JPH02136586A - Vane type compressor - Google Patents

Abstract

PURPOSE:To improve compression performance and suppress the generation of seizure and abrasion by preparing a block, vane, and a rotor from the Al alloy having the difference of thermal expansion coefficient between them which is less than a specific value and designing the material of a side plate. CONSTITUTION:A cylinder clock 1 having an elliptical inner peripheral surface, circular cylindrical rotor 4 accommodated in free revolution inside the cylinder block 1, and a plurality of vanes 8 which are installed in free appearance and disappearance in the radial direction onto the rotor 4 are made of the Al alloy having the difference of thermal expansion coefficient of 3X10<-6>/ deg.C or less. Further, the body of a side plate 2 is made of Al alloy, and the inside surface which slidingly contacts the both side surfaces of the rotor and the both side surfaces of the vane is made of the iron material 2c, and the both are formed integrally through casting or press-fitting. Further, each plated layer mainly formed from iron or nickel is formed on the top surface of the vane 8 which slidingly contacts the inner peripheral surface of the cylinder block 1 and the side surface of the vane 4 which slidingly contacts the wall surface of a vane groove 7 formed on the rotor 4.

Description

Detailed Description of the Invention (Industrial Application Field) The present invention relates to a vane type compressor that compresses gas such as refrigerant gas, and is particularly suitable for vehicle air conditioning by improving the material and surface treatment of sliding parts. This invention relates to a vane compressor that is significantly lighter in weight and has a stronger connection between the rotor and shaft.

(Prior art) In a vane type compressor, the compressor body is constructed by side plates fixed to both sides of a cylinder block having a cylindrical or elliptical inner cylinder shape, and a rotor is installed inside the compressor body. The rotor is provided with a plurality of vane grooves in the radial direction, the vanes are inserted so as to be freely retractable, and the rotor is rotated while pressing the vanes against the inner peripheral surface of the cylinder block. It is designed to compress the gas in a partitioned compression chamber.

This vane type compressor is often installed in a vehicle and used for air conditioning. In recent years, the number of passenger cars with front-wheel drive has increased, and many devices are assembled under the hood, including the engine and transmission, and the weight is concentrated at the front of the vehicle, so the compressor, which is installed inside the bonnet along with the engine and transmission, also reduces fuel efficiency. From the standpoint of improvement, there is a strong demand for weight reduction.

Vane-type compressors already use aluminum alloy for the casing and vanes, and in order to further reduce weight, even parts with sliding parts (cylinder block, rotor, side plates) are made of plastic or aluminum. Parts must be constructed from lightweight materials such as Since these parts are used at high temperatures and have severe sliding conditions, aluminum alloys are considered more suitable than plastic materials.

First, the configuration of the main parts of a conventional vane compressor will be explained.

Flaky graphite cast iron is generally used for cylinder blocks because of its good sliding characteristics and machinability.

The rotor is often made of steel that is integrated with the shaft, or a rotor made of ferrous sintered alloy is press-fitted into a steel shaft.

Since side plates are required to have seizure resistance on the surfaces that slide on the rotor and vanes, flake graphite cast iron and iron-based sintered alloys, which are materials with good oil retention properties, are often used.

As mentioned above, consideration has been given to the combination of materials on the sliding surface and the connection between the rotor and the shaft. However, it has the following problems.

(Problem to be solved by the invention) Vanes need to be lightweight because centrifugal force acts in addition to lubricating oil pressure as a force that presses them against the inner circumferential surface of the cylinder block. Since it is not possible to reduce the dimensions of the groove due to restrictions, it is necessary to use a lightweight material. For this reason, high-Si aluminum alloys, which have excellent wear resistance, are currently commonly used. However, compared to cylinder blocks and rotor materials made of iron-based materials, the coefficient of thermal expansion of high-Si aluminum alloys is 5 to 9X10/''C, which is larger than that of cylinder blocks and rotor materials made of iron-based materials. It is necessary to set a large clearance for the groove lJ, and therefore the performance of the compressor is low when the temperature is low at the beginning of operation.

Furthermore, in order to ensure clearance, each part must be manufactured and controlled with strict dimensional accuracy, and the reality is that the compressor is assembled by ranking each part according to size and selectively fitting each part.

In order to improve the above-mentioned problems in vane type compressors and to reduce weight, it is easily possible to construct the parts with sliding surfaces other than the vanes (cylinder block, rotor, side plates) using aluminum alloy. be. However, there were sliding problems and difficulty in connecting the rotor and steel shaft, and the connection strength was insufficient.
Although the use of aluminum alloys for these parts has a significant weight reduction effect, it has not been realized.

The sliding problems associated with aluminum alloying these main parts will be explained.

Seizure and vane wear are problems between the cylinder block and the vanes. In particular, under operating conditions such as low speed and high load where the temperature rises, the oil film between the sliding surfaces becomes thin and easily breaks, resulting in significant wear on the inner circumferential surfaces of the vanes and cylinder block. Even if cylinder blocks and vanes are made of a high-Si aluminum alloy such as A390 alloy, which has excellent wear resistance, the problem of wear cannot be solved.

Between the rotor and the vane, the rotor groove surface and this 1.
'? Seizing between the vane and the side surface of the moving vane has become a problem. The vanes reciprocate in the grooves of the rotor, but this part has insufficient lubrication, causing wear and seizure. By using a high-Si aluminum alloy as the material for the rotor, the tendency of seizure is alleviated, but a film of lubricating oil often does not exist on the sliding surface at the time of starting, and a film of lubricating oil forms on the sliding surface when starting is repeated. The scratches become larger and eventually cause burn-in.

Seizure is a problem between the side plate and the rotor, and between the side plate and the vane. Seizure is particularly likely to occur between the side plate and the rotor because a large force is applied in the thrust direction. .

Next, we will explain another problem with the joint structure between the aluminum alloy rotor and the steel shaft, which has hindered the use of aluminum alloys.

When the rotor was made of aluminum alloy, coupling with the steel shaft was also a big problem. Conventionally, shrink fitting, cold fitting, and press fitting are generally used as methods for coupling such a cylindrical member to a shaft. These bonding methods have problems in the bonding process and in use.

First, the problems in the bonding process are as follows.

In shrink fit, the interference is generally 1/1000 to 3/1000.
It is 1000. The thermal expansion coefficient of aluminum alloy is A3
In the case of 90 alloy, it is about 18X10-"/'C, so the calculated shrink fit temperature is 60 to 170℃. However, in actual work, it is recommended to set the temperature to 100 to 150℃ higher than this. This is normal. By being heated and held at such temperatures, aluminum alloys deteriorate in hardness and strength, and because the axial contact distance between the shaft and rotor is long when the shaft is inserted, it is easy to cause seizure due to contact. There is a problem.

Cold fit is a method of cooling and shrinking the shaft and inserting it into the rotor, but in order to secure the above-mentioned interference, it is necessary to maintain the shaft at a temperature of -200° C. or lower. Since the shaft has a small mass, the temperature easily rises, making it difficult to secure clearance when inserting the shaft, which tends to cause seizure.

In press-fitting, the axial contact distance between the shaft and rotor is long and there is no clearance, which easily causes seizure.

Once the inner peripheral surface of a rotor has been seized, it is severely damaged and cannot be regenerated.

Next, we will discuss the problems when using an aluminum alloy rotor and steel shaft combination. 6 The ambient temperature range of the rotor and shaft is about -40 to 150°C,
In some cases, temperatures can reach close to 200°C. Therefore, the above-mentioned shrink fit or press fit cannot withstand a large load torque because the aluminum alloy rotor has a large coefficient of thermal expansion compared to the shaft. One possible countermeasure to this problem is to increase the interference, but increasing the interference increases the tensile stress in the circumferential direction that occurs in the rotor, causing stress to concentrate on the thin walled parts and edges of the rotor during fitting and use. However, it cannot be used as a countermeasure because it causes cracks.

Splines and serrations can transmit large amounts of torque, but if the splines or serrations extend to the shaft outside the rotor, bending and torsion stress will concentrate at the bottom of the groove, reducing the fatigue strength of the shaft. If the rotor has splines or serrations on both sides, the rotor will be more likely to break at that point due to stress concentration. In addition, since there is a clearance between the rotor and the shaft, it is easy for chips to get into the space, causing chips to come out on the sliding surface during use, causing wear marks, causing seizure, and impairing sealing performance. This may cause problems such as There is also the problem that seizing is apt to occur during press-fitting.

(Objective of the Invention) The purpose of the present invention is to solve the problems that occur when aluminum alloying parts having sliding surfaces of a vane type compressor as described above, and to provide a lightweight vane type compressor. It has been done.

(Means for Solving the Problems) The present invention has the following configuration in order to solve the problems that occur when parts having sliding surfaces of a vane type compressor are formed into an aluminum alloy.

First, as a first invention, the following combination of materials and surface treatments was applied to the main parts in order to solve the sliding problem.

The cylinder block is made of a hypereutectic Si aluminum alloy with excellent wear resistance. Particularly preferably Si: 14-25 weight@, Cu: 3-8 weight tg, Mg: 0°1-2.0
It has a chemical composition in which the balance is essentially AQ, and is used after being treated with T6 or T7.

The rotor satisfies the required characteristics in terms of sliding characteristics with the side plates and vane sides, bonding strength with the shaft, strength of the groove bottom that accommodates the vanes, and manufacturing aspects (hot extrudability, bonding properties of the serrations). Therefore, an aluminum alloy containing a large amount of Si was used.

Particularly preferably, Si: 10-18% by weight, Cu: 2~
8% by weight, Mg:O, 1 to 2.0% by weight, and the remainder is substantially AQ, and the size of the Si particles in the base is 3 μm or more in average particle size. It has a structure that is T6 or T7 treated and the difference in thermal expansion coefficient between the cylinder block and vane is 3X10-'/''C.
Use the following:

The side plate is made of an aluminum alloy, and is integrated by casting or press-fitting so that at least the inner surface where the rotor and the vane come into sliding contact is made of iron-based material.

The main body of the vane is made of an aluminum alloy with a thermal expansion coefficient difference of 3 x 10''/'C or less from the cylinder block and rotor, and the top surface that slides on the cylinder block and the side surface that slides on the rotor groove are made of aluminum alloy. A plating layer mainly composed of iron or nickel is provided with a thickness of 2 to 100 μm.

Favorable results were also obtained even when fine ceramic particles (SiC, Si, N, etc. particles) having a particle size of 0.2 to 1.5 μm were dispersed in the plating layer.

Next, as a second invention, in order to solve the problem regarding the connection structure between the aluminum alloy rotor and the shaft, the following configuration was adopted. An aluminum alloy rotor having the above composition and coefficient of thermal expansion is provided with a plurality of fitting portions having three or more stages of sequentially different inner diameters on the inner circumferential surface of the bore of the rotor, and fitting portions located at least at both ends. The part is press-fitted into the steel shaft in an interference fit, and the remaining fitting part located in the middle is inserted into the recess of the serrations formed on the outer circumferential surface of the steel shaft and is fitted in an interference fit. The structure is connected to a steel shaft.

(Function) First, as measures against sliding, (1) Between cylinder block and vane; The cylinder block is made of a hypereutectic Si aluminum alloy with excellent wear resistance. Particularly preferably, the chemical composition has Si: 14 to 25% by weight, Cu: 3 to 8% by weight, Mg: 0.1 to 2.0% by weight as essential components, and the remainder substantially consists of AQ. , T6 or T7 treatment provides excellent sliding compatibility with the plating layer mainly made of iron or nickel provided on the top surface of the vane, as well as ensuring the rigidity and strength of the cylinder block. be done. Hypereutectic Si-aluminum alloys exhibit excellent wear resistance and seizure resistance due to hard primary silicon particles dispersed in the aluminum alloy matrix, but if Si is less than 14% by weight, the particles are dispersed in the aluminum alloy matrix. There are few hard initial Si particles, and the wear resistance and seizure resistance are insufficient. On the other hand, Si is 2
If it exceeds 5% by weight, the primary Si particles will have a coarse shape, reducing strength and toughness. Cylinder blocks are manufactured by die casting and finished by machining, but if Si exceeds 25% by weight, it is necessary to raise the temperature of the molten metal during casting, which shortens the life of the die and may cause internal cavities etc. defects are more likely to occur. Furthermore, machinability and tool life are significantly reduced. For this reason, Si is 14-25 lt
% range.

Cu and Mg are essential elements for ensuring the hardness and strength of the aluminum alloy base through heat treatment (solution treatment age hardening treatment).

If Cu is less than 1% by weight, satisfactory strength cannot be obtained even by age hardening by heat treatment, while if it exceeds 8% by weight, the material becomes brittle and corrosion resistance deteriorates. Therefore, the content was limited to 3 to 8% by weight.

If Mg is less than 0.1% by weight, satisfactory strength cannot be obtained even by age hardening by heat treatment, while if it exceeds 2.0% by weight, the material becomes brittle and castability is also reduced. Therefore 0.2
~2.0% by weight. An aluminum alloy having the above composition is used after being subjected to T6 or T7 heat treatment. Hardness is HRB
It needs to be 75 or more, and is particularly preferably in the range of 80 to 90. Note that PB may be contained in a range of 0.5 to 3.0% by weight for the purpose of improving sliding properties and machining properties when lubricating oil is insufficient.

A plating layer mainly composed of iron or nickel with a thickness of 2 to 1100 p is provided on the top surface of the vane that comes into sliding contact with the inner peripheral surface of the cylinder block and on the side surface of the vane that comes into sliding contact with the groove of the rotor. The wear and seizure were at a level that poses no problem for practical use.

If the thickness of the plating layer is less than 2 μm, it will not withstand wear over a long period of time, and if the hardness of the underlying aluminum alloy is low, caving will occur due to the applied load.

On the other hand, if it exceeds 100 μm, the adhesion will be poor and it will be easy to peel off from the base. When plating the vanes with iron as the main component, only electrolytic plating is used, but with nickel as the main plating, either electroless plating or electrolytic plating can be used, but electrolytic plating is better than electroless plating. It can have better adhesion compared to
Control of the plating bath is also easy. The reason why the plating layer is mainly made of iron or nickel is that the sliding properties in combination with a high-Si aluminum alloy are superior to those in combination with other surface treatments such as hard chrome plating. That is, under sliding conditions in which a lubricating oil film is difficult to exist, the seizure resistance with the aluminum alloy rotor and vane as described above does not abrade the mating aluminum alloy more than in the case of hard chrome plating. In addition, since the coefficient of thermal expansion is larger than that of chromium plating and the difference in coefficient of thermal expansion with the aluminum alloy underlying the vane is small, the adhesion is better than that of hard chromium plating. Furthermore, since a less toxic plating solution can be used, it is superior to chrome plating in terms of working environment and wastewater treatment. In addition to iron and nickel, other metal elements may be included as components of the plating layer.

In the case of nickel plating, inclusion of cobalt improves adhesion. It may also be a composition containing phosphorus,
Although a highly hard plated layer can be obtained by hardening heat treatment after plating, adhesion tends to decrease. Furthermore, since the strength and hardness of the base aluminum alloy decreases due to the heat M history during hardening heat treatment, the base aluminum alloy must be made of a material with excellent heat resistance. If the hardness of the underlying aluminum alloy is low, caving will occur due to the applied load. If the thickness of the plating layer is less than 2 μm, it will not withstand wear over a long period of time, while if it exceeds −00 μm, the adhesion will be poor and it will easily peel off from the base. The hardness of iron plating is in the range HmV 450-550, and the hardness of nickel plating is HmV 350-500. Hardness of nickel-phosphorus plating treated with hardening heat is HmV70
It ranges from 0 to 1000. In addition, since iron-based plating is prone to rust when left in the air, applying tin to a thickness of 1 to 5 μm on top of the iron plating has an anti-collision effect and the initial stage during sliding. It has the effect of improving conformability and improving wear resistance and seizure resistance.

■Between the rotor and the side plate: The rotor material must be made of a material that suppresses the difference in thermal expansion coefficient with the cylinder block and vanes. If the coefficient of thermal expansion of the rotor material is large, the rotor will expand due to the temperature rise during operation and will come into strong contact with the side plate, causing seizure. Therefore, the clearance with the side plate must be set large, which reduces the compression efficiency of the compressor. descend. If the coefficient of thermal expansion of the rotor material is small, the clearance between the side plate and the side plate will increase as the temperature increases by 1 during operation, resulting in a decrease in compression efficiency. For these reasons, the difference in thermal expansion coefficients between the rotor material, cylinder block material, and vane material was set to be 3 x 10-''/'C or less.

Furthermore, the rotor material must be safe against repeated stresses and impulsive stresses under liquid compression conditions.

For this reason, high strength and toughness are required, so a manufacturing method that provides material flow that destroys the cast structure is preferred.

Hot extrusion is optimal for this purpose. In manufacturing by hot extrusion, the shape of the groove in which the vane enters and exits can be made into a shape similar to this with a die during hot extrusion, which has the economical advantage of making subsequent processing easier.

Based on the above requirements and sliding requirements, the alloy used for the rotor is Si: 10-18% by weight, Cu: 2-8% by weight, Mg
: 0.1 to 2.0% by weight, with the remainder being substantially A.
It has a chemical composition consisting of Q, and has a structure in which the size of Si particles in the base is 3 μm or more, is treated with T6 or T7, and is combined with an iron-based material that is integrated into the inner surface of the side plate. Demonstrates excellent wear resistance and seizure resistance.

If Si is less than 10%, the coefficient of thermal expansion becomes large, and there are few hard Si particles dispersed in the aluminum alloy matrix, resulting in insufficient wear resistance and seizure resistance.

On the other hand, if the Si content exceeds 18%, the primary Si particles will become coarse and the strength and toughness will decrease. Also, the rotor is manufactured by hot extrusion and then machining, but when the Si content increases,
High extrusion pressure and slow extrusion speed are required during extrusion, resulting in poor productivity, shortened mold life, and poor machinability. Furthermore, it is difficult to bite into the serrations provided on the outer peripheral surface of the shaft.

Cu and Mg are essential elements for ensuring the hardness and strength of the aluminum alloy base through heat treatment (solution treatment age hardening treatment). If Cu is less than 3%, satisfactory strength cannot be obtained even by age hardening by heat treatment, while if it exceeds 8%, the material becomes brittle and corrosion resistance deteriorates. Therefore, it was set at 3 to 8% by weight.

If Mg is less than 0.1% by weight, satisfactory strength cannot be obtained even by age hardening by heat treatment, while if it exceeds 2% by weight, the material becomes brittle and the hot extrudability is reduced. Therefore, it was set at 0.1 to 2% by weight.

Note that the hot extruded aluminum alloy having the above composition is heat treated to T6 or T7 and used as a rotor.
Hardness is HRT 375 or higher, particularly preferably 80 to 100
It is best to use it as a range.

The particle size of eutectic Si and primary crystal Sj in the alloy matrix is 3μ
If it is less than m, the grooves of the rotor will wear out or seize due to the plating layer applied to the vanes. Therefore, in the chemical composition range where only eutectic Si exists in the alloy matrix,
It is necessary to produce a large billet by so-called DC1J construction and hot extrude it. In small-diameter rods produced by hot-top continuous casting where the cooling rate is fast, the eutectic Si is less than 2 μm and easily causes wear and seizure of the rotor. 0 for the purpose of improving sliding characteristics under usage conditions where 0 is insufficient.
．． It may be contained in a range of 5 to 380% by weight.

The side plate should be made of an inexpensive cast alloy such as AC8A or ADC12, and should be integrated with the side plate by casting, press-fitting, etc. so that at least the surface where the rotor and vanes make sliding contact is made of iron-based material. Solved the problem of seizure and wear.

The iron-based material to be integrated with the side plate is manufactured into a predetermined shape and size by machining. From the viewpoint of wear resistance and seizure resistance, the material preferably contains 0.4% or more of carbon.

In addition, plating, coating with Teflon resin, solid lubricant with polyamide-imide resin as a binder, or coating with hard powder on the surface of iron-based materials improves the initial conformability during sliding and improves wear resistance and seizure resistance. It has the effect of improving sex.

■ Between the rotor groove and the side surface of the vane: By making the rotor have the above composition and base structure, and by providing a plating layer mainly made of iron or nickel with a thickness of 2 to 100 μm on the side surface of the vane that slides on the rotor groove wall surface, the conventional sliding Fixed the dynamic problem. The thickness of the plating layer is 2μ
If it is thinner than m, it will not be able to withstand wear over a long period of time, and if the hardness of the underlying aluminum alloy is low, caving will occur due to the applied load. On the other hand, if it exceeds 100 μm, the adhesion will be poor and it will be easy to peel off from the base. The contents and hardness of each plating layer are as described above.

■Side plate and vane end surface: Iron material is integrated into the inner surface of the side plate by casting or press fitting so that the surface of the side plate where the rotor and vane make sliding contact is made of iron material. By making the body of the vane an aluminum alloy having a thermal expansion coefficient difference of 3x10-'/°C or less from that of the cylinder block and rotor, the problem of sliding between the vane and the end face was solved. By making the vane an aluminum alloy with a thermal expansion coefficient difference of 3xlO-''/'C or less from that of the cylinder block and rotor, the vane can maintain the clearance created between it and the side plate due to thermal expansion. The vane no longer comes into contact with the side plate due to high surface pressure due to deformation. Also, by using aluminum alloy, the weight of the vane is reduced. It does not occur between the plates, and the iron-based material provided on the sliding surface of the side plate will not cause seizure or wear.As an aluminum alloy for vanes, it has a high strength, thermal expansion coefficient, and hot resistance. The material is selected in consideration of extrudability and surface treatment, but it is desirable that the material has almost the same composition as the rotor material.

Next, the effects of structural measures will be explained.

Aluminum alloy rotors have three or more fitting parts with different inner diameters on the inner circumferential surface, and both ends of the fitting parts are connected in an interference fit by press fitting. Since there are no notches that would cause stress concentration in the rotor, it is highly reliable against damage to the rotor. Furthermore, since there is no need to ignite the outer peripheral surface of the shaft, the safety factor with respect to fatigue strength is also high. In addition, since there is no clearance between the shaft and rotor, there is no chance of chips getting in between, and in the past, the chips that existed between the shaft and rotor would fly out during use, causing wear, seizure, and sealing problems. was also resolved. In the remaining inner fitting part, serrations are provided on the outer circumferential surface of the steel shaft, and the rotor is inserted into the recessed part of the serrations on the outer circumferential surface of the shaft and is coupled in an interference fit state. This allows it to have sufficient bonding strength even when used in a wide temperature range.

In addition, the serration module is preferably 0.1 to O025. If it is smaller than 0.1, it will not be able to withstand a large torque, and if it exceeds 0.25, a large load will be required when press-fitting, which may cause deformation of the rotor or causes cracks. The number of serrations on the shaft varies from one to two depending on the axial dimension of the rotor, but it is easier to press fit into two serrations. Regarding the serrations, triangular-blade serrations are easier to form on the shaft with a die than involute serrations, and are also easier to press into the inner surface of the rotor. The serration process on the shaft is performed by passing the shaft through a die with serrations on the inner circumferential surface, but the serrations may also be applied to the outer circumferential surface of the shaft by rolling.

(Embodiments of the Invention) Example-1 First, the structure of a vane compressor will be explained using FIGS. 1 and 2. In FIG. A pair of side plates 2 in the opening
a and 2b are integrally fixed with iron plates 2c and 2d to form a compressor body.

A cylindrical rotor 4 is disposed within the compressor body 3, and a steel shaft 5 of the rotor 4 is coupled. This steel shaft 5 is connected to the side plate 2 mentioned above.
It is supported by bearing parts 6a and 6b of a and 2b, and receives driving force from the end. The rotor 4
Vane grooves 7 for housing the vanes are provided at five locations in the radial direction, and a vane 8 is inserted into each vane groove so as to be freely retractable. Inside the compressor body 3, there are a cylinder block l, side plates 2a and 2b that are integrated with iron plates 2c and 2d, a rotor 4, and vanes 8.
A compression chamber 9 is provided.

The compressor main body 3 is surrounded by a head block lO closely fixed to one side plate 2a and a head block 1.
0 and a case 11 tightly fixed to the housing. A discharge port 12 and a suction port 13 are formed in this case 11.
The discharge port 12 communicates with a high pressure chamber 14 surrounded by the compressor body 3 and the case 11, and the suction port 13 communicates with a low pressure chamber 16 separated from the high pressure chamber 14 by a cover 15. The high pressure chamber 14 is a discharge valve 17 provided in the cylinder block 1.
When opened, gas from the compression chamber 9 flows in through the discharge hole 18, while the low pressure chamber 16 sends gas into the compression chamber 9 through the suction holes 19 formed in the side plates 2a and 2b. It has become.

Further, the lower part of the high pressure chamber 14 is an oil reservoir, and the lubricating oil stored in this oil reservoir is applied to the side plate 2a by the pressure of the high pressure chamber 14.

While pressing the vane 8 against the inner peripheral surface of the cylinder block l via the supply holes 20a, 20b formed in the vertical direction of the cylinder block 2b, the bearing parts 6a, 6b, and the supply groove 21 formed on the inner surface of the side plates 2a, 2b, , lubrication between the vane groove 7 and the vane 8, lubrication between the side plates 2a and 2b and the end face of the rotor 4 facing the side plates, and lubrication of the bearing portion.

While the rotor 4 rotates and one vane 8 passes through the suction hole 19, gas is sucked from the low pressure chamber 16 into the compression chamber 9 formed between the one vane 8 and the preceding vane 8. When one vane 8 passes through the suction hole 19, this gas is confined in the compression chamber 9, and is compressed as the volume of the compression chamber 9 decreases, and when the preceding vane 8 passes through the discharge hole 18, the gas is confined in the compression chamber 9. The discharge valve 17 opens and the high pressure chamber 1
It is discharged at 4. Note that when the vane 8 passes through the discharge hole 18, a back pressure chamber 22 is provided to prevent chattering of the vane 8.
is isolated from the supply groove 21 and becomes an independent space.

Two types of mold-cast aluminum alloy materials subjected to T6 treatment were prepared as cylinder blocks, and were machined into a predetermined shape. The analytical values, hardness measurement results, and thermal expansion coefficient (RT to 300°C) measurement results are shown in Table 1.

In Table 1, the average particle size was determined using an image analysis device as a circular phase 5 diameter.

Table 2 As rotor materials, three types of hot extruded materials were prepared in which vane grooves were formed using an extrusion die. As shown in Table 2, sample materials C and D were made into billets with a diameter of 320 mm by DC casting and hot extruded.

Sample material E was a hot-top continuous casting material that was similarly hot extruded to form a rotor. After cutting these extruded materials, they were heat-treated at T6 to form a predetermined shape, and then combined with a steel shaft, and the outer diameter of the rotor, grooves, and one end surface of the rotor were finished. Furthermore, a chamfer as shown in FIG. 3 was provided on the outer peripheral side of one end surface of the rotor that makes sliding contact with the side plate. Here, the length Q was 1 mm, and the angle 0 was 0.45 degrees. Table 2 shows the results of analyzing the components of these materials, their coefficients of thermal expansion, and the average particle size of eutectic Si in the matrix.

As vane materials, the following two materials having rectangular cross-sectional areas were prepared by hot extrusion. After cutting these materials, they were heat treated (T6 treatment) and subjected to machining and surface treatment. Each analysis value, hardness measurement result, thermal expansion coefficient (RT ~ 3
00°C) al'l determination results are shown in Table 3.

Sample material G in Table 3 is obtained by compression molding a rapidly solidified powder obtained by air atomization using a cold isostatic press, and hot extruding the powder. Sample material H was hot-extruded from a hot-top continuous casting material.

The vane was made by cutting an extruded material and processing it into a predetermined shape after heat treatment at T6, and then used it for the plating process. In the plating process, electrolytic plating was performed in each plating bath after degreasing and zincate treatment. Iron (Fe) plating was carried out in a plating bath containing ferrous sulfate as a main component at a bath temperature of 60°C. Nickel (Ni) plating was performed in a Watts bath containing nickel sulfate as a main component at a bath temperature of 55°C. Nickel-phosphorus (Ni
-P) Plating was carried out in a Niholoy bath containing nickel sulfate and nickel chloride at a bath temperature of 60°C, and after baking treatment, hardening treatment was performed at 375°C for 1 hour. Each plating layer is applied to the top surface that comes into sliding contact with the cylinder block and the side surface that comes into sliding contact with the rotor.
It was applied to a thickness of 0 μm. After plating, lapping was performed using a grindstone to obtain the specified dimensions. The final thickness of each plating layer was 30 to 40 μm. Hardness is Hm for iron plating layer
V480-510, HmV37 for nickel plating layer
0 to 400, Hm V 80 for nickel-phosphorus plating layer
It was 0-850.

The side plates were manufactured by integrating iron plates by casting and by press-fitting so that the sliding surfaces with the rotor and vanes were made of iron-based material. For the integrated casting, an iron plate was machined to the specified dimensions, then cast using AC:8A material, T6 treated, and finished. The parts that were integrated by press-fitting were machined and then press-fitted into the cast and T6-treated side plate body. The iron-based materials used in the test were SUPSM material and SUPSM material.
It is K2M material.

Cylinder block manufactured as described above.

The vane type compressor was assembled with the side plate, the combination of the rotor and the steel shaft, and the vane. still,
For comparison, the 4th combination including the combination without surface treatment
A compressor was constructed using the combinations shown in the table and a durability test was conducted. The conditions of the durability test were rotation speed 55Or, p,
Continuously operate the compressor at 28 kg/cm"G and the suction pressure at 4 kg/cab"G, monitor torque changes and oil contamination, stop in case of abnormality, disassemble the compressor, and inspect each part. A visual evaluation of the sliding surface was performed.

For those with no abnormalities in torque or oil contamination, the machines were stopped after 250 hours of operation and a similar disassembly investigation was conducted. Table 5 shows the results of durability tests for each combination.

In the comparative example, the operation stopped after 1 to 14 hours due to oil contamination. On the other hand, in the combination of implementation of the present invention, the results of an investigation after 250 hours of operation showed that although wear had progressed, it was comparable to the wear in conventional compressors whose parts were made of iron-based materials. and were equivalent.

Table 4 Table 5 Example-2 The D material used in Example-1 has an outer diameter of φ62i+m as shown in FIGS.
An extruded material for a rotor was obtained by hot extrusion into a shape having five slits with a diameter of 6 m+* in the groove part and at the groove bottom. After cutting this material to a length of 55 mm and heat-treating it to T7, the inner periphery has four stages of fitting parts 23, 24, 25, 26 and escape parts 27, 28 with different inner diameters, as shown in Fig. 5.
．． 29 was provided by machining. Fitting part 23.24.2
5.26 has an inner diameter of 18 mm and 17.5 mm, respectively.
16.8mm and 16.3mm, the length of the flat part is 13.5mm, 7.5mm, 7.5mm, and 13.5mm, respectively.
mm.

The shaft 5 was formed by machining S0M420 material, and the spline portion 30 and the mole 232 portions 31 and 32 were formed by plastic working using a die. After that, heat treatment of quenching and tempering was performed, and the outer peripheral surface other than the serrations was polished. As shown in FIG. 6, the diameter of the fitting part on the power transmission side (spline side) is increased, and the fitting part 23.26 on both end sides of the rotor is the fitting part 33.26 of the corresponding shaft. 1/1000 to 2 for 34
．． The tightening fee was set at 5/1000.

In addition, the serration portion 31 formed by plastic working has 9 teeth.
0, the module was approximately 0.2. The serration portion 32 had 86 teeth and a module of approximately 0.2.

The shaft 5 and the aluminum alloy rotor 4 were connected by press fitting at room temperature. Press-fitting tests were conducted on 50 pieces, and there were no problems during press-fitting such as galling or seizure.
Finishing work was carried out on both end faces, outer periphery, slit parts, etc.

The state in which the serrations are connected is such that the rotor material 4 is bitten into the recess between the teeth of the serrations provided on the shaft 5. This part is also subjected to stress in the circumferential direction due to tight fit. As a result of measuring the torque of the finished product, it was confirmed that it could withstand a torque of 30 kg-m or more. Next, the finished product was held at 150℃ for 200 hours, and then installed in a compressor and subjected to a test under liquid compression conditions for 60 hours.
After repeating the test several times, it was disassembled and there was no abnormality in the connection between the rotor 4 and the shaft 5. In addition, no cracks were found at the bottom of the slit in the rotor 4 where stress was concentrated.

(Example 3) A wear test of an aluminum alloy on an iron plating layer and a nickel plating layer was conducted using a pin-disk type abrasion tester. The drum material is AC8A material and the example after T6 treatment-
Each plating layer was provided on the outer circumferential side in the same manner as in Example 1. In addition to the rotor materials C, D, and E of Example-1, the pin materials were I-I-C and HD materials, which were produced by hot-top continuous casting into billets and hot extruded. Therefore, it was subjected to a test. All pin materials were subjected to T6 treatment. H-C
Table 6 shows the component analysis values, hardness, and measurement results of Si particle size using an image analyzer for the material and HD material.

The wear test conditions were a peripheral speed of 5 m/s, 6 C, and a load of 5
0 kg/a#, and the vehicle was run for 500 km while applying a fixed amount of 300 cc/min of 90°C compressor oil (Suniso 5GS) to the sliding surfaces. The number of tests was n=5 in all cases. Table 7 shows the results of measuring the wear amount of the pins after the test. Furthermore, the relationship between the average particle diameter (circular diameter) of Si particles in the base and the wear amount of the pin is shown in FIGS. 6 and 7. The wear amount of H-C material and HD material obtained from hot-top continuous casting materials with small Si grain size tends to be large regardless of which plating layer is used.

On the other hand, the amount of wear of materials C and D, which have almost the same composition, is small. Further, the E material, which has a structure in which relatively large Si particles are dispersed in the matrix, has the least amount of wear and has the least variation.

(Margin below, continued on next page) Table 6 Table 7 (Example-4) An example in which ceramic powder is dispersed in a plating layer mainly composed of iron or nickel in plating vanes will be described. Cut the extruded material in the same manner as in Example-1 to T6
After the heat treatment, the material was processed into a predetermined shape and sent to the plating process.

Plating on the vanes is done after degreasing and zincate treatment.
Electrolytic plating was performed in each plating bath. Iron (F e
)-based composite plating involves adding fine ceramic particles (S
The treatment was carried out in a bath in which iC or S iz N4) was uniformly suspended at a bath temperature of 60°C.

Nickel (Ni)-based composite plating was carried out at a bath temperature of 55° C. in a Watts bath containing nickel sulfate as a main component, in which the above-mentioned ceramic fine particles were uniformly suspended. Nickel-phosphorus (Ni-P) based composite plating is processed at a bath temperature of 60°C in a bath in which fine ceramic particles are uniformly suspended in a liquid mainly composed of nickel sulfate and nickel chloride.
A curing treatment was performed at 75° C. for 1 hour. Each plating layer was applied to the side surface of the vane that comes into sliding contact with the cylinder block, and was treated to have a thickness of 50 to 80 μm. After plating, lapping was performed using a grindstone to obtain the specified dimensions. The final thickness of plating/N was 20 to 30 μm, respectively.

Hardness is Hm V 490-510 for iron-based composite plating layer,
Hm V 800-85 with nickel-phosphorus composite plating layer
It was 0. In addition, the content of ceramic fine particles in each composite plating was between 10 and 20% in terms of area ratio, regardless of the type of plating solution or the type of ceramic particles6.The area ratio was measured using an image analysis device. Ta.

Cylinder block manufactured as in Example-1,
The vane type compressor was assembled by changing the type of plating applied to the side plate, the combination of the rotor and the steel shaft, and the side plate and the vane.

For comparison, compressors were constructed from the combinations shown in Table 8, including combinations without surface treatment, and durability tests were conducted. The durability test conditions were 55 rotations as in Example-1.
Continuous operation at Orpm, discharge pressure 28kg/cdG,
The suction pressure was overloaded to 4 kg/cdG. still,
Those with no torque or oil contamination were stopped after 250 hours of operation, and as in Example-1, although wear had progressed slightly even after 250 hours of operation, each part was made of conventional iron-based materials. The wear was almost the same as that of the compressor.

(Margin below, continued on next page) Table 9 (Effects of the invention) As described above, the difference in thermal expansion coefficient between the cylinder block, vane, and rotor is 3 × 10-'/'C.
By using the following aluminum alloy, there is no need to increase the clearance between the vane and the side plate or the clearance between the vane and the rotor groove width, and compression performance is improved. The main body of the side plate is made of aluminum alloy, and the inner surface that makes sliding contact with the rotor and vanes is made of iron-based material, which is integrated by casting or press-fitting. Burn-in is eliminated. The material of the cylinder block is made of hypereutectic Si-aluminum alloy, and the vane is provided with a plating layer mainly composed of iron or nickel on the top surface where it comes into sliding contact with the inner peripheral surface of the inner cylindrical portion of the cylinder block, so that they are compatible with each other. Even if there is no lubricating oil film on the sliding surface during startup, seizure and wear are eliminated.

Further, by providing a plating layer mainly composed of iron or nickel on the side surface of the vane, wear with the wall surface of the rotor m can be eliminated. Therefore, it is possible to obtain a vane type compressor that is lightweight and has excellent durability. By dispersing ceramic powder in a plating layer mainly made of iron or nickel, the wear is almost the same as in conventional compressors whose parts are made of iron-based materials.

In addition, three or more fitting parts with different inner diameters are provided on the inner circumferential surface of the rotor, and both ends of the fitting parts are connected in an interference fit state by press fitting, and the remaining fitting parts are made of steel shafts. The rotor fits into the recesses of the serrations provided on the outer circumferential surface, and is connected in an interference fit to prevent seizure between the shaft and rotor, and also prevents the occurrence of seizures in thin-walled parts or edges of the rotor. By eliminating the occurrence of cracks, the press-fitting work becomes easier and the compressor can withstand use in a wide temperature range. In this embodiment, a four-stage structure was used to facilitate the press-fitting operation, but it can also be done with three stages.

Although the description has been made for a compressor in which the inner circumferential portion of the cylinder block has an elliptical shape, the same results were obtained for a compressor in which the inner circumferential portion of the cylinder block is cylindrical as shown in FIG.

[Brief explanation of the drawing]

FIG. 1 is a sectional view of a vane compressor according to an embodiment of the present invention;
Figure 2 is a cross-sectional view taken along arrow A-A in Figure 1, Figure 3 is an enlarged view of the contact area between the side plate and rotor near the suction hole, Figure 4 is a side view of the rotor, and Figure 5. is a cross-sectional view of the rotor, Figure 6 is a front view of the shaft, Figures 7 and 8 are
The figure is a graph showing the results of the wear test, and FIG. 9 is a sectional view of a vane type compressor according to another embodiment. In the diagram: 1... Cylinder block, 2a, 2b... Side plate, 2c, 2d... Steel plate, 4... Rotor 5... Shaft, 7... Vane groove, 8... Vane .

Claims (1)

[Scope of Claims] 1. A rotor fixed to a rotatable shaft, vanes accommodated in a plurality of grooves provided in the rotor so as to be able to appear and retract, and a side plate that comes into sliding contact with both side surfaces of the rotor and both end surfaces of the vanes. a cylinder block in which a rotor is disposed within the inner cylinder so that the top surface of the vane is in sliding contact with the inner peripheral surface of the inner cylinder, and a part of the outer peripheral surface of the rotor is close to the inner peripheral surface of the inner cylinder; A vane type compressor in which a plate is fixed to a cylinder block and a compression chamber partitioned by vanes is created in an inner cylindrical part, and the vane type compressor is characterized by having the following requirements (1) to (4). (1) The difference in coefficient of thermal expansion between the vane, the cylinder block, and the rotor is 3×10^-^.
6/℃ or less; (2) The side plate is cast or press-fitted so that its main body is made of aluminum alloy and the inner surface that makes sliding contact with both side surfaces of the rotor and both end surfaces of the vane is made of iron-based material. (3) plating mainly made of iron or nickel on the top surface of the vane that slides on the inner peripheral surface of the inner cylindrical part of the cylinder block and on the side surface of the vane that slides on the wall surface of the groove of the rotor; layers are formed. 2. A rotor fixed to a rotatable shaft, vanes housed in grooves provided in the rotor so as to be freely retractable, side plates slidingly in contact with both sides of the rotor and both end surfaces of the vane, and a top surface of the vane with an inner surface. It has a cylinder block in which a rotor is arranged inside the inner cylindrical part so that it is in sliding contact with the inner periphery of the cylindrical part and a part of the outer periphery of the rotor is close to the inner periphery of the inner cylindrical part, and the side plate is fixed to the cylinder block. In a vane type compressor that creates a compression chamber partitioned by vanes in an inner cylindrical portion, a plurality of fitting portions having different inner diameters are formed in three or more stages on the inner circumferential surface of the bore of the rotor, and at least The fitting parts located at both ends are press-fitted to the steel shaft in an interference fit state, and the remaining fitting part located in the middle is inserted into the recess of the serrations formed on the outer peripheral surface of the steel shaft and when tightened. 1. A vane type compressor, characterized in that the vane type compressor is connected to the steel shaft in a fixed state. 3. The cylinder block is made of a hypereutectic Si aluminum alloy, the rotor is made of an aluminum alloy containing 10 to 18% by weight of Si, and the side plate and the vane are made of an aluminum alloy. A vane compressor according to scope 1 or 2. 4. The vane type compressor according to claim 1 or 2, wherein the plating layer is a plating layer based on nickel or iron and having fine ceramic powder dispersed in the base.