downstream of the discharge chamber.

  In this case, the refrigerant gas containing the lubricating oil is not discharged to the external refrigeration circuit at the minimum discharge capacity. Further, the refrigerant gas containing the lubricating oil does not return from the external refrigeration circuit to the discharge chamber. Lubricating oil in the crank chamber is only circulated to the crank chamber through the escape passage, the suction chamber, the compression chamber, the discharge chamber, and the air supply passage. Here, since the oil supply passage opens to the lower part of the discharge chamber, the refrigerant supply passage opens above the oil supply passage and has a larger diameter than the oil supply passage, the lubricating oil is contained in the discharge chamber. It will be reliably stored. For this reason, the amount of lubricating oil in the crank chamber can be made more appropriate. For this reason, the effects of the present invention are more easily achieved.

  The escape passage may include a first passage that communicates with a region where the lubricating oil in the crank chamber is high, and a second passage that communicates with a region where the lubricating oil is low in the crank chamber. An opening / closing valve is provided that increases the proportion of the first passage in the escape passage by increasing the rotational speed of the drive shaft, and increases the proportion of the second passage in the escape passage by decreasing the rotational speed of the drive shaft. (Claim 4).

  In this case, when the drive shaft is rotated at a high speed, the on-off valve increases the proportion of the first passage in the escape passage and decreases the proportion of the second passage in the escape passage. For this reason, the refrigerant gas containing a large amount of lubricating oil in the crank chamber moves to the suction chamber by the first passage having an increased proportion of the escape passage. For this reason, the amount of lubricating oil in the crank chamber becomes appropriate, the swash plate or the like does not agitate the lubricating oil so much, the lubricating oil hardly generates heat due to shear, and the viscosity of the lubricating oil does not easily decrease. For this reason, lubrication of a sliding part is performed suitably. At this time, the amount of lubricating oil in the refrigerant gas discharged to the refrigeration circuit outside the swash plate compressor increases, but there is no problem in the refrigeration capacity because the piston reciprocates at high speed.

  When the drive shaft is rotated at a low speed, the on-off valve decreases the proportion of the first passage in the escape passage and increases the proportion of the second passage in the escape passage. For this reason, the refrigerant gas that does not contain much lubricating oil in the crank chamber moves to the suction chamber due to the second passage having an increased proportion of the escape passage. For this reason, the amount of lubricating oil in the refrigerant gas discharged to the refrigeration circuit outside the swash plate compressor is reduced, and a high refrigeration capacity is exhibited. At this time, although the amount of lubricating oil in the crank chamber increases, the swash plate or the like merely stirs the lubricating oil at a low speed, the viscosity of the lubricating oil does not decrease so much, and the temperature of the lubricating oil hardly increases. For this reason, the lubrication of the sliding part is still preferably performed.

  Therefore, in this case, it is possible to achieve excellent sliding characteristics when the drive shaft is rotated at high speed and high refrigeration capacity when the drive shaft is rotated at low speed. is there.

  According to the test results of the inventors, the crank chamber of the swash plate compressor has a region with a large amount of lubricating oil and a region with a small amount of lubricating oil. For example, the region where the amount of lubricating oil in the crank chamber is high is the outer peripheral region of the crank chamber, and the region where the lubricating oil is low in the crank chamber is the inner peripheral region of the crank chamber, that is, a portion away from the wall surface of the crank chamber. This is because the swash plate or the like rotates together with the drive shaft in the crank chamber, and the lubricating oil is pushed to the outer peripheral area of the crank chamber by centrifugal force. Further, the bottom side of the crank chamber and the surface around the cylinder bore in the crank chamber are regions with a lot of lubricating oil. On the other hand, the upper side of the crank chamber is a region where there is little lubricating oil.

  In the swash plate compressor disclosed in Japanese Patent Laid-Open No. 10-205446, the escape passage has only one passage made up of a first diameter hole and an outflow hole formed in the drive shaft, and the first diameter hole is the outer periphery of the drive shaft. It just communicates with the crankcase. For this reason, in this swash plate compressor, the lubricating oil in the crank chamber cannot be moved to the suction chamber by the escape passage.

  In addition, the escape passage only needs to communicate the crank chamber to the suction chamber. In addition to the passage directly connecting the crank chamber to the suction chamber, the crank chamber is connected to the suction chamber via the suction passage communicating with the suction chamber. It may be a passage that communicates indirectly. The escape passage is sufficient if it has the first passage and the second passage, and may have other passages.

  The first passage communicates with any one of the regions having a high amount of lubricating oil, and the second passage communicates with any one of these regions having a small amount of the lubricating oil. The region where the lubricating oil is high and the region where the lubricating oil is low are determined by relative comparison with each other.

  Furthermore, the swash plate type compressor of the present invention may employ various types as long as it is an on-off valve that is displaced according to the number of rotations. For example, an on-off valve using a solenoid that detects the rotational speed by a rotational speed sensor or detects the centrifugal force by an acceleration sensor and electromagnetically displaces based on these signals can be employed. Further, a mechanical on-off valve in which the mass body is displaced by the centrifugal force and the valve body is actuated can be employed.

  Further, the swash plate compressor according to the present invention is not limited to one on-off valve, as long as the ratio of the first passage in the escape passage and the ratio of the second passage in the escape passage can be changed. It may be.

  The on-off valve may be provided in the second passage so as to be displaced by centrifugal force.

  In this case, the on-off valve can be displaced in the direction of decreasing the opening degree of the second passage by increasing the centrifugal force, and can be displaced in the direction of increasing the opening degree of the second passage by decreasing the centrifugal force.

  The escape passage is formed to extend in the radial direction in the drive shaft, and forms a first hole that forms a part of the first passage, and the second hole that extends in the radial direction to the drive shaft and forms a part of the second passage. A communication hole that extends in the axial direction on the drive shaft, communicates with the first hole and the second hole to form a part of the first passage, and extends in the axial direction on the drive shaft. And an outflow hole forming a part of the first passage and the second passage by communicating with the suction chamber (claim 6).

  In this case, the ratio of the first passage occupied in the escape passage and the ratio of the second passage occupied in the escape passage can be changed by a single on-off valve.

  When the second hole is provided in the drive shaft in the radial direction, the second hole has an opening adjustment port that communicates with the outflow hole, a first opening that communicates with the opening adjustment port and opens on one end side, A second opening that communicates with the opening adjustment port and opens to the other end side may be provided. The on-off valve is positioned closer to the first opening than the shaft center of the drive shaft, and is positioned closer to the second opening than the shaft center of the drive shaft and a valve body that can be seated around the first opening. A mass body capable of changing the degree of opening of the degree adjusting port, a connecting rod for connecting the valve body and the mass body so that the valve body can move, and a spring for biasing the valve body so as to open the first opening (Claim 7).

  In this case, when the drive shaft is rotated at a high speed, the mass body moves away from the shaft center of the drive shaft against the biasing force of the spring by a large centrifugal force, and the valve body reduces the opening degree of the first opening. For this reason, the opening degree which the 2nd hole leads to the opening degree adjustment port becomes small, and the opening degree which the 1st hole leads to the opening degree adjustment port becomes large. Further, when the drive shaft is rotated at a low speed, since the centrifugal force is small, the mass body is bent by the biasing force of the spring and approaches the axis of the drive shaft, and the valve body increases the opening degree of the first opening. For this reason, the opening degree which the 2nd hole leads to the opening degree adjustment port becomes large, and the opening degree which the 1st hole leads to the opening degree adjustment port becomes small. Thus, the effects of the present invention are mechanically exhibited.

  The second hole is substantially the same as the valve seat on which the valve body is seated, the first diameter hole penetrating from the opening adjustment port and communicating with the crank chamber at the first opening via the valve seat, and the first diameter hole. It may have a second diameter hole formed in the same diameter, extending from the opening adjustment port to the opposite side of the first diameter hole, penetrating to the outer periphery of the drive shaft, and communicating with the crank chamber at the second opening. . The valve body may be accommodated in the first diameter hole, and the mass body may be capable of changing the opening degree of the opening adjustment port while being accommodated in the second diameter hole.

  In this case, the first diameter hole and the second diameter hole have substantially the same diameter, the valve body is accommodated in the first diameter hole, and the mass body is accommodated in the second diameter hole. Pressure does not cause a pressure difference between the valve body and the mass body, and the valve body operates stably. This effect is particularly effective in the case of a variable displacement swash plate compressor in which the swash plate is supported so that the tilt angle can be varied and the pressure in the crank chamber is increased to change the discharge capacity. Further, since the valve body is accommodated in the first diameter hole and the mass body is accommodated in the second diameter hole, the on-off valve does not get in the way of the crank chamber. Furthermore, since the mass body changes the opening of the opening adjustment port, it is not necessary to provide a separate valve body for changing the opening of the opening adjustment port, and the structure of the on-off valve can be simplified. Is possible. In addition, the substantially same diameter means that the diameters are allowed to be different within an error range or within a range in which an action effect is produced.

  A lug plate that receives a compression reaction force can be fixed to the drive shaft so as to be integrally rotatable. The lug plate may have a hinge portion that supports the swash plate in a swingable manner. The second opening is preferably located on the opposite side of the hinge portion with respect to the axis of the drive shaft.

  If this is the case, the accuracy of the movement of the valve body due to the centrifugal force is increased, and the introduction of gas from the first opening is not hindered regardless of the position of the weight by the lug plate.

  An oil guide path extending from the outer peripheral area of the crank chamber to the space between the housing and the lug plate may be formed in the housing. The first hole preferably communicates with the oil guide path (claim 10).

  According to the test results of the inventors, in the swash plate compressor, the outer peripheral area of the crank chamber is an area where there is a lot of lubricating oil, so that the lubricating oil can be easily guided to the first hole from there by the oil guide path. Is possible.

  A shaft seal device for sealing the drive shaft exposed from the housing may be provided between the housing and the drive shaft. The first hole preferably communicates with the oil guide path through the shaft seal device.

  In this case, a large amount of lubricating oil can be supplied to the shaft seal device to improve the durability of the rubber material of the shaft seal device.

  The escape passage may consist only of the first passage communicating with the region where the lubricating oil in the crank chamber is large.

  In this case, there is no second passage that communicates with a region where the lubricating oil in the crank chamber is low, and there is no on-off valve for opening and closing the first passage and the second passage. It is possible to achieve excellent sliding characteristics when the shaft is rotated at a high speed and high refrigeration capacity when the drive shaft is rotated at a low speed.

  A lug plate that receives a compression reaction force can be fixed to the drive shaft so as to be integrally rotatable. Further, an oil guide path extending from the outer peripheral area of the crank chamber to the space between the housing and the lug plate can be formed in the housing. The first passage preferably communicates with the oil guide path (claim 13).

  According to the test results of the inventors, in the swash plate compressor, the outer peripheral area of the crank chamber is an area where there is a lot of lubricating oil, so that the lubricating oil can be easily guided to the first passage through the oil guide path. Is possible.

  A shaft seal device for sealing the drive shaft exposed from the housing may be provided between the housing and the drive shaft. The first passage preferably communicates with the oil guide path through the shaft seal device.

  In this case, a large amount of lubricating oil can be supplied to the shaft seal device to improve the durability of the rubber material of the shaft seal device.

  Embodiments 1 and 2 embodying the present invention will be described below with reference to the drawings.

  The clutchless swash plate compressor of the first embodiment is a variable capacity type used for air conditioning of vehicles. As shown in FIG. 1, the compressor includes a cylinder block 1, a front housing 3, and a rear housing 5. The cylinder block 1 has a cylinder bore 1 a extending in parallel with the axis of the drive shaft 7. A plurality are provided. In FIG. 1, the left side is the front of the compressor and the right side is the rear of the compressor.

  The rear housing 5 is formed with a suction chamber 11 and a discharge chamber 13 that communicate with each cylinder bore 1a via a valve unit 9. A crank chamber 15 is formed by the front housing 3 and the cylinder block 1, and shaft holes 3 a and 1 b are formed in the front housing 3 and the cylinder block 1. A shaft sealing device 17 is provided in the shaft hole 3a. A rubber material is used for the shaft seal device 17. A plain bearing 19 is provided in the shaft hole 1b. A rear chamber 1c communicating with the shaft hole 1b is formed on the center side of the rear end of the cylinder block 1, and the rear chamber 1c faces the valve unit 9.

  The drive shaft 7 is rotatably supported by a shaft seal device 17 or the like with one end exposed from the front housing 3 and the center facing the crank chamber 15. A pulley not having a clutch mechanism (not shown) is connected to the drive shaft 7, and the drive shaft 7 is always driven to rotate by a drive source such as an engine via a belt wound around the pulley during operation of the drive source. It is like that. Further, pistons 21 are accommodated in the respective cylinder bores 1a so as to be able to reciprocate. Each piston 21 forms a compression chamber in the cylinder bore 1a.

  In the crank chamber 15, a lug plate 23 that receives a compression reaction force is fixed to the drive shaft 7, and a thrust bearing 25 and a plain bearing 27 are provided between the lug plate 23 and the front housing 3. Further, a swash plate 29 that can change an inclination angle formed with a virtual plane perpendicular to the axis of the drive shaft 7 is inserted into the drive shaft 7. The lug plate 23 is formed with a hinge portion 23a toward the swash plate 29. The swash plate 29 is provided with a hinge portion 29a toward the lug plate 23, and the hinge mechanism 23a, 29a constitutes a link mechanism 31. Yes. A pressing spring 33 is provided between the lug plate 23 and the swash plate 29 to urge the two in a direction away from each other.

  Further, a pair of shoes 35 are provided between the swash plate 29 and each piston 21 in the front-rear direction. The front shoe 35 is provided between the front surface of the swash plate 29 and the front seat surface of the piston 21, and the rear shoe 35 is provided between the rear surface of the swash plate 29 and the rear seat surface of the piston 21. It has been. Each shoe 35 has a substantially hemispherical shape. Each shoe 35 is a motion conversion mechanism.

  A capacity control valve 37 is accommodated in the rear housing 5. The capacity control valve 37 communicates with the suction chamber 11 through the detection passage 39 and communicates the discharge chamber 13 with the crank chamber 15 through the air supply passage 41. The capacity control valve 37 detects the pressure in the suction chamber 11 to change the opening of the air supply passage 41 and change the discharge capacity of the compressor.

  Further, a valve chamber 43 communicating with the discharge chamber 13 is formed in the rear housing 5, and a check valve 45 is provided in the valve chamber 43. The check valve 45 includes a valve body 47 that can be seated in a through hole 43a that allows the discharge chamber 13 and the valve chamber 43 to communicate with each other, and a spring 49 that biases the valve body 47 toward the through hole 43a. The valve chamber 43 communicates with the discharge port 43b to which the pipe 51 is connected. The oil separator is not shown.

  As shown in FIGS. 2 and 3, the discharge chamber 13 and the capacity control valve 37 are disposed above the oil supply passage 41 a and the oil supply passage 41 a that opens to the lower portion of the discharge chamber 13 in the installation state in the vehicle. The refrigerant supply passage 41b is opened for communication. The refrigerant supply passage 41b is configured by pipes, drilling of the rear housing 5, or casting of the rear housing 5, and the inner diameter of the refrigerant supply passage 41b is larger than the inner diameter of the oil supply passage 41a. The oil supply passage 41 a and the refrigerant supply passage 41 b are primary passages 53 that form part of the air supply passage 41. Further, as shown in FIG. 1, the capacity control valve 37 and the crank chamber 15 are communicated with each other by a secondary passage 41 c that forms the remaining portion of the air supply passage 41.

  As shown in FIG. 4, the drive shaft 7 communicates with the first hole 55 and the second hole 57 extending in the radial direction and the first hole 55 and the second hole 57 extending in the axial direction coaxially with the shaft center. A communication hole 59 is formed, and an outflow hole 61 extending from the rear end of the second hole 57 communicating with the communication hole 59 to the rear end of the drive shaft 7 coaxially with the communication hole 59 is formed. As shown in FIGS. 5 and 6, the boundary between the communication hole 59 and the outflow hole 61 is an opening adjustment port 61 a.

  As shown in FIG. 4, the first hole 55 is formed between the lug plate 23 and the front housing 3 by the radius of the drive shaft 7 from the axis of the drive shaft 7 to the outer periphery. The front housing 3 is formed with an oil guide groove 3 b that extends from the outer peripheral region of the crank chamber 15 to between the front housing 3 and the lug plate 23 and faces the thrust bearing 25. The front housing 3 is formed with an oil guide hole 3 c that communicates with the oil guide groove 3 b and faces the plain bearing 27 and the shaft seal device 17. The oil guide hole 3c communicates with the first hole 55 by facing the shaft seal device 17 through the shaft hole 3a. The oil guide groove 3b and the oil guide hole 3c are oil guide paths.

  The second hole 57 is provided behind the first hole 55 so as to penetrate the drive shaft 7 between the lug plate 23 and the swash plate 29. As shown in FIGS. 5 and 6, the second hole 57 has a valve seat 57a, a first diameter hole 57b penetrating from the shaft center and communicating with the crank chamber 15, and a diameter substantially the same as the first diameter hole 57b. And has a second diameter hole 57c extending from the opening adjustment port 61a to the opposite side of the first diameter hole 57b and penetrating to the outer periphery of the drive shaft 7 and communicating with the crank chamber 15.

  The valve seat 57a is formed around the first diameter hole 57b. The first hole 57b and the second hole 57c of the second hole 57 communicate with the outflow hole 61 through the opening adjustment port 61a. A spring seat 57d having a slightly smaller diameter is formed between the first diameter hole 57b and the second diameter hole 57c. The first diameter hole 57b communicates with the opening adjustment port 61a and has a first opening 58a that opens into the crank chamber 15 via the valve seat 57a. The second diameter hole 57 c has a second opening 58 b that communicates with the opening adjustment port 61 a and opens into the crank chamber 15. As shown in FIG. 4, the second opening 58 b is located on the side opposite to the hinge portion 23 a of the lug plate 23 with respect to the axis of the drive shaft 7.

  As shown in FIGS. 1 and 4, an opening / closing valve 60 is provided in the second hole 57. As shown in FIGS. 5 and 6, the on-off valve 60 is positioned closer to the first opening 58 a than the axis of the drive shaft 7, and can be seated on the valve seat 57 a and the axis of the drive shaft 7. And a connecting rod 67 that connects the valve body 63 and the mass body 65 so that the valve body 63 is movable, the mass body 65 being located closer to the second opening 58b and capable of changing the opening degree of the opening adjustment port 61a. The spring 69 biases the valve body 63 so as to open the first opening 58a. The valve body 63 is accommodated in the first diameter hole 57b, and the mass body 65 is accommodated in the second diameter hole 57c. The spring 69 is provided between the valve body 63 and the spring seat 57d.

  As shown in FIG. 1, the rear end of the drive shaft 7 protrudes into the rear chamber 1c, and a cylindrical spacer 71 is fitted to the outer peripheral surface of the rear end of the drive shaft 7. The spacer 71 urges the drive shaft 7 forward while slidingly contacting the valve unit 9. The valve unit 9 is provided with a throttle hole 9 a that communicates with the suction chamber 11 through the spacer 71. The oil guide groove 3b, the oil guide hole 3c, the first hole 55, the second hole 57, the communication hole 59, the outflow hole 61, and the throttle hole 9a are escape passages. The oil guide groove 3b, the oil guide hole 3c, the first hole 55, the communication hole 59, the outflow hole 61, and the throttle hole 9a are the first passage. The second hole 57, the outflow hole 61, and the throttle hole 9a are the second passage.

  A pipe 51 is connected to the discharge port 43 b, and the pipe 51 is connected to the suction chamber 11 through a condenser 73, an expansion valve 75, and an evaporator 77. The compressor, the condenser 73, the expansion valve 75, the evaporator 77, and the pipe 51 constitute a refrigeration circuit. A refrigerant gas mixed with lubricating oil is enclosed in the refrigeration circuit.

  In the compressor configured as described above, the capacity control valve 37 adjusts the pressure in the crank chamber 15 based on the pressure in the suction chamber 11 and the flow rate of the refrigerant gas, and changes the angle of the swash plate 29 with respect to the drive shaft 7. Thus, the discharge capacity is changed.

  Further, in this compressor, when the drive shaft 7 is rotated at a high speed, such as while the vehicle is traveling at a high speed, the on-off valve 60 causes the mass body 65 to be moved by a large centrifugal force as shown in FIG. The valve element 63 reduces the opening degree of the first opening 58 a by moving away from the axis of the drive shaft 7 against the urging force of the spring 69. When the drive shaft 7 is rotated at a higher speed, the valve body 63 is seated on the valve seat 57a.

  For this reason, the opening degree which the 2nd hole 57 shown in FIG. 4 leads to the opening degree adjustment opening 61a becomes small, and the opening degree which the 1st hole 55 leads to the opening degree adjustment opening 61a becomes large. That is, the ratio of the first hole 55 occupying the escape passage is increased by the single opening / closing valve 60, and the ratio of the second hole 57 occupying the escape passage is decreased.

  The outer peripheral region of the crank chamber 15 is a region with a large amount of lubricating oil, and the lubricating oil is guided from there to the first hole 55 through the oil guide groove 3b and the oil guide hole 3c. At this time, since the lubricating oil is guided to the first hole 55 through the shaft sealing device 17, a large amount of lubricating oil is supplied to the shaft sealing device 17, and the durability of the rubber material of the shaft sealing device 17 is improved.

  Then, due to the first hole 55 occupying a larger proportion in the escape passage, the refrigerant gas containing a large amount of lubricating oil in the crank chamber 15 moves to the suction chamber 11 through the communication hole 59, the outflow hole 61, and the throttle hole 9 a. For this reason, the amount of lubricating oil in the crank chamber 15 becomes appropriate, the swash plate 29 and the like do not agitate the lubricating oil so much, the lubricating oil hardly generates heat due to shear, and the viscosity of the lubricating oil does not easily decrease. For this reason, lubrication of sliding parts, such as between the swash plate 29 and each shoe 35, is performed suitably. Further, the refrigerant gas sucked from the suction chamber 11 contains a large amount of lubricating oil, and the lubrication of the sliding portion between the cylinder bore 1a and the piston 21 is also suitably performed. This demonstrates excellent durability at high speeds.

  At this time, the amount of lubricating oil in the refrigerant gas discharged to the refrigeration circuit outside the compressor increases. However, since the piston 21 reciprocates at high speed, there is no problem in the refrigeration capacity.

  Further, when the drive shaft 7 is rotated at a low speed such as while the vehicle is traveling at a low speed, the on-off valve 60 has a small centrifugal force as shown in FIG. The valve body 63 increases the opening degree of the first opening 58a as it approaches the axis of the drive shaft 7 by bending to the force. When the drive shaft 7 is rotated at a lower speed, the mass body 65 comes into contact with the back side of the spring seat 57d and closes the opening adjustment port 61a by half.

  For this reason, the opening degree which the 2nd hole 57 leads to the opening degree adjustment port 61a becomes large, and the opening degree which the 1st hole 55 shown in FIG. 4 leads to the opening degree adjustment port 61a becomes small. That is, the ratio of the first hole 55 occupying the escape passage is reduced by the single on-off valve 60, and the ratio of the second hole 57 occupying the escape passage is increased.

  The inner peripheral region of the crank chamber 15, that is, the portion away from the wall surface of the crank chamber 15 is a region where there is little lubricating oil, and the refrigerant gas that does not contain much lubricating oil is introduced into the second hole 57 from there.

  Then, due to the second hole 57 occupying a larger proportion in the escape passage, the refrigerant gas that does not contain much lubricating oil in the crank chamber 15 moves to the suction chamber 11 through the outflow hole 61 and the throttle hole 9a. For this reason, the amount of lubricating oil in the refrigerant gas discharged to the refrigeration circuit outside the compressor is reduced, and high refrigeration capacity is exhibited.

  At this time, the amount of lubricating oil in the crank chamber 15 increases, but the swash plate 29 and the like merely agitate the lubricating oil at a low speed, the temperature of the lubricating oil hardly increases, and the viscosity of the lubricating oil is greatly reduced. Absent. For this reason, the lubrication of the sliding part is still preferably performed.

  During this time, in this compressor, the swash plate 29 is supported so that the tilt angle can be changed, and the pressure in the crank chamber 15 is increased by the capacity control valve 37 to change the discharge capacity. Here, the first diameter hole 57b and the second diameter hole 57c of the second hole 57 have substantially the same diameter, the valve body 63 is accommodated in the first diameter hole 57b, and the mass body is contained in the second diameter hole 57c. Since 65 is accommodated, the pressure in the crank chamber 15 does not cause a pressure difference between the valve body 63 and the mass body 65, and the valve body 63 operates stably. Further, since the valve body 63 is accommodated in the first diameter hole 57 b and the mass body 65 is accommodated in the second diameter hole 57 c, the on-off valve 60 does not get in the way in the crank chamber 15. Furthermore, since the mass body 65 changes the opening degree of the opening adjustment port 61a, it is not necessary to provide a separate valve body for changing the opening degree of the opening adjustment port 61a, and the structure of the on-off valve 60 is simplified. It is possible to

  Moreover, in this compressor, as shown in FIG. 4 etc., since the 2nd opening 58b is located in the opposite side with respect to the axial center of the drive shaft 7 with respect to the hinge part 23a of the lug plate 23, it is based on centrifugal force. The accuracy of the movement of the valve body 63 is high and does not hinder the introduction of the refrigerant gas from the first opening 58a.

  In this compressor, as shown in FIG. 1, a check valve 45 is disposed on the downstream side of the discharge chamber 13. For this reason, at the minimum discharge capacity at which the inclination angle of the swash plate 29 becomes the smallest, the refrigerant gas containing the lubricating oil is not discharged to the external refrigeration circuit. Further, the refrigerant gas containing the lubricating oil does not return to the discharge chamber 13 from the external refrigeration circuit. More specifically, the refrigerant gas circulates into the crank chamber 15, the escape passage, the suction chamber 11, the compression chamber, the discharge chamber 13, the air supply passage 41, and the crank chamber 15. The lubricating oil in the crank chamber 15 is only circulated to the crank chamber 15 via the escape passage, the suction chamber 11, the compression chamber, the discharge chamber 13, and the air supply passage.

  Here, as shown in FIG. 2, if only a small amount of lubricating oil is stored in the discharge chamber 13, the lubricating oil in the discharge chamber 13 is an oil supply passage that opens at the lower portion of the discharge chamber 13. 41a reaches the capacity control valve 37. At the same time, refrigerant gas that does not contain much lubricating oil reaches the capacity control valve 37 through the refrigerant supply passage 41b that opens upward from the oil supply passage 41a.

  As shown in FIG. 3, if a large amount of lubricating oil is stored in the discharge chamber 13, the lubricating oil in the discharge chamber 13 reaches the capacity control valve 37 from the oil supply passage 41a and the refrigerant supply passage 41b. .

  The lubricating oil and the refrigerant gas reaching the capacity control valve 37 reach the crank chamber 15 through the secondary passage 41c. For this reason, a part of the lubricating oil in the discharge chamber 13 remains in the discharge chamber 13, and only a necessary amount moves to the crank chamber 15, so that the amount of lubricating oil in the crank chamber 15 becomes appropriate. In particular, since the refrigerant supply passage 41b has a larger diameter than the oil supply passage 41a, the lubricating oil is reliably stored in the discharge chamber 13. For this reason, the amount of lubricating oil in the crank chamber 15 can be made more appropriate.

  For this reason, even if the drive shaft 7 is rotated at a high speed, the swash plate 29 and the like do not agitate the lubricating oil so much, the lubricating oil hardly generates heat due to shear, and the viscosity of the lubricating oil is difficult to decrease. For this reason, lubrication of a sliding part is performed suitably.

  Therefore, according to this compressor, it is possible to achieve excellent sliding characteristics when the drive shaft 7 is rotated at a high speed and high refrigeration capacity when the drive shaft 7 is rotated at a low speed. Is possible.

  In the swash plate compressor according to the second embodiment, as shown in FIG. 7, a first hole 55 and an outflow hole 70 are formed in the drive shaft 7. The first hole 55 extends in the radial direction by the radius of the drive shaft 7, and the outflow hole 70 extends to the rear end of the drive shaft 7 coaxially with the shaft center so as to communicate the first hole 55 with the rear chamber 1c. . The oil guide groove 3b, the oil guide hole 3c, the first hole 55, the outflow hole 70, and the throttle hole 9a are the escape passage and the first passage. Other configurations are the same as those of the first embodiment.

  In this swash plate type compressor, the escape passage is composed of only the first passage communicating with the region in the crank chamber 15 where the lubricating oil is high. For this reason, since there is no 2nd channel | path connected to the area | region where there is little lubricating oil in the crank chamber 15, and there is no on-off valve for opening and closing a 1st channel | path and a 2nd channel | path, a structure becomes simple. Other functions and effects are the same as those of the first embodiment.

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

  For example, as shown in FIG. 8, it is preferable to provide a bypass passage 79 that bypasses the check valve 45 and connects the discharge chamber 13 and the condenser 73, and a bypass valve 81 provided in the bypass passage 79.

  With this configuration, the bypass valve 81 is opened when the compressor rotates at a high speed while the air conditioning switch of the vehicle is OFF, and the temperature in the discharge chamber 13 rises above the set temperature. Therefore, the lubricating oil discharged from the crank chamber 15 to the discharge chamber 13 through the suction chamber 11 and the compression chamber is discharged to the refrigeration circuit outside the compressor without passing through the check valve 45. For this reason, the temperature rise in the crank chamber 15 can be further suppressed when the compressor rotates at a high speed. Further, when the space of the discharge chamber 13 cannot be secured so much due to the configuration of the compressor, the amount of return of the lubricating oil from the discharge chamber 13 to the crank chamber 15 can be reduced, which is suitable for suppressing the temperature of the crank chamber 15. . As the bypass valve 81, various forms such as a bimetal type, a wax type, and an electromagnetic type can be adopted.

  Further, the capacity control valve 37 includes a solenoid, and an electromagnetic capacity control valve capable of increasing the discharge capacity of the compressor by exciting the solenoid by an external signal and decreasing the opening of the air supply passage 41. It is preferable to adopt. Then, a temperature sensor is installed in the compressor such as the crank chamber 15 or outside the compressor, and when the temperature detected by the temperature sensor exceeds a certain critical value, the solenoid is excited to increase the discharge capacity of the compressor, and vice versa. It is possible to perform control such that the stop valve 45 is opened.

  If such control is performed, the lubricating oil discharged from the crank chamber 15 to the suction chamber 11 at the time of high rotation of the compressor passes through the compression chamber, the discharge chamber 13 and the check valve 45 to the refrigeration circuit outside the compressor. Discharged. Further, since the refrigerant gas is circulated from the refrigeration circuit outside the compressor, when the air conditioning switch of the vehicle is in the OFF state, the temperature rise in the crank chamber 15 can be further suppressed when the compressor rotates at a high speed. . Furthermore, when the space of the discharge chamber 13 cannot be secured so much due to the configuration of the compressor, the return amount of the lubricating oil from the discharge chamber 13 to the crank chamber 15 can be reduced, which is suitable for suppressing the temperature of the crank chamber 15. .

  Further, as shown in FIG. 9, as a member for defining the minimum inclination angle of the swash plate 29, a circlip 83 formed in an annular shape of a flat plate fixed to the drive shaft 7, and the swash plate 29 and the circlip 83 It is preferable to arrange a shim 85 interposed therebetween. This shim 85 is a flat plate-like ring like the circlip 83 in a normal operation state, but when the temperature in the crank chamber 15 rises above a set temperature, the axial length of the drive shaft 7 is increased. Is formed of a shape memory alloy that becomes long (for example, has a funnel shape).

  With this configuration, when the air conditioner switch of the vehicle is OFF and the compressor is at a high speed and the temperature in the crank chamber 15 rises above the set temperature, the shim 85 is deformed and has a minimum inclination. By energizing the swash plate 29, the inclination angle of the swash plate 29 is increased. As a result, the discharge capacity of the compressor is increased and the check valve 45 is opened. Therefore, the lubricating oil discharged from the crank chamber 15 to the suction chamber 11 when the compressor rotates at high speed is discharged to the refrigeration circuit outside the compressor through the compression chamber, the discharge chamber 13 and the check valve 45. In addition, since the refrigerant gas is circulated from the refrigeration circuit outside the compressor, when the air conditioning switch of the vehicle is in the OFF state, the lubricating oil is supplied via the refrigerant supply passage 41b when the compressor rotates at a high speed. It is possible to further suppress the temperature rise in the crank chamber 15 due to repeated circulation in the compressor. In particular, when the space of the discharge chamber 13 cannot be secured so much due to the configuration of the compressor, the return amount of the lubricating oil from the discharge chamber 13 to the crank chamber 15 through the refrigerant supply passage 41b can be reduced. 15 is suitable for temperature suppression. As the shim 85, various forms such as a bimetal type can be adopted.

  Further, for example, in the compressor of the first embodiment, when radial bearings using rollers are employed instead of the plain bearings 27 and 19, the first passage and the first passage occupying the escape passage are defined as escape passages between the rollers. The ratio of the two passages may be changed. Further, the link mechanism 31 is not limited to the above-described embodiment, and various types can be employed. Instead of the spacer 71 at the rear end of the drive shaft 7, a thrust bearing and a spring may be employed.

  The present invention is applicable to a vehicle air conditioner.

1 is a cross-sectional view of a swash plate compressor according to Embodiment 1. FIG. FIG. 4 is an enlarged cross-sectional view of a main part of the swash plate compressor according to the first embodiment. FIG. 4 is an enlarged cross-sectional view of a main part of the swash plate compressor according to the first embodiment. FIG. 4 is an enlarged cross-sectional view of a main part of the swash plate compressor according to the first embodiment. FIG. 3 is an enlarged cross-sectional view of a main part of the swash plate compressor according to the first embodiment while the drive shaft rotates at a low speed. FIG. 3 is an enlarged cross-sectional view of a main part of the swash plate compressor according to the first embodiment while the drive shaft rotates at a high speed. 3 is a cross-sectional view of a swash plate compressor according to Embodiment 2. FIG. It is sectional drawing of the swash plate type compressor of a modification. It is sectional drawing of the swash plate type compressor of another modification.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1a ... Cylinder bore 11 ... Suction chamber 13 ... Discharge chamber 15 ... Crank chamber 1, 13, 5 ... Housing (1 ... Cylinder block, 3 ... Front housing, 5 ... Rear housing)
7 ... Drive shaft 29 ... Swash plate 21 ... Piston 35 ... Motion conversion mechanism (shoe)
3b, 3c, 55, 57, 59, 61, 9a, 70 ... relief passage (3b ... first passage (oil guide groove), 3c ... first passage (oil guide hole), 55 ... first passage (first hole) , 59... First passage (communication hole), 57... Second passage (second hole), 61 and 70... First passage and second passage (outflow hole), 9 a. Hole)
DESCRIPTION OF SYMBOLS 41 ... Supply passage 37 ... Capacity control valve 53 ... Primary passage 41a ... Oil supply passage 41b ... Refrigerant supply passage 45 ... Check valve 60 ... On-off valve 61a ... Opening adjustment port 58a ... First opening 58b ... Second opening 63 ... valve body 65 ... mass body 67 ... connecting rod 69 ... spring 57b ... first diameter hole 57c ... second diameter hole 23 ... lug plate 23a ... hinge part 3b, 3c ... oil guide path (3b ... oil guide groove, 3c ... Oil guide hole)
17 ... Shaft seal device

Claims (14)

A housing having a cylinder bore, a suction chamber, a discharge chamber, and a crank chamber, a drive shaft that is rotatably supported by the housing and that faces the crank chamber, and an inclined shaft that is supported by the drive shaft so that the tilt angle can be varied in the crank chamber. A plate, a piston housed in the cylinder bore so as to be able to reciprocate, and a motion conversion mechanism provided between the swash plate and the piston for converting a swinging motion of the swash plate into a reciprocating motion of the piston. A relief passage for communicating the crank chamber with the suction chamber, a supply passage for communicating the discharge chamber with the crank chamber, and a capacity control capable of adjusting the pressure of the crank chamber provided on the supply passage. In a clutchless swash plate compressor equipped with a valve,
The primary passage that forms part of the air supply passage and connects the discharge chamber and the capacity control valve includes an oil supply passage that is open at a lower portion of the discharge chamber in an installed state in the vehicle, and the oil supply passage. A clutchless swash plate compressor characterized by comprising a refrigerant supply passage that opens upward.   The clutchless swash plate compressor according to claim 1, wherein the refrigerant supply passage has a larger diameter than the oil supply passage.   The clutchless swash plate compressor according to claim 2, wherein a check valve for preventing a reverse flow of the refrigerant gas to the discharge chamber is disposed downstream of the discharge chamber. The escape passage has a first passage communicating with a region where the lubricating oil in the crank chamber is high, and a second passage communicating with a region where the lubricating oil is low in the crank chamber,
An on-off valve that increases the proportion of the first passage in the escape passage by increasing the rotational speed of the drive shaft, and increases the proportion of the second passage in the escape passage by decreasing the rotational speed of the drive shaft. 4. A clutchless swash plate compressor according to claim 3.   The clutchless swash plate compressor according to claim 4, wherein the on-off valve is provided in the second passage so as to be displaced by centrifugal force.   The relief passage is formed to extend in the radial direction in the drive shaft, and is formed to extend in the radial direction in the drive shaft, and a first hole that forms a part of the first passage, and a part of the second passage. A second hole that extends in the axial direction of the drive shaft, a communication hole that communicates with the first hole and the second hole to form a part of the first passage, and the drive shaft. 6. A clutchless swash plate compressor according to claim 5, wherein the clutchless swash plate compressor is formed to extend in the axial direction, and includes an outflow hole that communicates with the communication hole to the suction chamber and forms part of the first passage and the second passage. . The second hole is formed through the drive shaft in a radial direction,
The second hole has an opening adjustment port communicating with the outflow hole, a first opening communicating with the opening adjustment port and opening on one end side, and communicating with the opening adjustment port and opening on the other end side. A second opening,
The on-off valve is positioned closer to the first opening than the axis of the drive shaft, and can be seated around the first opening, and closer to the second opening than the axis of the drive shaft A mass body that is located and capable of changing an opening degree of the first opening; a connecting rod that connects the valve body and the mass body so that the valve body can move; and the valve body that opens the first opening. The clutchless swash plate compressor according to claim 6, comprising a spring that urges the swash plate to urge. The second hole includes a valve seat on which the valve body is seated, a first diameter hole penetrating from the opening adjustment port and communicating with the crank chamber at the first opening via the valve seat; The crank chamber is formed to have substantially the same diameter as the first diameter hole, extends from the opening adjustment port to the opposite side of the first diameter hole, penetrates to the outer periphery of the drive shaft, and is formed at the second opening. And a second diameter hole communicating with the
The clutchless according to claim 7, wherein the valve body is accommodated in the first diameter hole, and the mass body is accommodated in the second diameter hole, and the opening degree of the opening adjustment port can be changed. Type swash plate compressor. A lug plate that receives a compression reaction force is fixed to the drive shaft so as to be integrally rotatable,
The lug plate has a hinge portion for swingably supporting the swash plate,
The clutchless swash plate compressor according to claim 7 or 8, wherein the second opening is located on an opposite side of the hinge portion with respect to the axis of the drive shaft. An oil guide path extending from the outer peripheral area of the crank chamber to the space between the housing and the lug plate is formed in the housing,
The clutchless swash plate compressor according to claim 9, wherein the first hole communicates with the oil guide path. Between the housing and the drive shaft, a shaft seal device for sealing the drive shaft exposed from the housing is provided,
The clutchless swash plate compressor according to claim 10, wherein the first hole communicates with the oil guide path through the shaft seal device.   4. The clutchless swash plate compressor according to claim 3, wherein the escape passage includes only a first passage communicating with a region where the lubricating oil in the crank chamber is large. A lug plate that receives a compression reaction force is fixed to the drive shaft so as to be integrally rotatable,
An oil guide path extending from the outer peripheral area of the crank chamber to the space between the housing and the lug plate is formed in the housing,
The clutchless swash plate compressor according to claim 12, wherein the first passage communicates with the oil guide path. Between the housing and the drive shaft, a shaft seal device for sealing the drive shaft exposed from the housing is provided,
The clutchless swash plate compressor according to claim 13, wherein the first passage communicates with the oil guide path through the shaft seal device.

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