JPH08121333A - Power transmission structure of clutchless - Google Patents

Abstract

PURPOSE: To provide a simple power transmission structure which transmits a load torque to a vehicle engine after relieving a variation of the load torque on a clutchless compressor side. CONSTITUTION: A rotation of a vehicle engine is transmitted to a pulley 6 through a belt 7, and the rotation of the pulley 6 is transmitted to a rotating shaft 4 through a leaf spring 10 and the driving force transmission body 8. Also one end of the leaf spring 10 is connected to the connecting flange 8-1 of the driving force transmission body 8 with rivets 11, and the other end of the leaf spring 10 is connected to a connecting substrate 6-10 of the pulley 6 with screws 12. Then the driving force transmission body 8 is screwed onto the rotating shaft, and tightened fixedly with a lock nut 9.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a power transmission structure in a clutchless compressor for transmitting a driving force of an external drive source to a rotary shaft via a pulley.

[0002]

2. Description of the Related Art In a clutchless compressor that does not use an electromagnetic clutch for connecting and disconnecting power transmission between an external drive source and a rotary shaft of the compressor, an on-off shock is experienced especially when mounted on a vehicle. The drawback of bad feeling can be eliminated. Further, it is possible to reduce the weight and cost of the entire compressor. However, in such a clutchless compressor, the fluctuation of the load torque on the compressor side is not alleviated and spreads to the vehicle engine, so that the rotational speed of the vehicle engine fluctuates.

In the clutchless compressor disclosed in Japanese Utility Model Laid-Open No. 63-142460, an engaging recess is provided on an annular projecting wall formed on the pulley, and an engaging recess is provided on the peripheral surface of the hub. Is provided. One end of the drive lever is inserted into the engagement recess on the protruding wall side, and the other end of the drive lever is inserted into the engagement recess on the hub side via an annular leaf spring. The rotation of the pulley is transmitted to the rotating shaft via the drive lever and the leaf spring. The fluctuation of the load torque on the compressor side is alleviated by the swing of the drive lever and the elastic deformation of the leaf spring, and the fluctuation of the rotation speed of the vehicle engine due to the fluctuation of the load torque is suppressed.

[0004]

However, the structure in which a plurality of drive levers are swingably supported and the swing displacement of the drive levers is received by a leaf spring is complicated. With such a complicated structure, the number of parts and the number of assembly steps increase,
The cost of the clutchless compressor increases.

An object of the present invention is to provide a power transmission structure in a clutchless compressor which can suppress the influence of load torque fluctuations on the compressor side despite its simple structure.

[0006]

To this end, according to the first aspect of the present invention, a driving force transmitting body is fixed to the protruding end of the rotary shaft protruding from the housing, and the driving force transmitting body is attached to the pulley. The pulley and the driving force transmitting body are elastically coupled by a spring member so as to be relatively displaceable in the direction opposite to the rotating direction.

According to the second aspect of the present invention, the swash plate is tiltably supported by the rotary support fixed to the rotary shaft, and the swash plate is responsive to the difference between the pressure in the crank chamber and the suction pressure via the single-headed piston. For a variable displacement compressor that controls the inclination angle of the crank chamber to supply the pressure in the discharge pressure region to the crank chamber and releases the pressure in the crank chamber to the suction pressure region to regulate the pressure in the crank chamber. The rotating shaft is urged in the direction of protruding from the housing.

According to the third aspect of the present invention, the spring member is coupled to either one of the pulley and the driving force transmitting member by a breaking pin that breaks due to overload. According to the fourth aspect of the invention, the spring member is provided with a break recess for breaking the spring member due to overload.

[0009]

The fluctuation of the load torque on the compressor side is alleviated by the elastic deformation of the spring member and transmitted to the pulley side. The structure in which the driving force transmission body is fixed to the rotation shaft and the driving force transmission body and the pulley are elastically coupled by the spring member is simple.

According to the second aspect of the invention, the rotating shaft is urged in the direction of protruding from the housing by the spring action of the spring member. A preload is applied to the rotary shaft in order to prevent the rattling, but the spring action force of the spring member applies the preload to the rotary shaft.

According to the third aspect of the present invention, when the load torque on the compressor side becomes overloaded, the breaking pin breaks and the overload transmission between the pulley and the driving force transmission body is cut off. By blocking this overload transmission, the adverse effect of the overload transmission to the external drive source side is avoided.

In the invention of claim 4, when the load torque on the compressor side becomes overloaded, the spring member is broken at the position of the breaking recess, and the overload transmission between the pulley and the driving force transmission body is cut off. .

[0013]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS A first embodiment embodying the present invention will now be described with reference to FIG.
~ It demonstrates based on FIG. As shown in FIG. 1, a front housing 2 is joined to the front end of the cylinder block 1, and a rear housing 3 is joined to the rear end of the cylinder block 1. A rotary shaft 4 is rotatably supported between a front housing 2 forming a crank chamber 2-1 and a cylinder block 1. The front end of the rotary shaft 4 projects from the crank chamber 2-1 to the outside.

A support cylinder 2-2 is formed integrally with the front housing 2, and an angular bearing 5 is fixed to the support cylinder 2-2. A pulley 6 is fixed to the outer ring of the angular bearing 5. The pulley 6 is composed of a connecting board 6-1 fixed to the outer ring of the angular bearing 5 and a pulley body 6-2 fixed to the connecting board 6-1. The pulley body 6-2 is connected via a belt 7 to a vehicle engine (not shown) that is an external drive source.

The angular bearing 5 receives both the thrust load and the radial load. The protruding end 4-1 of the rotary shaft 4 protruding from the crank chamber 2-1 to the outside.
A cylindrical driving force transmission body 8 and a lock nut 9 are screwed onto this. The lock nut 9 fastens and fixes the driving force transmission body 8 to the protruding end 4-1.

As shown in FIGS. 1 and 2, the driving force transmission body 8
A connecting flange 8-1 is integrally formed on the. A plurality of leaf springs 10 are provided between the connecting flange 8-1 and the connecting substrate 6-1.
Has been bridged. One end of the leaf spring 10 has a rivet 11
Is attached to the connecting flange 8-1 by means of a screw 12 and a nut 13, and the other end of the leaf spring 10 is connected to the connecting substrate 6
-1 is attached. Rivet 1 as shown in FIG.
The mounting position of the leaf spring 10 by 1 and the mounting position of the leaf spring 10 by the screw 12 are displaced in the axial direction of the rotary shaft 4. This shift interval changes depending on the screwing position of the driving force transmission body 8 with respect to the rotating shaft 4, and the flexural deformation of the leaf spring 10 in the axial direction increases as the driving force transmission body 8 approaches the front housing 2 side. . The leaf spring 10 urges the driving force transmitting body 8 away from the front housing 2 by the flexural deformation, and a preload is applied by the flexural deformation of the leaf spring 10 in the direction in which the rotary shaft 4 projects from the front housing 2. Has been granted.

As shown in FIG. 3, the screw 12 has a notch 12-1 for breaking. Leaf spring 10 and connecting substrate 6
Recesses 10-1 and 6-3 are formed on the surface facing -1. The screw 12 passes through the recesses 10-1 and 6-3, and the breaking notch 12-1 is located in the recesses 10-1 and 6-3.

As shown in FIG. 2, each leaf spring 10 has a rotating shaft 4
Is tilted in the opposite direction to the rotation direction of the rotating shaft 4 (arrow α) with respect to the radius line of. The rotation of the vehicle engine is transmitted to the pulley 6 via the belt 7, and the rotation of the pulley 6 causes the leaf spring 10 to rotate.
And transmitted to the rotary shaft 4 via the driving force transmission body 8.

A rotary support 14 is fixed to the rotary shaft 4. A swash plate 15 is supported on the rotary shaft 4 so as to be slidable and tiltable in the axial direction of the rotary shaft 4. As shown in FIG. 4, the swash plate 15 is a support arm 14-1 on the rotary support 14.
And the pair of guide pins 16 and 17 are linked to each other, the rotating shaft 4
Can be tilted in the axial direction and can rotate integrally with the rotary shaft 4. The tilting of the swash plate 15 is guided by the slide guide relationship between the support arm 14-1 and the guide pins 16 and 17, and the slide support action of the rotary shaft 4.

The rear end of the rotary shaft 4 has a deep groove ball bearing member 18
And, it is supported by the inner peripheral surface of the accommodation hole 20 in the cylinder block 1 via the blocking body 19. An intake passage 21 is formed in the center of the rear housing 3. The suction passage 21 communicates with the accommodation hole 20, and the suction passage 21 on the accommodation hole 20 side.
A positioning surface 22 is formed around the opening. The tip of the blocking body 19 can contact the positioning surface 22. When the tip of the blocking body 19 abuts the positioning surface 22, the blocking body 19 is restricted from moving in the direction away from the swash plate 15, and the communication between the suction passage 21 and the accommodation hole 20 is blocked.

As the swash plate inclination angle is reduced, the swash plate 15 becomes the blocking member 1.
As it moves to the 9 side, the swash plate 15 comes into contact with the transmission cylinder 23 and pushes the transmission cylinder 23 and the deep groove ball bearing member 18 toward the positioning surface 22 side. The deep groove ball bearing member 18 receives a load not only in the radial direction of the rotating shaft 4 but also in the thrust direction.
Therefore, the blocking body 19 is biased toward the positioning surface 22 side against the spring force of the suction passage opening spring 24, and the tip of the blocking body 19 contacts the positioning surface 22.

The minimum inclination angle of the swash plate 15 is slightly larger than 0 °. This minimum tilt angle state is brought about when the blocking body 19 is arranged in the closed position that blocks the communication between the suction passage 21 and the accommodation hole 20. The maximum inclination of the swash plate 15 is the rotation support 14
It is regulated by the contact between the inclination regulating protrusion 14-2 and the swash plate 15.

The rotational movement of the swash plate 15 is converted via the shoe 25 into the forward / backward reciprocating movement of the single-headed piston 26 in the cylinder bore 1-1. As shown in FIGS. 1 and 5, a suction chamber 3-1 serving as a suction pressure region and a discharge chamber 3-2 serving as a discharge pressure region are defined in the rear housing 3. The refrigerant gas in the suction chamber 3-1 pushes back the suction valve 29 from the suction port 28 by the returning movement of the single-headed piston 26, and the cylinder bore 1-1.
Flows in. The refrigerant gas flowing into the cylinder bore 1-1 is discharged from the discharge port 30 to the discharge chamber 3-2 by pushing the discharge valve 31 away from the discharge port 30 by the forward movement of the single-headed piston 26.

A thrust bearing 27 is interposed between the rotary support 14 and the front housing 2. The compression reaction force from the cylinder bore 1-1 is generated by the single-headed piston 26,
It is received by the front housing 2 via the shoe 25, the swash plate 15, the guide pins 16 and 17, the rotary support 14 and the thrust bearing 27.

The suction chamber 3-1 is provided with a receiving hole 20 through a through hole 32.
Is in communication with. When the blocking body 19 is arranged in the closed position, the passage 32 is blocked from the suction passage 21. Rotating shaft 4
A passage 33 is formed inside. The passage 33 communicates the crank chamber 2-1 with the inside of the cylinder of the blocking body 19. Blocker 1
At the tip of 9, a pressure release port 19-1 is formed. The pressure release port 19-1 communicates the accommodation hole 20 with the inside of the cylinder of the blocking body 19.

The crank chamber 2-1 and the discharge chamber 3-2 are connected by a pressure supply passage 34. An electromagnetic opening / closing valve 35 is interposed on the pressure supply passage 34. The valve body 35-2 closes the valve hole 35-3 by exciting the solenoid 35-1 of the electromagnetic opening / closing valve 35. When the solenoid 35-1 is demagnetized, the valve body 35-2 opens the valve hole 35-3.

A suction passage 21 for introducing the refrigerant gas into the suction chamber 3-1 and a discharge port 1-2 for discharging the refrigerant gas from the discharge chamber 3-2.
And are connected by an external refrigerant circuit 36. A condenser 37, an expansion valve 38 and an evaporator 39 are provided on the external refrigerant circuit 36. The expansion valve 38 controls the refrigerant flow rate according to the fluctuation of the gas pressure on the outlet side of the evaporator 39. A temperature sensor 40 is installed near the evaporator 39. The control computer C controls the demagnetization of the solenoid 35-1 based on the detected temperature information obtained from the temperature sensor 40. The control computer C commands the demagnetization of the solenoid 35-1 when the detected temperature becomes equal to or lower than the set temperature under the ON state of the air conditioner operation switch 41. The temperature below this set temperature is the evaporator 39
Reflects the situation in which frost is likely to occur. or,
The control computer C turns on the air conditioner operation switch 41.
Under the state, the solenoid 35-1 is demagnetized by the specific rotation speed fluctuation detection information from the rotation speed detector 42 of the vehicle engine. Further, the control computer C demagnetizes the solenoid 35-1 by turning off the air conditioner operation switch 41. When the solenoid 35-1 is demagnetized, the pressure supply passage 34
Opens, and the discharge chamber 3-2 and the crank chamber 2-1 communicate with each other. Therefore, the refrigerant gas in the discharge chamber 3-2 flows into the crank chamber 2-1, and the pressure in the crank chamber 2-1 increases. Crank chamber 2
Due to the pressure increase in -1, the inclination of the swash plate 15 shifts to the minimum inclination side. When the tip of the blocking body 19 comes into contact with the positioning surface 22, the swash plate inclination angle becomes minimum, and the refrigerant gas from the external refrigerant circuit 36 to the suction chamber 3-1 is blocked.

Since the minimum inclination of the swash plate is not 0 °, the discharge from the cylinder bore 1-1 to the discharge chamber 3-2 is performed even when the inclination of the swash plate is minimum. The refrigerant gas in the suction chamber 3-1 is sucked into the cylinder bore 1-1 and discharged into the discharge chamber 3-2. That is, when the swash plate tilt angle is at a minimum, the discharge chamber 3-2, the pressure supply passage 34, the crank chamber 2-1, the passage 33, the pressure release port 19-1, the suction chamber 3-2, and the cylinder bore 1-1 are passed. There is a circulation passage inside the compressor. The lubricating oil flowing with the refrigerant gas lubricates the inside of the compressor via the circulation passage.
There is a pressure difference between the discharge chamber 3-2, the crank chamber 2-1, and the suction chamber 3-1. The pressure difference and the passage cross-sectional area at the pressure release passage 19-1 stably hold the swash plate 15 at the minimum inclination angle.

When the solenoid 35-1 is excited, the pressure supply passage 34 is closed. Since there is a pressure difference between the inside of the crank chamber 2-1 and the inside of the suction chamber 3-1, the pressure in the crank chamber 2-1 is reduced based on the pressure released through the passage 33 and the pressure release port 19-1. Do it. Due to this pressure reduction, the tilt angle of the swash plate 15 shifts from the minimum tilt angle to the maximum tilt angle.

In the clutchless compressor performing such an operation, the fluctuation of the load torque on the compressor side is caused by the pulley 6 from the rotary shaft 4 via the driving force transmitting body 8 and the plurality of leaf springs 10.
Is transmitted to The leaf spring 10 is inclined with respect to the radial line of the rotary shaft 4 toward the rotation direction α side of the rotary shaft 4. for that reason,
The leaf spring 10 is elastically deformed by the load torque on the compressor side. That is, the driving force transmission body 8 can be relatively displaced in the direction opposite to the rotation direction of the pulley by the load torque on the compressor side. Therefore, the leaf spring 10 reduces the fluctuation of the load torque and transmits it to the pulley 6. The leaf spring 10 that brings about such a cushioning effect is laid between the connection base plate 6-1 and the connection flange 8-1, and this connection configuration is simple.

Since the rotating shaft 4 may be displaced in the thrust direction and rattling, it is necessary to prevent the rattling by applying a preload to the rotating shaft 4 in the thrust direction. In the compressor of this embodiment, if a preload is applied in the direction in which the rotary shaft 4 is projected from the front housing 2, this preload is applied to the front housing 2 via the thrust bearing 27.
Accepted by. The leaf spring 10 applies a preload to the rotary shaft 4 by the bending deformation of the rotary shaft 4 in the axial direction. That is, the leaf spring 10 that performs buffer transmission of load torque fluctuations also has a preload application function, and a mechanism dedicated to preload application is unnecessary.

When the load torque on the compressor side becomes excessive, if the excessive load torque spreads to the vehicle engine side, the vehicle engine stalls. In this embodiment, when an excessive load torque is generated, the screw 12 breaks at the break notch 12-1. Therefore, excessive load torque does not spread to the vehicle engine side, and belt breakage or engine stall does not occur.

When the screw 12 serving as the breaking pin is broken, the compressor can be reused by replacing only the screw 12. Next, the embodiment of FIGS. 6 and 7 will be described. In this embodiment, a mounting recess 8-2 is formed on the peripheral surface of the coupling flange 8-1 of the driving force transmission body 8, and one end of the leaf spring 43 is fixed by tightening with a screw 44 on the mounting surface of the mounting recess 8-2. Has been done. The other end of the leaf spring 43 is fastened and fixed to the front surface of the connection board 6-1 by a screw 45. The mounting surface faces in the circumferential direction of the connecting flange 8-1, and both ends of the leaf spring 43 are twisted at 90 degrees. The leaf spring 43 is arranged in the rotational direction α of the rotary shaft 4 with respect to the radial line of the rotary shaft 4.
It is slightly tilted in the opposite direction. Further, the leaf spring 43 is flexibly deformed in the axial direction of the rotary shaft 4 so as to apply the same preload as in the first embodiment. Further, the leaf spring 43 is formed with a breakage recess 43-1.

Also in this embodiment, similarly to the first embodiment, the leaf spring 43 is elastically deformed in the circumferential direction of the driving force transmitting body 8 by the load torque on the compressor side, and the fluctuation of the load torque is caused by the leaf spring 4.
Absorbed by 3. Moreover, the structure for absorbing the load torque fluctuation is simple. Further, the leaf spring 43 has not only the buffer transmission of the load torque fluctuation but also the preload applying function. Further, when the load torque becomes excessive, the leaf spring 43 breaks at the break recess 43-1.

Instead of providing the breaking recess 43-1 in the leaf spring 43, a breaking notch may be formed in the neck portion of the screw 43 or the screw 44. Next, the embodiment of FIG. 8 will be described. In this embodiment, a plurality of zigzag-shaped spring members 46 are arranged around the coupling flange 8-1 of the driving force transmission body 8. The cross-sectional shape of a plane orthogonal to the rotating shaft 4 and each spring member 4 is an arc, and each arc has a radius center on the axis of the rotating shaft 4. One end of the spring member 46 is fastened and fixed to the peripheral surface of the connecting flange 8-1 by a screw 47, and the other end of the spring member 46 is fastened and fixed to the peripheral edge of the connecting flange 8-1 by a screw 48. Screw 4
A breaking notch (not shown) is formed in the neck portion of either one of 7 and 48.

The spring member 46 is elastically displaceable in the circumferential direction of the connecting flange 8-1 and elastically expandable in the axial direction of the rotary shaft 4. The elastic displacement in the circumferential direction absorbs the fluctuation of the load torque, and the elastic extension in the axial direction applies a preload to the rotating shaft 4. Further, the breaking notch breaks when an excessive load torque is generated. Also in this embodiment, the structure for absorbing the load torque fluctuation is simple.

[0037]

As described in detail above, the invention of claim 1 is
A driving force transmitting body is fixed to a projecting end portion of a rotating shaft protruding from the housing, and the driving force transmitting body is relatively displaceable with respect to the pulley in a direction opposite to a rotation direction of the pulley. Is elastically coupled by the spring member, it is possible to simplify the configuration in which the fluctuation of the load torque on the compressor side is alleviated and transmitted to the pulley side.

According to the second aspect of the present invention, since the rotating shaft is biased in the direction projecting from the housing by the spring action of the spring member, a preload is applied to the rotating shaft by the spring member that absorbs the fluctuation of the load torque. Can be granted.

According to the third aspect of the present invention, since the spring member is connected to either one of the pulley and the driving force transmitting body by the breaking pin that breaks due to overload, an excessive load torque is prevented from being transmitted to the pulley side. obtain.

According to the fourth aspect of the present invention, since the spring member is provided with the broken recess, it is possible to prevent an excessive load torque from being transmitted to the pulley side.

[Brief description of drawings]

FIG. 1 is a side sectional view of an entire compressor according to a first embodiment of the present invention.

FIG. 2 is an enlarged sectional view taken along the line AA of FIG.

FIG. 3 is an enlarged side sectional view of an essential part.

FIG. 4 is a sectional view taken along line BB of FIG.

5 is a cross-sectional view taken along the line CC of FIG.

FIG. 6 is an enlarged side sectional view of an essential part showing another example.

7 is a cross-sectional view taken along the line DD of FIG.

FIG. 8 is an enlarged side sectional view of an essential part showing another example.

[Explanation of symbols]

4 ... Rotary shaft, 4-1 ... Projected end, 6 ... Pulley, 8 ... Drive force transmitting body, 10 ... Leaf spring, 12 ...
3 ... Leaf spring, 43-1 ... Broken recess, 46 ... Spring member.

 ─────────────────────────────────────────────────── ─── Continuation of the front page (72) Masaya Nakamura, Inventor Masaya Nakamura, 2-chome, Toyota-cho, Kariya city, Aichi stock company Toyota Industries Corp.

Claims (4)

[Claims] 1. A clutchless compressor for transmitting a driving force of an external driving source to a rotating shaft via a pulley, wherein a driving force transmitting body is fixed to a protruding end portion of the rotating shaft protruding from a housing, and the pulley is attached to the pulley. On the other hand, a power transmission structure in a clutchless compressor in which a pulley and a driving force transmission body are elastically coupled by a spring member so that the driving force transmission body can be relatively displaced in a direction opposite to the rotation direction of the pulley. 2. A compressor supports a swash plate tiltably on a rotary support fixed to a rotary shaft, and the swash plate of the swash plate is tilted according to a difference between a pressure in a crank chamber and a suction pressure via a single-headed piston. This is a variable displacement compressor that controls the inclination angle, supplies the pressure in the discharge pressure region to the crank chamber, and releases the pressure in the crank chamber to the suction pressure region to regulate the pressure in the crank chamber. The power transmission structure in the clutchless compressor according to claim 1, wherein the shaft is biased in a direction to be projected from the housing. 3. The clutch according to claim 1, wherein the spring member is connected to one of the pulley and the driving force transmission body by a breaking pin that breaks due to overload. Power transmission structure in a less compressor. 4. The power transmission structure for a clutchless compressor according to claim 1, wherein a breaking recess for breaking the spring member due to overload is formed in the spring member.