JP5751215B2 - Tandem vane compressor - Google Patents

Description

  The present invention relates to a tandem vane compressor.

  Patent Document 1 discloses a conventional tandem vane compressor. In this tandem vane compressor, a suction chamber, a discharge chamber, and a compression chamber are formed in a housing, and a drive shaft is rotatably supported. Further, in the housing, the rotation of the drive shaft causes the compression chamber to suck the refrigerant gas from the suction chamber, the compression stroke to compress the refrigerant gas in the compression chamber, and the refrigerant gas in the compression chamber to be discharged to the discharge chamber. A plurality of compression mechanisms for performing the discharge stroke are tandemly coupled.

  Each compression mechanism includes a first compression mechanism and a second compression mechanism. The first compression mechanism has a first cylinder chamber formed in the housing, and a first rotor that is rotatably provided in the first cylinder chamber by a drive shaft. A plurality of first vane grooves are formed in the first rotor. In addition, the first compression mechanism is provided so as to be able to appear and retract in each first vane groove, and forms a first compression chamber that is a compression chamber positioned forward together with the inner surface of the first cylinder chamber and the outer surface of the first rotor. Has vanes.

  Similarly to the first compression mechanism, the second compression mechanism also includes a second cylinder chamber formed in the housing and a second rotor that is rotatably provided in the second cylinder chamber by a drive shaft. A plurality of second vane grooves are also formed in the second rotor. The second compression mechanism is also provided so as to be able to protrude and retract in each second vane groove, and forms a second compression chamber which is a compression chamber located rearward together with the inner surface of the second cylinder chamber and the outer surface of the second rotor. Has vanes.

  The housing includes a shell, a first side plate, a second side plate, a third side plate, a first cylinder block, and a second cylinder block.

  The shell forms an outer shell and is formed with a suction port and a discharge port connected to the outside. The first side plate is housed in the shell and forms a suction chamber that communicates with the suction port together with the shell. The second side plate is housed in the shell and partitions the first compression mechanism and the second compression mechanism. The third side plate is housed in the shell and forms a discharge chamber that communicates with the discharge port together with the shell. The first cylinder block is sandwiched between the first side plate and the second side plate and accommodated in the shell to form a first cylinder chamber. The second cylinder block is sandwiched between the second side plate and the third side plate and accommodated in the shell to form a second cylinder chamber.

  When this tandem vane compressor is used in an air conditioner such as a vehicle, the drive shaft is rotationally driven through an electromagnetic clutch, for example. As a result, the first and second compression mechanisms operate. That is, the first and second rotors rotate, and the first and second compression chambers perform a suction stroke, a compression stroke, and a discharge stroke. For this reason, the refrigerant gas is sucked into the first and second compression chambers from the suction chamber, compressed in the first and second compression chambers, and then discharged into the discharge chamber. The high-pressure refrigerant gas discharged into the discharge chamber is supplied to the refrigeration circuit of the air conditioner.

  Thus, in the tandem vane type compressor, the first and second compression mechanisms perform the suction stroke, the compression stroke, and the discharge stroke, respectively, so that the discharge capacity per one rotation of the drive shaft can be increased.

Japanese Utility Model Publication No. 3-118294

  By the way, in the conventional tandem vane type compressor, generally, as the rotational speed of the drive shaft increases, the discharge capacity per unit time increases proportionally, so the cooling capacity increases at a substantially constant rate. It has the property of increasing. Due to these characteristics, the tandem vane compressor has problems that the cooling capacity increases excessively when the drive shaft rotates at a high speed, the refrigerant gas discharge temperature rises, and the power loss increases. Easy to do.

  In order to suppress the above problem at the time of high-speed rotation of the drive shaft, for example, it is conceivable to throttle the suction port or to provide a throttle between the suction port and the first and second compression mechanisms. However, in such a case, the amount of refrigerant gas sucked in the suction stroke of the first compression mechanism and the refrigerant sucked in the suction stroke of the second compression mechanism not only during high-speed rotation of the drive shaft but also during low-speed rotation. The amount of gas will be reduced. As a result, in this tandem type vane compressor, the cooling capacity is reduced not only during high-speed rotation of the drive shaft but also during low-speed rotation.

  The present invention has been made in view of the above-described conventional circumstances, and maintains the cooling capacity during low-speed rotation of the drive shaft, while increasing the discharge temperature of the refrigerant gas and reducing power loss during high-speed rotation of the drive shaft. Providing a tandem vane compressor that can suppress the increase is an issue to be solved.

The tandem vane type compressor of the present invention has a suction chamber, a discharge chamber, and a compression chamber formed in a housing, and a drive shaft is rotatably supported in the housing. The compression chamber performs a suction stroke for sucking refrigerant gas from the suction chamber, a compression stroke for compressing the refrigerant gas in the compression chamber, and a discharge stroke for discharging the refrigerant gas in the compression chamber to the discharge chamber. Multiple compression mechanisms are combined in tandem,
Each of the compression mechanisms includes a first cylinder chamber formed in the housing, a first rotor provided in the first cylinder chamber so as to be rotatable by the drive shaft, and having a plurality of first vane grooves, A first vane which is provided in each first vane groove so as to be able to appear and retract, and forms a first compression chamber which is the compression chamber positioned forward together with an inner surface of the first cylinder chamber and an outer surface of the first rotor; A first compression mechanism;
A second cylinder chamber formed in the housing; a second rotor rotatably provided in the second cylinder chamber by the drive shaft; and a plurality of second vane grooves formed therein; and each second vane groove And a second compression mechanism having a second vane that forms a second compression chamber, which is a compression chamber located rearward together with the inner surface of the second cylinder chamber and the outer surface of the second rotor. In the provided tandem vane compressor,
The housing forms a shell, a shell in which a suction port and a discharge port connected to the outside are formed, and a first side plate that is housed in the shell and forms the suction chamber that communicates with the suction port together with the shell. And a second side plate that is housed in the shell and partitions the first compression mechanism and the second compression mechanism, and the discharge chamber that is housed in the shell and communicates with the discharge port together with the shell. A third side plate to be formed, a first cylinder block sandwiched between the first side plate and the second side plate and housed in the shell and forming the first cylinder chamber, and the second side plate And a second cylinder block sandwiched between the third side plate and housed in the shell and forming the second cylinder chamber,
The drive shaft passes through the second side plate and rotates synchronously with the first rotor and the second rotor,
The second side plates, the suction throttle means are provided to limit the amount of the refrigerant gas sucked by the suction stroke of the second compression mechanism,
The first cylinder block is provided with a first suction area communicating with the first compression chamber in the suction stroke of the first compression mechanism,
The second cylinder block is provided with a second suction area communicating with the second compression chamber in the suction stroke of the second compression mechanism,
The second side plate is provided with a suction communication path that communicates the first suction region and the second suction region;
The suction throttle means is characterized in that the suction communication path has a communication area smaller than that of the first suction area.

Accordance with the tandem vane compressor of the present invention, the amount of the refrigerant gas sucked by the suction stroke of the second compression mechanism, the suction throttle means provided in the second side plates, the rotational speed of the drive shaft is increased Limited.

  Thus, in this tandem vane compressor, the amount of refrigerant gas sucked in the suction stroke of the first compression mechanism during the low-speed rotation of the drive shaft cannot be throttled by the suction throttle means. The cooling capacity increases at a constant rate as the rotational speed of the drive shaft increases. Further, since the amount of the refrigerant gas sucked in the suction stroke of the second compression mechanism is weakly limited by the suction throttle means, the cooling capacity of the second compression mechanism is substantially constant as the rotational speed of the drive shaft increases. Even if the rate of increase is reduced by the suction throttling means, it decreases only slightly. As a result, the tandem vane compressor can maintain the cooling capacity of the compressor as a whole when the drive shaft rotates at a low speed.

  Further, in this tandem vane compressor, the amount of refrigerant gas sucked in the suction stroke of the first compression mechanism during the high-speed rotation of the drive shaft cannot be throttled by the suction throttle means. The capacity increases at a constant increase rate as the rotational speed of the drive shaft increases, as in the case of low speed rotation of the drive shaft. On the other hand, since the amount of the refrigerant gas sucked in the suction stroke of the second compression mechanism is gradually increased to the extent that it is limited by the suction throttle means, the rate of increase in the cooling capacity of the second compression mechanism is determined by the rotational speed of the drive shaft. As the value rises, it gradually decreases. As a result, in this tandem vane type compressor, when the drive shaft rotates at high speed, the rate of increase in the cooling capacity of the compressor as a whole gradually decreases as the rotational speed of the drive shaft increases, so that the cooling capacity increases. Without excessively increasing, it is possible to suppress an increase in the discharge temperature of the refrigerant gas and an increase in power loss.

  Therefore, the tandem vane compressor maintains the cooling capacity when the drive shaft rotates at a low speed, while suppressing an increase in refrigerant gas discharge temperature and an increase in power loss when the drive shaft rotates at a high speed.

The first cylinder block may be provided with a first suction region that communicates with the first compression chamber during the suction stroke of the first compression mechanism. Further, the second cylinder block may be provided with a second suction region that communicates with the second compression chamber in the suction stroke of the second compression mechanism. The second side plate may be provided with a suction communication path that communicates the first suction area and the second suction area. Then, the suction throttle means is not preferable intake communication passage is communicated with an area smaller configuration than the first suction area. In this case, the suction throttle means can be easily provided only by making the communication area of the suction communication path smaller than the first suction area.

The first cylinder block may be provided with a first suction region that communicates with the first compression chamber during the suction stroke of the first compression mechanism. Further, the second cylinder block may be provided with a second suction region that communicates with the second compression chamber in the suction stroke of the second compression mechanism. The second side plate may be provided with a suction communication path that communicates the first suction area and the second suction area. The first suction region and the suction communication path preferably have the same cross section. Further, the suction throttle means preferably has a configuration in which the portion communicating with the suction communication path in the second suction region has a smaller communication area than the portion communicating with the suction communication path in the first suction region and the suction communication path. In this case, the suction throttling means can be easily provided only by making the communication area of the second suction region smaller than that of the first suction region and the suction communication path.

The first cylinder block may be provided with a first suction region that communicates with the first compression chamber during the suction stroke of the first compression mechanism. Further, the second cylinder block may be provided with a second suction region that communicates with the second compression chamber in the suction stroke of the second compression mechanism. The second side plate may be provided with a suction communication path that communicates the first suction area and the second suction area. The suction throttle means urges the valve body so that the communication area between the second suction region and the second compression chamber can be changed, and the communication area decreases as the rotational speed of the drive shaft increases. it preferred to have a biasing member.

  In this case, as the rotational speed of the drive shaft increases, the urging member urges the valve body, and the valve body reduces the communication area between the second suction region and the second compression chamber. Thereby, the suction throttle means can more suitably limit the amount of refrigerant gas sucked in the suction stroke of the second compression mechanism as the rotational speed of the drive shaft increases.

In the tandem vane compressor of the present invention, the shell is formed with a suction port, a front housing that forms a suction chamber with the first side plate, a discharge port, and a discharge chamber with the third side plate. And a rear housing. Then, a first cylinder block and the second cylinder block common, first rotor and the second rotor in common, the first vane and the second vane have preferable that the common. In this case, it is possible to reduce the manufacturing cost by sharing the parts.

  The tandem vane compressor of the present invention maintains the cooling capacity when the drive shaft rotates at a low speed, while suppressing an increase in the discharge temperature of the refrigerant gas and an increase in power loss when the drive shaft rotates at a high speed.

1 is a cross-sectional view of a tandem vane compressor of Example 1. FIG. FIG. 2 is a cross-sectional view showing the AA cross section of FIG. 1 according to the tandem vane type compressor of the first embodiment. FIG. 2 is a cross-sectional view showing a BB cross section of FIG. 1 according to the tandem vane type compressor of the first embodiment. FIG. 4 is a graph showing the relationship between the rotational speed of the drive shaft, the cooling capacity of the first compression mechanism, the cooling capacity of the second compression mechanism, and the cooling capacity of the entire compressor according to the tandem vane compressor of Example 1. . 3 is a cross-sectional view of a tandem vane type compressor according to Embodiment 2. FIG. It is sectional drawing of the tandem type vane type compressor of a reference example . It is sectional drawing which concerns on the tandem-type vane type compressor of a reference example , and shows CC cross section of FIG. 4 is a cross-sectional view of a tandem vane type compressor of Example 3. FIG. 6 is an enlarged cross-sectional view of a main part of a tandem vane type compressor according to Embodiment 3. FIG. 6 is an enlarged cross-sectional view of a main part of a tandem vane type compressor according to Embodiment 3. FIG.

Examples 1 to 3 and a reference example embodying the present invention will be described below with reference to the drawings.

Example 1
As shown in FIG. 1, the tandem vane compressor according to the first embodiment includes a first side plate 11, a first cylinder block 5, a second side plate 13 in a front housing 1 and a rear housing 3 that are coupled to each other. The second cylinder block 7 and the third side plate 15 are fixed in a accommodated state. The front housing 1 and the rear housing 3 are shells 9. The first and second cylinder blocks 5 and 7 have the same outer shape. In this embodiment, the front housing 1 side is the front side of the tandem vane compressor, and the rear housing 3 side is the rear side of the tandem vane compressor.

  As shown in FIG. 2, the first cylinder block 5 is formed with an elliptical first cylinder chamber 5 a in the direction perpendicular to the axis. As shown in FIG. 3, the second cylinder block 7 is formed with a second cylinder chamber 7a having the same shape as the first cylinder chamber 5a. The first and second cylinder blocks 5 and 7 are fixed so that the first and second cylinder chambers 5a and 7a have the same phase.

  As shown in FIG. 1, the first cylinder block 5 is sandwiched between a first side plate 11 and a second side plate 13 and stored in a shell 9. The front and rear of the first cylinder chamber 5a are closed by a first side plate 11 and a second side plate 13, respectively.

  Further, the second cylinder block 7 is sandwiched between the second side plate 13 and the third side plate 15 and stored in the shell 9. The front and rear of the second cylinder chamber 7a are closed by the second side plate 13 and the third side plate 15, respectively. The shell 9, the first and second cylinder blocks 5, 7 and the first to third side plates 11, 13, 15 correspond to the housing.

  The first to third side plates 11, 13, 15 are respectively provided with shaft holes 11a, 13a, 15a. Sliding bearings 17, 19, and 21 are press-fitted into the shaft holes 11a, 13a, and 15a. The front housing 1 is also provided with a shaft hole 1a. A shaft seal device 23 is press-fitted into the shaft hole 1a. The drive shaft 25 is rotatably held by the shaft seal device 23 and the sliding bearings 17, 19, 21. An electromagnetic clutch or pulley (not shown) is fixed to the tip of the drive shaft 25 exposed from the front housing 1. A driving force is transmitted to the drive shaft 25 by an engine or a motor of the vehicle via an electromagnetic clutch or a pulley. The drive shaft 25 rotates in the clockwise direction toward the plane of FIG. 2 and FIG.

  Further, the drive shaft 25 is press-fitted with first and second rotors 27 and 29 having a circular cross section. The first rotor 27 is disposed in the first cylinder chamber 5a. The second rotor 29 is disposed in the second cylinder chamber 7a.

  As shown in FIG. 2, five first vane grooves 27a are formed in the outer circumferential surface of the first rotor 27 in the radial direction. A first vane 31 is accommodated in each first vane groove 27a so as to be able to appear and retract. A first back pressure chamber 33 is formed between the bottom surface of each first vane 31 and each first vane groove 27a. Two adjacent first vanes 31, 31, the outer peripheral surface of the first rotor 27, the inner peripheral surface of the first cylinder block 5, the rear surface of the first side plate 11, and the front surface of the second side plate 13, A first compression chamber 35 is formed.

  Further, as shown in FIG. 3, five second vane grooves 29 a are also formed in the outer peripheral surface of the second rotor 29 in the radial direction. A second vane 37 is also accommodated in each second vane groove 29a so as to be able to appear and retract. A second back pressure chamber 39 is formed between the bottom surface of each second vane 37 and each second vane groove 29a. Two adjacent second vanes 37, 37, the outer peripheral surface of the second rotor 29, the inner peripheral surface of the second cylinder block 7, the rear surface of the second side plate 13, and the front surface of the third side plate Two compression chambers 41 are formed.

  The first rotor 27 and the second rotor 29 are the same component. The first vane 31 and the second vane 37 are the same parts.

  As shown in FIG. 1, a suction chamber 43 is formed between the front housing 1 and the first side plate 11. In the front housing 1, a suction port 1 b for connecting the suction chamber 43 to the outside is opened upward. The first side plate 11 is provided with two suction holes 11 b communicating with the suction chamber 43. Each suction hole 11 b communicates with the two first suction regions 5 b of the first cylinder block 5. As shown in FIGS. 1 and 2, each first suction region 5b is communicated with the first compression chamber 35 in the suction stroke by two suction ports 5c. As shown in FIG. 2, each first suction region 5 b has an elongated hole-shaped cross section when viewed from the front-rear direction. Each suction port 5c has a shape that expands in a tapered shape from the first suction region 5b toward the first cylinder chamber 5a when viewed from the front-rear direction.

  Two first discharge areas 5 d are formed between the first cylinder block 5 and the rear housing 3. The compression chamber 35 in the discharge stroke and each first discharge region 5d communicate with each other through the discharge port 5e. A discharge valve 45 that closes the discharge port 5e and a retainer 47 that regulates the lift amount of the discharge valve 45 are provided in each first discharge region 5d. The drive shaft 25, the first cylinder block 5, the first rotor 27, the first vanes 31, the discharge valve 45, the retainer 47, and the like constitute the first compression mechanism 1C.

  As shown in FIGS. 1 and 2, the second side plate 13 is provided with two suction communication paths 13 d communicating with the first suction areas 5 b of the first cylinder block 5. Each suction communication path 13 d communicates with the two second suction areas 7 b of the second cylinder block 7. As shown in FIGS. 1 and 3, each second suction region 7b communicates with the second compression chamber 41 in the suction stroke by two suction ports 7c. As shown in FIG. 3, each second suction region 7 b has an elongated hole-shaped cross section that is the same as each first suction region 5 b when viewed from the front-rear direction. Each suction port 7c has the same shape as each suction port 5c when viewed from the front-rear direction.

  As shown in FIG. 2, the suction communication path 13d has a small round hole-shaped cross section when viewed from the front-rear direction. The communication area S3 of the suction communication path 13d is smaller than the communication area S1 of the first suction area 5b. The communication area S3 of the suction communication path 13d is smaller than the communication area of the second suction area 7b having the same shape as the first suction area 5b. That is, the refrigerant gas flowing from the first suction region 5b to the second suction region 7b is throttled by the suction communication path 13d in the middle thereof. The suction communication path 13d is suction throttling means.

  Further, as shown in FIG. 1, the second side plate 13 is provided with two discharge holes 13e communicating with the first discharge regions 5d. In addition, two second discharge regions 7 d are formed between the second cylinder block 7 and the rear housing 3. Each discharge hole 13e communicates with each second discharge region 7d. As shown in FIG. 3, the compression chamber 41 in the discharge stroke and each second discharge region 7d communicate with each other by a discharge port 7e. A discharge valve 49 that closes the discharge port 7e and a retainer 51 that regulates the lift amount of the discharge valve 49 are provided in each second discharge region 7d. The drive shaft 25, the second cylinder block 7, the second rotor 29, each second vane 37, the discharge valve 49, the retainer 51, and the like constitute the second compression mechanism 2C.

  As shown in FIG. 1, the third side plate 15 is provided with two discharge holes 15b communicating with the second discharge regions 7d. A discharge chamber 53 is formed between the third side plate 15 and the rear housing 3. In the discharge chamber 53, a centrifugal separator 55 is fixed by being sandwiched between the third side plate 15 and the rear housing 3. The separator 55 includes an end frame 57 and a cylindrical member 59 that is fixed in the end frame 57 and extends vertically.

  The end frame 57 is formed with an oil separation chamber 57a that extends vertically in a cylindrical shape. A cylindrical member 59 is press-fitted into the upper end of the oil separation chamber 57a. For this reason, a part of the oil separation chamber 57 a serves as a guide surface 57 b for circulating the refrigerant gas around the outer peripheral surface of the cylindrical member 59. Both discharge holes 15b communicate between the cylindrical member 59 and the guide surface 57b. A communication port 57 c is formed at the lower end of the end frame 57 to allow the bottom surface of the oil separation chamber 57 a to communicate with the discharge chamber 53. The rear housing 3 has a discharge port 3a for connecting the upper end of the discharge chamber 53 to the outside. The discharge port 3 a is located above the cylindrical member 59.

  An oil drain groove 13 f is recessed in the front surface of the second side plate 13. The oil drain groove 13 f communicates with the first back pressure chamber 33 in the suction stroke or the like by the rotation of the first rotor 27. Although not shown, the second side plate 13 is provided with a chattering prevention valve for preventing chattering of the first compression mechanism 1C.

  An oil drain groove 15 f is also recessed in the front surface of the third side plate 15. The oil drain groove 15 f communicates with the second back pressure chamber 39 in the suction stroke or the like by the rotation of the second rotor 29. Although illustration is omitted, the third side plate 15 is also provided with a chattering prevention valve for preventing chattering of the second compression mechanism 2C.

  The bottom of the discharge chamber 53 communicates with the first back pressure chamber 33 and the second back pressure chamber 39 in the compression stroke and the discharge stroke by a lubricating oil supply passage (not shown).

Drive shaft 25, sliding bearing 17, 19, 21, first side plate 11, the first cylinder block 5, the first vane 31, the discharge valve 45, the retainer 47, the second side plate 13, the second cylinder block 7, the The second vane 37, the discharge valve 49, the retainer 51, the third side plate 15, and the separator 55 are assembled as a sub-assembly.

  An O-ring is attached to the sub-assembly, and this is inserted into the rear housing 3. Next, an O-ring is mounted on the rear housing 3 and the front housing 1 is put on the O-ring. Then, a plurality of bolts 71 shown in FIGS. 2 and 3 are fastened. Thus, the tandem vane type compressor of Example 1 is assembled.

  In the tandem vane compressor, although not shown, the discharge port 3a is connected to the condenser by piping, the condenser is connected to the expansion valve by piping, the expansion valve is connected to the evaporator by piping, and evaporation The vessel is connected to the inlet 1b by piping. A tandem vane compressor, a condenser, an expansion valve, an evaporator, and piping constitute a refrigeration circuit. This refrigeration circuit constitutes a vehicle air conditioner.

  In the tandem vane compressor, when the drive shaft 25 is driven by an engine or the like, the first and second compression mechanisms 1C and 2C repeat the suction stroke, the compression stroke, and the discharge stroke, respectively.

  That is, the first and second rotors 27 and 29 rotate in synchronization with the drive shaft 25, and the first and second compression chambers 35 and 41 undergo volume changes. For this reason, the refrigerant gas having passed through the evaporator is sucked into the suction chamber 43 from the suction port 1b. The refrigerant gas in the suction chamber 43 is sucked into the first compression chamber 35 through the suction hole 11b, each first suction region 5b, and each suction port 5c. The refrigerant gas in each first suction region 5b is sucked into the second compression chamber 41 via each suction communication path 13d, each second suction region 7b, and each suction port 7c.

  The refrigerant gas compressed in the first compression chamber 35 is discharged to the first discharge region 5d through the discharge port 5e. The high-pressure refrigerant gas in the first discharge region 5d reaches the second discharge region 7d through the discharge hole 13e. The refrigerant gas compressed in the second compression chamber 41 is discharged to the second discharge region 7d through the discharge port 7e. The high-pressure refrigerant gas in the second discharge region 7d is discharged toward the guide surface 57b of the separator 50 through the discharge hole 15b. For this reason, the refrigerant gas circulates around the guide surface 57b, and the lubricating oil is centrifuged. The refrigerant gas from which the lubricating oil has been separated is discharged from the discharge port 3a toward the condenser.

  Here, in the tandem vane compressor of the first embodiment, since the communication area S3 of the suction communication path 13d is smaller than the communication area S1 of the first suction area 5b, the refrigerant gas flowing into the second compression chamber 41 is in the suction communication. The flow is reduced by the passage 13d. Thus, the amount of refrigerant gas sucked in the suction stroke of the second compression mechanism 2C is limited as the rotational speed of the drive shaft 25 increases.

  In FIG. 4, the relationship between the rotation speed of the drive shaft 25 and the cooling capacity of the first compression mechanism 1C is indicated by a one-dot chain line L1. Moreover, the same figure shows the relationship between the rotation speed of the drive shaft 25 and the cooling capacity of the second compression mechanism 2C by a two-dot chain line L2. Furthermore, the solid line L3 shows the relationship between the rotational speed of the drive shaft 25 and the cooling capacity of the entire compressor (= the cooling capacity of the first compression mechanism 1C + the cooling capacity of the second compression mechanism 2C).

  In this tandem vane compressor, as indicated by the alternate long and short dash line L1, when the drive shaft 25 rotates at a low speed, the amount of refrigerant gas sucked in the suction stroke of the first compression mechanism 1C is not restricted by the suction communication path 13d. Therefore, the cooling capacity of the first compression mechanism 1C increases at a constant increase rate as the rotational speed of the drive shaft 25 increases. Further, as indicated by a two-dot chain line L2, since the amount of the refrigerant gas sucked in the suction stroke of the second compression mechanism 2C is weakly limited by the suction communication path 13d, the cooling capacity of the second compression mechanism 2C is As the rotational speed of the drive shaft 25 increases, it increases at a substantially constant increase rate. The rate of increase is only slightly reduced, even if it is reduced by the inhalation communication path 13d. As a result, as shown by the solid line L3, in the tandem vane compressor, the cooling capacity of the entire compressor can be maintained when the drive shaft 25 rotates at a low speed.

  In the tandem vane compressor, as indicated by a one-dot chain line L1, when the drive shaft 25 rotates at high speed, the amount of refrigerant gas sucked in the suction stroke of the first compression mechanism 1C is restricted by the suction communication path 13d. Therefore, the cooling capacity of the first compression mechanism 1C increases at a constant increase rate as the rotational speed of the drive shaft 25 increases, as in the case of the low-speed rotation of the drive shaft 25. On the other hand, as indicated by a two-dot chain line L2, the amount of the refrigerant gas sucked in the suction stroke of the second compression mechanism 2C gradually increases to the extent that it is limited by the suction communication path 13d. The increasing rate of the capacity gradually decreases as the rotational speed of the drive shaft 25 increases. As a result, as shown by the solid line L3, in this tandem type vane compressor, when the drive shaft 25 rotates at high speed, the rate of increase in the cooling capacity of the compressor as a whole gradually increases as the rotational speed of the drive shaft 25 increases. Therefore, the cooling capacity does not increase excessively, and an increase in refrigerant gas discharge temperature and an increase in power loss can be suppressed.

  Therefore, in the tandem vane compressor of the first embodiment, the cooling capacity is maintained when the drive shaft 25 rotates at a low speed, while the refrigerant gas discharge temperature increases and the power loss increases when the drive shaft 25 rotates at a high speed. Can be suppressed.

  Further, in this tandem vane compressor, the suction throttle means can be easily provided only by making the communication area S3 of the suction communication path 13d smaller than the communication area S1 of the first suction area 5b. Simplification can be realized.

  Further, in this tandem type vane compressor, the first cylinder block 5 and the second cylinder block 7 are common, the first rotor 27 and the second rotor 29 are common, and the first vane 31 and the second vane 37. Therefore, it is possible to reduce the manufacturing cost by sharing parts.

  In the tandem vane compressor, the front end of the drive shaft 25 is connected to the drive source, and the rear end of the drive shaft 25 is separated from the drive source. Since the second compression mechanism 2C is disposed on the rear end side of the drive shaft 25 and is far from the drive source, the second compression mechanism 2C is more easily vibrated than the first compression mechanism 1C disposed on the front end side of the drive shaft 25 and close to the drive source. . For this reason, when the drive shaft 25 rotates at a high speed, the vibration of the second compression mechanism 2C is likely to increase, but the cooling capacity of the first compression mechanism 1C is reduced by reducing the cooling capacity of the second compression mechanism 2C. A greater vibration suppressing effect can be obtained than in the case.

  Further, as a method of reducing the cooling capacity, it is conceivable to return the compressed discharge refrigerant gas to the suction side (for example, the suction chamber 43, the first suction region 5b or the second suction region 7b). In the case of returning to the side, problems such as a decrease in reliability due to a rise in the temperature of the discharged refrigerant gas and a deterioration in compression efficiency due to wasteful compression occur. For this reason, it is desirable to throttle the suction refrigerant gas as in this embodiment.

(Example 2)
As shown in FIG. 5, the tandem vane compressor of the second embodiment employs a suction communication path 213d and a pore 261a instead of the suction communication path 13d in the tandem vane compressor of the first embodiment. Yes. Other configurations of the second embodiment are the same as those of the first embodiment. For this reason, about the same structure as Example 1, the same code | symbol is attached | subjected and description is abbreviate | omitted or simplified.

  In the tandem vane compressor according to the second embodiment, the suction communication path 213d has the same shape as the first suction region 5b. That is, the suction communication path 213d has the same oval cross section as the cross section of the first suction region 5b shown in FIG. For this reason, the communication area S23 of the suction communication path 213d is equal to the communication area S1 of the first suction region 5b.

  The second cylinder block 7 is formed with an inner flange portion 261b that is reduced in diameter in a flange shape inward from the front end of each second suction region 7b. In the center of the inner flange portion 261b, the pore 261a penetrates. The cross-sectional shape behind the inner flange portion 261b of the second suction region 7b is the same as the shape of the first suction region 5b.

  The suction communication path 213d and the second suction region 7b communicate with each other through the pore 261a. The opening area of the pores 261a is the communication area S2 of the second suction region 7b. The communication area S2 of the second suction region 7b is smaller than the communication area S1 of the first suction region 5b and the communication area S23 of the suction communication path 213d. The pore 261a is a suction throttle means. The refrigerant gas flowing into the second compression chamber 41 is throttled by the pores 261a, and the flow rate is reduced. Thus, the amount of refrigerant gas sucked in the suction stroke of the second compression mechanism 2C is limited by the pores 261a as the rotational speed of the drive shaft 25 increases.

  This tandem vane compressor can also achieve the same effects as the tandem vane compressor of the first embodiment.

  Further, in this tandem type vane compressor, the suction throttle means can be easily provided simply by forming the inner flange portion 261b and the pores 261a in the second cylinder block 7, thereby simplifying the manufacturing process. it can.

(Reference example)
As shown in FIGS. 6 and 7, the tandem vane compressor of the reference example employs a suction communication path 313d and a suction port 307c instead of the suction communication path 13d in the tandem vane compressor of the first embodiment. doing. Other configurations of the reference example are the same as those of the first embodiment. For this reason, about the same structure as Example 1, the same code | symbol is attached | subjected and description is abbreviate | omitted or simplified.

In the tandem vane compressor of the reference example , the suction communication path 313d has the same shape as the first suction region 5b in cross section, similar to the suction communication path 213d of the second embodiment. That is, the suction communication path 313d has the same oval cross section as the cross section of the first suction region 5b shown in FIG. For this reason, the communication area of the suction communication path 313d is equal to the communication area S1 of the first suction region 5b.

  As shown in FIG. 7, each suction port 307c has a shape extending from the second suction area 7b toward the second cylinder chamber 7a with substantially the same lateral width. Each suction port 307c is inclined counterclockwise toward the plane of FIG. 7 as it goes from the second suction region 7b to the second cylinder chamber 7a. For reference, the shape of each suction port 5c of the first compression mechanism 1C is indicated by a virtual line K1.

  As can be seen by comparing the shape of each suction port 307c shown in FIG. 7 with the imaginary line K1, the opening 307h of each suction port 307c facing the second cylinder chamber 7a has each suction facing the first cylinder chamber 5a. The circumferential length around the drive shaft 25 is shorter than the opening of the port 5c. The opening 307h is a suction throttle means. By such an opening 307h, the suction process of the second suction area 7n is shorter than the suction process of the first suction area 5b. Thus, the amount of refrigerant gas sucked in the suction stroke of the second compression mechanism 2C is limited as the rotational speed of the drive shaft 25 increases by the opening 307h of each suction port 307c.

  This tandem vane compressor can also achieve the same effects as the tandem vane compressors of the first and second embodiments.

  Further, in this tandem type vane type compressor, the suction throttle means can be easily provided only by changing the shape of the opening 307h of each suction port 307c, so that the manufacturing process can be simplified.

(Example 3)
As shown in FIGS. 8 to 10, in the tandem vane compressor of the third embodiment, instead of the suction communication passage 13 d in the tandem vane compressor of the first embodiment, a suction communication passage 413 d, a valve body 462, and A biasing member 463 is employed. Other configurations of the third embodiment are the same as those of the first embodiment. For this reason, about the same structure as Example 1, the same code | symbol is attached | subjected and description is abbreviate | omitted or simplified.

As shown in FIGS. 8 and 9, in the tandem vane compressor of the third embodiment, the suction communication path 413d has a larger cross-sectional shape than the first suction area 5b.

  The second side plate 13 is provided with a valve body 462 and an urging member 463.

  The valve body 462 has a main body portion 462a that has a valve hole 462c extending in the front-rear direction and extends in a cylindrical shape, and an outer flange portion 462b that expands in an outer flange shape on the front end side of the main body portion 462a.

  The outer flange portion 462b is in sliding contact with the inner cylinder surface of the suction communication path 413d. The main body 462a extends rearward in the suction communication path 413d, and the rear end protrudes into the second suction area 7b. As shown in FIGS. 9 and 10, the valve body 462 can be displaced in the front-rear direction by guiding the outer flange portion 462b to the inner cylindrical surface of the suction communication path 413d.

  The biasing member 463 is a compression coil spring. The biasing member 463 has its front end abutted against the outer flange portion 462b and its rear end abutted against the front surface of the second cylinder block 7 while inserting the main body portion 462a through the suction communication path 413d. . The valve body 462 and the urging member 463 are suction throttle means.

  When the drive shaft 25 rotates at a low speed, as shown in FIG. 9, the refrigerant gas flows from the first suction region 5b into the first suction region 5b through the valve hole 462c at a low speed. Push backwards with a weak force. Here, the urging member 463 has an urging force that does not displace the valve body 462 rearward even when such a weak force of the refrigerant gas acts on the valve body 462. In this case, the rear end of the main body 462a is positioned in front of the front suction port 7c and does not block the suction port 7c.

  On the other hand, when the drive shaft 25 rotates at a high speed, as shown in FIG. 10, the refrigerant gas flows from the first suction region 5b into the first suction region 5b through the valve hole 462c at a high speed. The part 462b is pushed backward with a strong force. Here, when the pressing force of the refrigerant gas, which becomes stronger as the rotational speed of the drive shaft 25 increases, acts on the valve body 462, the urging member 463 loses its force and gradually compresses and deforms. Then, as the speed of the refrigerant gas increases, the main body 462a is displaced rearward and gradually closes the front suction port 7c. When the speed of the refrigerant gas is further increased, the front suction port 7c is completely blocked. That is, the communication area between the second suction region 7b and the second compression chamber 41 decreases from the opening area of the two suction ports 7c to the opening area of the one suction port 7c.

  Thus, the amount of refrigerant gas sucked in the suction stroke of the second compression mechanism 2C is limited by the valve body 462 and the urging member 463 as the rotational speed of the drive shaft 25 increases.

This tandem vane compressor can also achieve the same effects as the tandem vane compressors of Examples 1 and 2 and the reference example .

  Further, in this tandem vane type compressor, the suction stroke of the second compression mechanism 2C is increased as the rotational speed of the drive shaft 25 increases only by appropriately changing the biasing force of the biasing member 463 that biases the valve body 462. The amount of refrigerant gas sucked in can be more suitably limited.

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

  In the first embodiment, the suction communication path 13d as the suction throttle means is a round hole having the same diameter over the entire length, but is not limited to this configuration. For example, instead of the suction communication path 13d, a tapered suction communication path or an orifice-shaped suction communication path may be employed. In this case, the portion of the suction communication path that has the smallest diameter is the suction throttle means.

  In the second embodiment, the fine hole 261a serving as the suction throttle means is located on the front surface of the second cylinder block 7, but is not limited to this configuration. For example, if the pore 261a is formed between the front surface of the second cylinder block 7 and the suction port 7b, it functions as a suction throttle means.

  The present invention is applicable to a vehicle air conditioner.

DESCRIPTION OF SYMBOLS 1, 3, 5, 7, 9, 11, 13, 15 ... Housing 1 ... Front housing 3 ... Rear housing 5 ... 1st cylinder block 7 ... 2nd cylinder block 9 ... Shell 11 ... 1st side plate 13 ... 2nd Side plate 15 ... Third side plate 43 ... Suction chamber 53 ... Discharge chamber 35 ... First compression chamber 41 ... Second compression chamber 25 ... Drive shaft 1C ... First compression mechanism 2C ... Second compression mechanism 5a ... First cylinder chamber 27a ... first vane groove 27 ... first rotor 31 ... first vane 7a ... second cylinder chamber 29a ... second vane groove 29 ... second rotor 37 ... second vane 1b ... suction port 3a ... discharge port 5b ... first Suction area 7b ... second suction area 13d, 261a, 307h, 462, 463 ... suction throttling means 13d, 213d, 313d, 413d ... suction communication path 261a ... pore 7 c, 307c ... suction port 307h ... suction port opening 462 ... valve body 463 ... biasing member S3, S23 ... communication area of the suction communication path S1 ... communication area of the first suction area S2 ... communication area of the second suction area

Claims (4)

A suction chamber, a discharge chamber, and a compression chamber are formed in the housing, and a drive shaft is rotatably supported. The rotation of the drive shaft causes the compression chamber to draw refrigerant gas from the suction chamber. A plurality of compression mechanisms that perform a suction stroke for suction, a compression stroke for compressing the refrigerant gas in the compression chamber, and a discharge stroke for discharging the refrigerant gas in the compression chamber to the discharge chamber are tandemly coupled,
Each of the compression mechanisms includes a first cylinder chamber formed in the housing, a first rotor provided in the first cylinder chamber so as to be rotatable by the drive shaft, and having a plurality of first vane grooves, A first vane which is provided in each first vane groove so as to be able to appear and retract, and forms a first compression chamber which is the compression chamber positioned forward together with an inner surface of the first cylinder chamber and an outer surface of the first rotor; A first compression mechanism;
A second cylinder chamber formed in the housing; a second rotor rotatably provided in the second cylinder chamber by the drive shaft; and a plurality of second vane grooves formed therein; and each second vane groove And a second compression mechanism having a second vane that forms a second compression chamber, which is a compression chamber located rearward together with the inner surface of the second cylinder chamber and the outer surface of the second rotor. In the provided tandem vane compressor,
The housing forms a shell, a shell in which a suction port and a discharge port connected to the outside are formed, and a first side plate that is housed in the shell and forms the suction chamber that communicates with the suction port together with the shell. And a second side plate that is housed in the shell and partitions the first compression mechanism and the second compression mechanism, and the discharge chamber that is housed in the shell and communicates with the discharge port together with the shell. A third side plate to be formed, a first cylinder block sandwiched between the first side plate and the second side plate and housed in the shell and forming the first cylinder chamber, and the second side plate And a second cylinder block sandwiched between the third side plate and housed in the shell and forming the second cylinder chamber,
The drive shaft passes through the second side plate and rotates synchronously with the first rotor and the second rotor,
The second side plate is provided with a suction throttle means for limiting the amount of the refrigerant gas sucked in the suction stroke of the second compression mechanism,
The first cylinder block is provided with a first suction area communicating with the first compression chamber in the suction stroke of the first compression mechanism,
The second cylinder block is provided with a second suction area communicating with the second compression chamber in the suction stroke of the second compression mechanism,
The second side plate is provided with a suction communication path that communicates the first suction region and the second suction region;
The tandem vane compressor, wherein the suction throttle means has a configuration in which the suction communication path has a smaller communication area than the first suction region. A suction chamber, a discharge chamber, and a compression chamber are formed in the housing, and a drive shaft is rotatably supported. The rotation of the drive shaft causes the compression chamber to draw refrigerant gas from the suction chamber. A plurality of compression mechanisms that perform a suction stroke for suction, a compression stroke for compressing the refrigerant gas in the compression chamber, and a discharge stroke for discharging the refrigerant gas in the compression chamber to the discharge chamber are tandemly coupled,
Each of the compression mechanisms includes a first cylinder chamber formed in the housing, a first rotor provided in the first cylinder chamber so as to be rotatable by the drive shaft, and having a plurality of first vane grooves, A first vane which is provided in each first vane groove so as to be able to appear and retract, and forms a first compression chamber which is the compression chamber positioned forward together with an inner surface of the first cylinder chamber and an outer surface of the first rotor; A first compression mechanism;
A second cylinder chamber formed in the housing; a second rotor rotatably provided in the second cylinder chamber by the drive shaft; and a plurality of second vane grooves formed therein; and each second vane groove And a second compression mechanism having a second vane that forms a second compression chamber, which is a compression chamber located rearward together with the inner surface of the second cylinder chamber and the outer surface of the second rotor. In the provided tandem vane compressor,
The housing forms a shell, a shell in which a suction port and a discharge port connected to the outside are formed, and a first side plate that is housed in the shell and forms the suction chamber that communicates with the suction port together with the shell. And a second side plate that is housed in the shell and partitions the first compression mechanism and the second compression mechanism, and the discharge chamber that is housed in the shell and communicates with the discharge port together with the shell. A third side plate to be formed, a first cylinder block sandwiched between the first side plate and the second side plate and housed in the shell and forming the first cylinder chamber, and the second side plate And a second cylinder block sandwiched between the third side plate and housed in the shell and forming the second cylinder chamber,
The drive shaft passes through the second side plate and rotates synchronously with the first rotor and the second rotor,
The second cylinder block is provided with suction throttle means for limiting the amount of the refrigerant gas sucked in the suction stroke of the second compression mechanism,
The first cylinder block is provided with a first suction area communicating with the first compression chamber in the suction stroke of the first compression mechanism,
The second cylinder block is provided with a second suction area communicating with the second compression chamber in the suction stroke of the second compression mechanism,
The second side plate is provided with a suction communication path that communicates the first suction region and the second suction region;
The first suction region and the suction communication path have the same cross section,
The suction throttling means has a configuration in which a portion communicating with the suction communication path in the second suction region has a smaller communication area than a portion communicating with the suction communication path in the first suction region and the suction communication path. A tandem vane compressor characterized by that. A suction chamber, a discharge chamber, and a compression chamber are formed in the housing, and a drive shaft is rotatably supported. The rotation of the drive shaft causes the compression chamber to draw refrigerant gas from the suction chamber. A plurality of compression mechanisms that perform a suction stroke for suction, a compression stroke for compressing the refrigerant gas in the compression chamber, and a discharge stroke for discharging the refrigerant gas in the compression chamber to the discharge chamber are tandemly coupled,
Each of the compression mechanisms includes a first cylinder chamber formed in the housing, a first rotor provided in the first cylinder chamber so as to be rotatable by the drive shaft, and having a plurality of first vane grooves, A first vane which is provided in each first vane groove so as to be able to appear and retract, and forms a first compression chamber which is the compression chamber positioned forward together with an inner surface of the first cylinder chamber and an outer surface of the first rotor; A first compression mechanism;
A second cylinder chamber formed in the housing; a second rotor rotatably provided in the second cylinder chamber by the drive shaft; and a plurality of second vane grooves formed therein; and each second vane groove And a second compression mechanism having a second vane that forms a second compression chamber, which is a compression chamber located rearward together with the inner surface of the second cylinder chamber and the outer surface of the second rotor. In the provided tandem vane compressor,
The housing forms a shell, a shell in which a suction port and a discharge port connected to the outside are formed, and a first side plate that is housed in the shell and forms the suction chamber that communicates with the suction port together with the shell. And a second side plate that is housed in the shell and partitions the first compression mechanism and the second compression mechanism, and the discharge chamber that is housed in the shell and communicates with the discharge port together with the shell. A third side plate to be formed, a first cylinder block sandwiched between the first side plate and the second side plate and housed in the shell and forming the first cylinder chamber, and the second side plate And a second cylinder block sandwiched between the third side plate and housed in the shell and forming the second cylinder chamber,
The drive shaft passes through the second side plate and rotates synchronously with the first rotor and the second rotor,
The second side plate or the second cylinder block is provided with suction throttle means for limiting the amount of the refrigerant gas sucked in the suction stroke of the second compression mechanism,
The first cylinder block is provided with a first suction area communicating with the first compression chamber in the suction stroke of the first compression mechanism,
The second cylinder block is provided with a second suction area communicating with the second compression chamber in the suction stroke of the second compression mechanism,
The second side plate is provided with a suction communication path that communicates the first suction region and the second suction region;
The suction throttle means includes a valve body capable of changing a communication area between the second suction region and the second compression chamber, and the valve body such that the communication area decreases as the rotational speed of the drive shaft increases. A tandem vane compressor, characterized by having a biasing member for biasing. The shell includes a front housing in which the suction port is formed and forms the suction chamber together with the first side plate, and a rear housing in which the discharge port is formed and forms the discharge chamber together with the third side plate. Become
The first cylinder block and the second cylinder block are common,
The first rotor and the second rotor are common,
The tandem vane compressor according to any one of claims 1 to 3, wherein the first vane and the second vane are common.

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