JP2833648B2 - External control device for variable capacity compressor - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION (Industrial Application Field) The present invention relates to an air conditioner installed in a vehicle,
A variable capacity compressor called variable capacity type
The present invention relates to a control device for controlling. (Prior art) Conventionally, as an air conditioner for vehicles, electric
Compressor driven and connected via magnetic clutch mechanism
(Compressor) and gas refrigerant discharged from the compressor
Is cooled by heat exchange with air and condensed to a liquid state.
Densa (condenser) and liquid refrigerant that passed through this condenser
That evaporates the air and cools the cabin by the heat of vaporization
And an evaporator, the refrigerant in the evaporator
When the evaporating temperature falls below the predetermined temperature, the
The electromagnetic clutch mechanism is turned off by detecting with the strike switch.
Activate to stop the compressor
Is generally well known and widely used in actual vehicles
Have been. That is, when the engine speed increases, the engine
Of refrigerant discharged from compressor driven by
Increases, and a large amount of refrigerant circulates through the refrigerant circuit.
The presser's capacity increases, but
Since the load is almost constant, the compressor capacity is
In order to eliminate the excess,
Movement was stopped. However, in that case, only the compressor
Drive power to improve EER (energy consumption efficiency)
From the point of view of
And then restart the compressor during that time.
It is better to operate continuously with the capacity reduced
Good. For example, compressors, condensers and evaporators
Of these devices on the coefficient of performance
The lower the compressor capacity, the more the compressor
Although the work capacity of the
And the contribution rate of the evaporator increases,
The performance coefficient increases. In other words, the work capacity of the compressor is
It's going down, but the whole enthalpy is the same
Thus, the EER will increase. Therefore, as a compressor that satisfies such requirements,
Conventionally, as disclosed in JP-A-60-261721,
A variable displacement compressor has been proposed. this is,
When the compressor capacity becomes excessive,
Part of the refrigerant sucked into the compressor body
And return it to the suction side,
Automatically controls the capacity to the capacity corresponding to the heat load in the cabin
That's what I did. (Problems to be Solved by the Invention) However, on the other hand, the internal capacity variable type compressor of this proposal
When using a compressor, the capacity of the compressor
Since it is automatically controlled to the capacity corresponding to the load,
The following problems arise. That is, when the vehicle is decelerating, a so-called engine
To improve the deceleration performance of the gin brake,
It is preferable to increase the driving resistance of the compressor. Only
When the heat load in the cabin is small, the compressor
The compressor's drive resistance is
Smaller, which makes it difficult to increase deceleration performance
Become. The present invention has been made in view of such a point, and its object is to
Is, as described above, in a compressor with a variable internal capacity.
In addition to the original dynamic internal capacity control, the capacity can be
Ensure proper control according to the driving conditions of the vehicle
By taking advantage of the characteristics of the variable displacement compressor,
Utilizing the driving load of the compressor in the air conditioner,
It is to improve the deceleration performance of a vehicle. (Means for Solving the Problems) In order to achieve this object, a solution of the present invention is a vehicle.
During both decelerations, the internal capacity of the air conditioner compressor is limited.
Control to temporarily increase the compressor capacity.
By holding it fixed, the driving resistance of the compressor can be increased.
To enhance the engine braking performance.
You. Specifically, in the present invention, the suction port for sucking the refrigerant
And the refrigerant sucked through the suction port and passed through the compression stroke.
Discharge port to discharge and refrigerant on the compression stroke
A bypass passage that bypasses to the suction port that communicates with the suction side
Depending on the pressure difference between the pressure chamber and the pressurized chamber higher than the suction chamber.
Spool valve that opens and closes the bypass passage
It is connected between the pressure chamber and the suction chamber, and responds to the suction pressure of the refrigerant.
Open and close the spool valve by changing the pressure in the pressurizing chamber
Equipped with pressure regulator to control air conditioner
At this time, the suction pressure of the refrigerant is
Variable actuated to variably control the refrigerant discharge rate in response to
With a capacity mechanism and driven by an engine mounted on the vehicle.
Operated and controlled by the variable capacity mechanism when controlling the air conditioner.
Therefore, air conditioning whose capacity is controlled according to the heat load of the air conditioner
Control the variable displacement compressor for the device from outside
The target is an external control device. A pressure regulation is provided between the pressurizing chamber and the suction chamber.
And an on-off valve connected in series with the
The discharge capacity of the compressor is forced by closing the valve.
Is set to a predetermined large capacity value.
Capacity to close the spool valve by increasing the pressure in the
Provide a fixed mechanism. In addition, a deceleration detection that detects that the vehicle is in a deceleration state
Output means and receive the output of the deceleration detection means.
When the vehicle decelerates, the capacity of the compressor
A system that activates the above capacity setting mechanism so that the capacity value becomes large
Control means are provided. (Operation) With this configuration, according to the present invention, during traveling of the vehicle,
The presence or absence of a speed condition is detected by the deceleration detection means, and
During normal running, the compressor is a variable displacement
The internal capacity is controlled by the structure, and its pressure regulation
Changes the pressure in the pressurizing chamber according to the refrigerant suction pressure.
The spool valve opens and closes and the spool valve opens and closes.
The bypass passage is opened and closed by the operation, and the suction pressure is almost constant
The discharge amount of the refrigerant is controlled in accordance with the suction pressure so that
It is. On the other hand, when the vehicle enters a deceleration state, the deceleration state decelerates
The output of the deceleration detecting means is detected by the detecting means.
The capacity setting mechanism is activated by the
The internal capacity control of the sensor is prohibited and the capacity setting mechanism is opened and closed.
By closing the valve, the pressure in the pressurizing chamber of the variable displacement mechanism rises.
Ascends and spool valve closes, forcing compressor capacity
Is fixedly held at a predetermined large capacity value. This compressor
The compressor's drive load is reduced by the fixed holding of the compressor to a large capacity.
As the load increases, the engine braking performance increases accordingly.
As a result, the deceleration performance of the vehicle can be improved. In addition, the variable capacity machine of the variable internal capacity compressor
Controls the structure with a capacity setting mechanism to increase the refrigerant discharge capacity
Value, so the external control device of the compressor
Variable capacity control using variable capacity mechanism inside compressor
Can be performed by the external control device of the compressor
A separate variable capacity mechanism is required separately for capacity control.
And not. In addition, even if the compressor is
Control will be performed in the same way as the partial capacity control state,
A natural sensation that does not cause discomfort to occupants (especially drivers)
External control can be performed. (Example) Hereinafter, an example of the present invention will be described with reference to the drawings. FIG. 1 shows the overall configuration of an embodiment of the present invention, and
Child fuel injection engine 12 and electronically controlled transmission
Air conditioner installed on a vehicle equipped with a vehicle (not shown)
It is a place. The air conditioner 1 supplies power to the onboard engine 12.
Drive coupled via magnetic clutch mechanism 13 and transmission belt 14
Exchange between the compressed compressor 2 (compressor) and traveling wind
Condenser that cools gas refrigerant and condenses it into liquid refrigerant
3 (a condenser) and a receiver tank 4 (a receiving tank) for storing a liquid refrigerant.
Liquid device) and reduce the pressure of the liquid refrigerant to a pressure suitable for its vaporization.
Expansion valve 5 with adjustable opening to expand
(Expansion valve) and vaporize the liquid refrigerant and heat the vaporized
An evaporator 6 (evaporator) for cooling indoor air is provided.
Therefore, these devices 2 to 6 are connected by a refrigerant pipe 7.
By continuing, the refrigerant circuit 8 is configured. In addition, 9
Is a refrigerant distribution returning from the evaporator 6 to the compressor 2.
The temperature-sensitive tube 9 is attached to the tube 7, and the temperature-sensitive tube 9
Connected to the expansion valve 5 via
Therefore, the temperature of the gas refrigerant vaporized by the evaporator 6 becomes constant.
Automatically adjusts the opening of expansion valve 5
Is done. 11 is a fan attached to the evaporator 6
It is. The compressor 2 is a vane type variable capacity compressor.
It is composed of This variable displacement compressor 2
The basic structure is similar to a normal vane compressor
It is. That is, the main body 20 of the compressor 2
As shown in the enlarged group in Fig. 2, a ring-shaped side housing
To the front and rear surfaces of the side housing 23 in an airtight manner.
And a cylindrical working chamber 24 inside the side housing 23.
The front and rear housings 25 and 26 to be formed
In the working chamber 24 of the id housing 23 with respect to the center of the working chamber 24
Cylindrical rotor fitted rotatably with offset
27, and is supported on the outer peripheral portion of the rotor 27 so that
A pair of parts slidingly contact the inner peripheral wall of the working chamber 24 to partition the working chamber 24
And the through vanes 28, 28. Above front door
The housing 25 has a suction port for sucking refrigerant into the working chamber 24.
Port 21 and a suction chamber 29 communicating with the suction port 21 are formed.
Have been. The side housing 23 has a compression stroke.
The discharge port 22 for discharging the passed refrigerant is located in the rear housing.
26 is a discharge chamber (not shown) communicating with the discharge port 22 described above.
Are formed respectively. Further, the rotation of the rotor 27
The rotating shaft 31 is connected to the electromagnetic clutch mechanism 13 and
When the magnetic clutch mechanism 13 is turned ON, the output of the engine 12
The rotor 27 is driven to rotate.
Vanes 28, 28 in the working chamber 24 in the housing 23
By gradually decreasing the volume of the partitioned part
From the suction port 21 of the side housing 23
So that the gas refrigerant is compressed and discharged from the discharge port 22
It has been done. And in this basic configuration,
A spool valve 32 is provided in the front housing 25 of the main body 20.
Is provided. Also, the side housing 23 and the rear housing
The lower part of both sides of the housing 26 has a needle valve
A lesser regulator 40 is attached. The spool valve 32 has a cylindrical shape as shown in FIG.
Of the valve housing 33 and sliding inside the valve housing 33
Movable fitting, spring inside valve housing 33
A cylindrical valve body 34 is provided for partitioning into a chamber 35 and a pressure chamber 36.
The pressurizing chamber 36 is provided with a port 33a of the valve housing 33 and
Compressed through a communication passage 37 connected to the port 33a.
Front housing 25 and side housing in the main body 20
And a predetermined gap between the ring 23 and the inside thereof.
Pressure of the gas refrigerant is approximately halfway between the suction pressure and the discharge pressure of the gas refrigerant.
It is set to pressure. Also, the spring chamber 35
The spring 38 that urges the valve element 34 toward the pressurizing chamber 36 is compressed
And the spring chamber 35 is connected through the port 33b.
To communicate with the suction chamber 29 in the front housing 25
ing. Further, the valve housing 33 has a valve therein.
Four bypass holes 39a-39b in the middle of the sliding range of body 34
However, the bypass holes 39a and 39b are
Diametrically opposed to each other and the bypass holes 39a, 39a
(39b, 39b) in the direction of the center line of the valve housing 33.
The valve housing 33
The bypass holes 39a, 39a located on one side (right side in FIG. 2)
Corresponding to the middle of the refrigerant compression stroke in the working chamber 24
The other side (same left side) bypass holes 39b, 39b
Each is communicated with the entry room 29. This valve housing
And a pair of bypass holes 39a, 39b which are diametrically opposed to each other.
With a part of the spring chamber 35 located between the Ipass holes 39a and 39b
The compression stroke of the refrigerant compressed in the working chamber 24
To bypass the refrigerant to the suction chamber 29 (suction side)
Ipass passages 39, 39 have been achieved. And to the valve body 34
The biasing force due to the intermediate pressure in the pressurizing chamber 36
The refrigerant suction pressure in the chamber 35 and the spring of the spring 38 therein
When the applied force is greater than the biasing force, the valve
By moving it downward in FIG. 3, the bypass holes 39a-3
9b is closed to close the bypass passages 39 and 39,
At this time, it is necessary to move the valve
By opening the bypass holes 39a to 39b, the bypass passages 39, 3
9 has been made to open. On the other hand, the pressure regulator 40 is connected via the valve port 41.
First and second two pressure chambers 42 and 43 communicating with each other
And a valve housing 44 formed in
A valve body 45 fitted to open and close the valve port 41 in a valve 44.
And fitted in the second pressure chamber 43 of the valve housing 44,
The second pressure chamber 43 is divided into a suction pressure chamber 43a and an atmospheric pressure chamber 43b.
And a diaphragm 46 to be formed. The above diaphragm
The arm 46 is connected to the valve body 45 via a rod 47 so as to move integrally therewith.
A diaphragm 46 is provided in the atmospheric pressure chamber 43b.
The valve opening direction of the body 45 (the valve body 45 is connected to the first and second pressure chambers 42, 4).
Spring 48 biasing in the direction of passing 3) is compressed
Have been. The first pressure chamber 42 is connected to the communication passage 37.
(With the front housing 25 in the compressor body 20
A predetermined gap between the side housing 23) and a communication portion 49
And the suction pressure chamber 43a in the second pressure chamber 43
To the suction chamber 29 and the atmospheric pressure of the second pressure chamber 43
The chamber 43b is open to the atmosphere. And diaphragm 4
6 due to the refrigerant suction pressure in the suction pressure chamber 43a.
Atmospheric pressure in the atmospheric pressure chamber 43b and the spring 48 inside it
If the force is greater than the biasing force
The ram 46 is moved downward in FIG.
The valve port 41 is closed by the integral valve body 45 and the first pressure chamber 42 is sucked.
While blocking the communication with the entry room 29,
Moves the diaphragm 46 upward in FIG.
It opens so that the first pressure chamber 42 and the suction chamber 29 communicate with each other.
Have been. Therefore, the spool valve 32 and the pressure
The regulator 40 connects the bypass passages 39, 39 to each other.
The refrigerant suction pressure of the presser body 20 is kept substantially constant.
Automatically controls opening and closing according to the refrigerant suction pressure.
The speed of the presser 2 (engine speed) is low
When the force is low, close the pressure regulator 40.
And the pressure in the pressurizing chamber 36 of the spool valve 32 increases.
By closing the bypass passages 39, 39, the compressor
While maintaining the capacity of the compressor 2 at the maximum capacity,
If the ability increases due to an increase in the number of turns, the suction
Pressure regulator 40 due to pressure drop in entrance 29
And the spool valve
The pressure in the pressurizing chamber 36 in 32 is reduced, and the valve body 34 is
Move upward in the figure to open the bypass passages 39, 39
By bypassing the refrigerant to the suction side, the compressor
The capacity of the compressor 2 is reduced in accordance with the increase of the rotation speed.
, That is, the capacity of the compressor 2 over the heat load in the cabin
When the surplus has increased, the excess capacity can be eliminated.
The variable capacity mechanism 50 is configured. Further, the first pressure chamber of the pressure regulator 40
The communication passage 49 connecting the communication passage 42 to the communication passage 37 is opened.
A normally open first solenoid valve SV1 that closes is provided. Ma
In addition, the pressure regulator 4
The communication passage 49 on the 0 side and the suction inside the front housing 25
The chamber 29 is communicated with a communication passage 51, and the communication passage 51
A normally closed second solenoid valve SV2 for opening and closing the communication passage 51 is provided.
Have been. The two solenoid valves SV1 and SV2 cause the first
Solenoid valve SV1 is open and second solenoid valve SV2 is closed
The variable capacity mechanism 50 is operated to
The presser 2 is set to the internal capacity control state, and the first and second electromagnetic
When both valves SV1 and SV2 are open, the variable displacement mechanism 50
Operation, and the pressure in the suction chamber 29 is set as the intermediate pressure.
The valve body 34 of the spool valve 32 is raised by the spring force of the ring 38
At the end position to keep the bypass passages 39, 39 fully open.
By keeping the refrigerant bypass amount to the maximum,
While the capacity of the impreza 2 is fixed to the minimum capacity,
When both the valves SV1 and SV2 are closed, the variable displacement mechanism 50
To stop the operation and balance the pressure in the suction chamber 29 and the intermediate pressure.
The spool valve 32 against the spring force of the spring 38.
Position the valve body 34 at the processing end position in the figure, and
9 is kept in the fully closed state, and the refrigerant bypass amount is kept at zero.
Thereby, the capacity of the compressor 2 is set to a predetermined large capacity value.
Capacity setting mechanism for fixed control to the maximum capacity
52 are configured. Then, as shown in FIG. 1, the two solenoid valves SV1, SV2
Is controlled by the control unit 100.
The control unit 100 includes the engine 12
Output of throttle sensor 101 that detects throttle opening
Signal is input. About the detailed configuration of the control unit 100
This will be described with reference to FIG. The throttle sensor 101 is
Consisting of a tension meter, originally for the engine 12
Control of fuel injection amount and operation control of the transmission
The output signal is provided for
Is an EGI control unit 102 for fuel injection control,
EAT control unit for transmission control
To the input 103. The output signal of the throttle sensor 101 is the first signal.
And also input to the second comparators 104 and 105.
In the comparator 104, the detection is performed by the throttle sensor 101.
Compare the throttle opening with the set reference value,
When it is determined that the opening is substantially fully closed below the reference opening,
The Hi-level signal is output from the device 104.
The output terminal of the first comparator 104 is connected to the first transistor Tr1.
And the collector of the first transistor Tr1 is connected to the first
The first relay 106 is connected to a solenoid 106a of the
The normally OFF relay switch 106b is connected to the first solenoid valve SV1.
It is connected. On the other hand, in the second comparator 105,
Also, compare the throttle opening with the set reference value,
When it is determined that the opening is almost fully open at the reference opening or more, the comparison
The Hi level signal is output from the heater 105. This second comparator 1
05 is connected to the second transistor Tr2,
The collector of the transistor Tr2 is the solenoid of the second relay 107.
The second relay 107 is connected to the
Switch 107b is connected to the second solenoid valve SV2.
You. Also, a control for the above transmission control
Unit 103 includes the transmission gear position of the transmission.
Is inside the unit 103 when the gear is other than the second and third gears.
Outputs a Hi-level signal according to the OFF state of the transistor Tr
The output unit 103a is provided with a third transformer.
It is connected to the transistor Tr3. This third transistor Tr3
Is the Hi level signal from the control unit 103
Output from each of the comparators 104 and 105
Release the level signal to the ground side, and
This holds the transistors Tr1 and Tr2 in the OFF state. Therefore, in this embodiment, the transmission control
Operation of transistor Tr of control unit 103
The transmission gear position of the transmission
When the gear is in the third gear position, the throttle sensor 101
The running state of the car is determined based on the moving state, and the slot is determined.
The throttle opening detected by the sensor 101 is the first ratio
Is determined to be substantially fully closed by the comparison in the comparator 104.
1st transistor by the Hi level signal from 1 comparator 104
When Tr1 is ON, the state is
Deceleration detection that detects this as the speed state
Means 108 is configured. In addition, the throttle opening is compared with that of the second comparator 105.
From the second comparator 105
2nd transistor Tr 2 is turned ON by the Hi level signal of
The vehicle is in an accelerating state,
Acceleration detection means 109 configured to detect
It is. Further, the comparators 104 and 105 and the first to third transistors are used.
Starter Tr 1 to Tr 3 and both relays 106 and 107 reduce the speed
And control based on the output signals of the acceleration detection means 108 and 109.
Presser 2 is operated and controlled during normal operation of the car.
The first and second solenoid valves SV1, SV1 in the capacity setting mechanism 52
No operation signal is output to SV2 and compressor 2 has internal capacity
In the control state, during acceleration, the second solenoid valve SV2
Operation signal is output only to operate compressor 2 at minimum capacity.
The first solenoid valve SV1
Outputs an operation signal to only compressor 2 to maximum capacity
The control means 110 for controlling the operation state is maintained.
Is done. Next, the operation of the above embodiment will be described. Basically, when the operation switch of the air conditioner 1 is turned on,
Then, the compressor 2 operates and discharges from the compressor 2.
The discharged gas refrigerant is condensed by the condenser 3 and liquid cooled.
This liquid refrigerant expands at the expansion valve 5.
After stretching, it is vaporized in the evaporator 6 and then again
Repeatedly being sucked into the compressor 2
The cabin is cooled by the heat of vaporization of the refrigerant in the evaporator 6
Is done. During the operation of the air conditioner 1, the throttle sensor 10
1 detects the throttle opening. Also Transmit
Gear position in the second or third gear position
The transmission control
The transistor Tr in the unit 103 is turned ON,
The output unit 103a is turned off. And this output unit 103a
In the OFF state, the detected throttle opening is
When not fully closed and not fully open, automatic
It is considered that the vehicle is in a steady running state. At this time,
First and second solenoid valves SV1 and SV2 in compressor 2
2 are both OFF, the first solenoid valve SV1 is open,
2 The solenoid valve SV2 is kept closed, and the variable displacement mechanism 5
By operating 0, the compressor 2 operates in the internal capacity control state.
Turned. In other words, the rotation speed of the compressor 2 is low
When its capacity is low, the pressure regulator 40
Increased pressure in the pressurized chamber 36 of the closed and spool valve 32
By closing the bypass passages 39, 39,
While the capacity of the compressor 2 is maintained at the maximum capacity,
The capacity of the presser 2 increases due to the increase in the rotation speed.
Due to the pressure drop in the suction chamber 29
When the washer regulator 40 opens, the valve opening
The pressure in the pressurizing chamber 36 of the spool valve 32 decreases due to the operation.
Then, the valve body 34 is moved so as to open the bypass passages 39, 39.
And the gas refrigerant is bypassed inside the compressor 2 to the suction side.
As a result, the capacity of the compressor 2
It is controlled to decrease as the number increases. In contrast, the output unit 1 of the control unit 103
In the OFF state of 03a, the throttle opening is almost fully open
When the vehicle is in the
It is considered to be in a fast state. In this case,
The control means 110 receiving the output of the output means 109 outputs the second
An operation signal is output only to the solenoid valve SV2, and both solenoid valves SV1 and SV2
Are both opened to stop the operation of the variable capacity mechanism 50,
The pressure in the suction chamber 29 becomes an intermediate pressure and the spool valve 32
The valve body 34 is positioned at the raised end position in FIG.
The suction passage 2 of the refrigerant is maintained by maintaining the
The bypass to the 9 side is maximized, which
The capacity of the presser 2 is fixed to the minimum capacity. This comp
The fixed holding of the Lessa 2 to the minimum capacity allows the engine 12
Reduced output power for driving compressor 2
The load on the engine 12 is small, and
Acceleration performance can be effectively improved. Also, when the throttle opening is substantially fully closed,
Indicates that the vehicle is being decelerated by the deceleration detecting means 108.
Will be considered. In this case, the output of the deceleration detecting means 108
Only the first solenoid valve SV1 is controlled by the control means 110 receiving the force.
Signal is output to both solenoid valves SV1 and SV2
The operation of the variable displacement mechanism 50 is stopped and the suction chamber is stopped.
The balance between the pressure in 29 and the intermediate pressure makes the spool valve 32
3 is positioned at the lower end position in FIG.
The suction passage 2 of the refrigerant is maintained by maintaining the
The bypass amount to the 9 side becomes zero, which causes
The capacity of the dresser 2 is fixed at the maximum capacity. This complex
The drive resistance is fixed by the fixed holding of the
And the large driving load of the compressor 2
The engine braking performance has been enhanced to reduce the deceleration performance of the car.
Can be improved. The variable capacity of the variable internal capacity compressor 2
The mechanism 50 is controlled by the capacity setting mechanism 52 to discharge the refrigerant.
Since the amount is fixed to the maximum capacity, the external control of the compressor 2
Variable capacity control by control device is possible in compressor 2
This can be performed using the variable capacity mechanism 50, and the compressor 2
Special variable capacity mechanism for external capacity control
The compressor 2 is not required
In the control state, control is performed in the same way as in the internal capacity control state.
This may cause discomfort to the occupants of the vehicle (particularly the driver)
Natural external control can be performed. It should be noted that the compressor 2 is at a minimum or
When fixed to the maximum capacity state, the capacity of the air conditioner 1 becomes
It no longer responds to the heat load in the cabin, but the acceleration / deceleration state
Because it is a short time, it gives a great deal of discomfort to the driver in the cabin
It is not possible. (Other Embodiment) FIG. 5 shows another embodiment of the present invention (the same as FIG. 4).
The same reference numerals are used for the same parts, and detailed descriptions thereof are omitted.
This embodiment is a manual transmission type transmission.
This is applied to vehicles equipped with a vehicle. That is, in the present embodiment, the configuration of
Control unit for transmission control
103 has been omitted and instead a transmission change
ON when the high gear position is the 2nd and 3rd gear
Activated gear switches SW1 and SW2 are provided. this
These gear switches SW1 and SW2 are connected in parallel with each other and
The input is connected to the inverter circuit 111 (inverter circuit).
The output terminal of the inverter 111 is connected to the third transistor Tr3.
ing. Other configurations are the same as those of the above-described embodiment.
Transmission gear position is 2nd or 3rd gear
Position, the output signal of the inverting circuit 111 is set to L ₀ Level and
To turn off the first or second transistor Tr1, Tr2
It has been made to keep. Therefore, in this embodiment, the same operation and effect as those of the above embodiment can be obtained.
Can play. In each of the above embodiments, the variable displacement compressor 2 is used.
The swash plate type was adopted.
Other types of variable displacement compressors may be used.
Of course it is. (Effect of the Invention) As described above, according to the present invention, the air conditioner for a vehicle is provided.
The compressor driven by the onboard engine
Capacity by bypassing the refrigerant during compression to the suction side.
Has a variable capacity mechanism that is variable according to the suction pressure of the refrigerant.
The variable capacity mechanism when controlling the air conditioner.
For air conditioners whose quantity is controlled according to the heat load of the air conditioner
Variable compressor with internal capacity
Stop the bypass of the refrigerant in the middle of compression and use the variable capacity mechanism
Control of the compressor's internal capacity by the
Force the volume by the volume mechanism to be fixed in the large volume state
With this configuration, the internal capacity variable compressor
While taking advantage of the automatic variable control of
Increase the driving load of the compressor to increase engine braking
Effectively improve the deceleration performance of the vehicle by making full use of it
be able to. In addition, it has a variable internal capacity compressor.
Control the variable displacement mechanism to maximize the refrigerant discharge capacity.
The capacity can be set by the external control device of the compressor.
Variable control requires no separate variable capacity mechanism.
It is natural and does not give uncomfortable feeling to vehicle occupants
This can be performed in a simple control state.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 shows an embodiment of the present invention, FIG. 1 is an overall configuration diagram, FIG. 2 is an expanded sectional view showing a variable displacement mechanism of a compressor,
FIG. 3 is a schematic sectional view thereof, and FIG. 4 is an electric circuit diagram showing a configuration of the control unit. FIG. 5 is a diagram corresponding to FIG. 4 showing another embodiment. DESCRIPTION OF SYMBOLS 1 ... Air conditioner, 2 ... Compressor, 12 ... Engine, 21 ... Suction port, 22 ... Discharge port, 32 ... Spool valve, 40 ... Pressure regulator, 50 ... Variable capacity mechanism, SV1, SV2 …… Solenoid valve, 52 …… Capacity setting mechanism, 100
... Control unit, 101 ... Throttle sensor, 108 ... Deceleration detecting means, 110 ... Control means.

──────────────────────────────────────────────────続 き Continuing on the front page (72) Inventor Hiroyuki Sumihara 3-1 Shinchi, Fuchu-cho, Aki-gun, Hiroshima Prefecture Inside Mazda Co., Ltd. (72) Yoshiaki Anan 3-1 Shinchi, Fuchu-cho, Aki-gun, Hiroshima Matsu (56) References JP-A-57-56692 (JP, A) JP-A-57-175422 (JP, A) JP-A-57-195884 (JP, A) JP-A-59-92211 (JP, A) , A) Japanese Utility Model Application Showa 59-71992 (JP, U) Japanese Utility Model Application Showa 59-126714 (JP, U) Japanese Utility Model Application Showa 61-187992 (JP, U) (58) Fields investigated (Int. Cl. ⁶ , DB Name) B60H 1/32 102 N

Claims (1)

(57) [Claims] A suction port for sucking the refrigerant, a discharge port for discharging the refrigerant that has been sucked from the suction port and passed through the compression stroke, a bypass passage for bypassing the refrigerant in the middle of the compression stroke to the suction side, a suction chamber communicating with the suction side, and A spool valve that opens and closes the bypass passage according to a pressure difference between the pressurized chambers higher than the suction chamber and a pressurized chamber that is connected between the pressurized chamber and the suction chamber and that is connected to the suction pressure of the refrigerant; And a pressure regulator for opening and closing the spool valve by changing the pressure of the refrigerant, and variably controls the discharge amount of the refrigerant in accordance with the suction pressure so that the suction pressure of the refrigerant becomes substantially constant when controlling the air conditioner. A variable capacity mechanism that operates when the air conditioner is driven by an engine mounted on a vehicle, and the capacity is controlled by the variable capacity mechanism according to the heat load of the air conditioner when controlling the air conditioner. An external control device configured to externally control a variable capacity compressor for an air conditioner, comprising an on-off valve connected in series with the pressure regulator between the pressurizing chamber and the suction chamber, A capacity setting mechanism for closing the spool valve by increasing the pressure in the pressurizing chamber of the variable capacity mechanism so that the discharge capacity of the compressor is set to a predetermined large capacity value by forcibly closing the on-off valve. Deceleration detection means for detecting a deceleration state of the vehicle; control means for receiving the output of the deceleration detection means and activating the capacity setting mechanism so that the capacity of the compressor becomes the predetermined large capacity value when the vehicle is decelerated. An external control device for a variable displacement compressor, comprising: