JPH08159026A - Variable capacity compressor - Google Patents

Abstract

PURPOSE: To slow increase of a load torque in a clutchless compressor. CONSTITUTION: When the inclining angle of swash plate 15 which is supported on a rotary shaft 9 heads toward a minimum inclining angle, a transmission cylinder 28 and a shut-out body 21 are pushed against spring force of an intake passage opening spring 24 by the swash plate 15. The shut-out surface 21e of the shut-out body 21 abuts on a positioning surface 27 when a swash plate 15 inclining angle is a minimum inclining angle, and communication of an intake passage 26 and an intake chamber 3a is shut out. A throttle body 20 is protruded on the shut-out surface 21e. The throttle body 20 is interlocked with tilting of the swash plate 15, and it is projected/retreated from/in the intake passage 26. The diameter of the throttle body 20 is formed slightly smaller than the diameter of the intake passage 26. When the throttle body 20 is retreated in the intake passage 26, a passing cross section in the intake passage 26 is throttled.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention mounts a rotary support on a rotary shaft in a housing that accommodates a single-headed piston in a cylinder bore for reciprocating linear movement, and supports the swash plate on the rotary support so as to be tiltable. Then, the tilt angle of the swash plate is controlled according to the difference between the pressure in the crank chamber and the suction pressure via the single-headed piston, and the pressure in the discharge pressure region is supplied to the crank chamber, and at the same time, the pressure in the crank chamber is released via the pressure release passage. The present invention relates to a variable capacity compressor that releases pressure to a suction pressure region to regulate the pressure in a crank chamber.

[0002]

2. Description of the Related Art In a variable displacement type swash plate compressor disclosed in Japanese Patent Laid-Open No. 3-37378, an electromagnetic clutch for connecting and disconnecting power transmission between an external drive source and a rotary shaft of the compressor. Not using. If the electromagnetic clutch is eliminated, it is possible to eliminate the drawback of poor feeling in feeling due to the ON / OFF shock, especially in the vehicle-mounted form, and to reduce the weight and cost of the entire compressor.

In such a clutchless compressor, there are problems in the discharge capacity when cooling is not necessary and the generation of frost in the evaporator on the external refrigerant circuit. If cooling is not necessary or if frost may be generated, the circulation of the refrigerant on the external refrigerant circuit may be stopped. In the compressor disclosed in Japanese Patent Laid-Open No. 3-37378, the circulation of refrigerant on the external refrigerant circuit is stopped by stopping the flow of refrigerant gas from the external refrigerant circuit into the suction chamber. The inflow of refrigerant gas from the external refrigerant circuit into the suction chamber is controlled by the demagnetization of the electromagnetic on-off valve.

When the flow of the refrigerant gas from the external refrigerant circuit to the suction chamber in the compressor is stopped, the pressure in the suction chamber is lowered and the capacity control valve sensitive to the pressure in the suction chamber is fully opened. Due to this full opening, the refrigerant gas discharged from the discharge chamber flows into the crank chamber, and the pressure in the crank chamber rises. Further, the suction pressure in the cylinder bore also decreases due to the pressure decrease in the suction chamber. Therefore, the difference between the pressure in the crank chamber and the suction pressure in the cylinder bore becomes large, and the swash plate tilt angle shifts to the minimum tilt angle to minimize the discharge capacity. When the discharge capacity becomes the minimum, the load torque in the compressor becomes the minimum, and power loss when cooling is unnecessary can be avoided.

When the flow of the refrigerant gas from the external refrigerant circuit into the suction chamber in the compressor is restarted, the pressure in the suction chamber rises and the capacity control valve sensitive to the pressure in the suction chamber closes. Due to this transition to the closed state, the refrigerant gas is prevented from flowing into the crank chamber from the discharge chamber, and the pressure in the crank chamber decreases. Further, the suction pressure in the cylinder bore also rises due to the rise in the pressure in the suction chamber. Therefore, the difference between the pressure in the crank chamber and the suction pressure in the cylinder bore becomes small, and the swash plate tilt angle shifts to the maximum tilt angle.

[0006]

In the clutchless one-sided piston type variable displacement compressor, the difference between the maximum value and the minimum value of the load torque is large, so that the engine stall in the vehicle equipped with the clutchless one-sided piston type variable displacement compressor is large. It becomes a problem. The cause of the engine stall is not only the load torque of the compressor but also the load torque for operating auxiliary machines such as an alternator and an oil pump for a power steering mechanism. Therefore, the idle-speed controller is used. Idle-speed-controller
This is to supplementally adjust the air supply amount to the engine during idling in order to control the rotational speed during idling to a target value. The target value when there is load torque on the engine such as the compressor is set higher than the idling speed when there is no load torque on the engine such as the compressor. The engine stall is avoided by increasing the idle speed in this way.

The idle-speed controller performs feedback control for sampling the engine speed and bringing the engine speed closer to a target value. Therefore, if the load torque on the engine at the time of idling increases rapidly, the feedback control of the idle-speed controller cannot follow and there is a risk of engine stall. In the clutchless one-sided piston type variable displacement compressor disclosed in Japanese Patent Laid-Open No. 3-37378, no measures have been suggested for avoiding engine stall due to an increase in load torque in the compressor.

SUMMARY OF THE INVENTION It is an object of the present invention to prevent an engine stall by suppressing an abrupt increase in load torque during idling in a variable displacement compressor, particularly a clutchless one-side piston type variable displacement compressor.

[0009]

To this end, in the invention of claim 1, a minimum tilt angle defining means for defining a minimum tilt angle of the swash plate so as to provide a discharge capacity which is not zero, and at least a part of the tilt of the swash plate. And a blocking member that is switched from an external refrigerant circuit to a closed position where the refrigerant gas cannot be introduced into the suction pressure region and an open position where the refrigerant gas can be introduced, and the refrigerant gas is introduced from the external refrigerant circuit to the suction pressure region. A variable displacement compressor having a throttle body that throttles the passage cross-sectional area in the suction passage in conjunction with the switching operation of the blocking body, the intermediate inclination angle between the maximum inclination angle and the minimum inclination angle of the swash plate to the minimum inclination angle. In the range of the tilt angle of the swash plate, the passing cross-sectional area of the suction passage is narrowed by the throttle body.

According to the second aspect of the present invention, the suction passage is formed on an extension line of the movement path of the blocking body. In the invention of claim 3, the throttle body is made a part of the blocking body, and the throttle body is made to enter the suction passage to reduce the passage cross-sectional area in the suction passage.

According to the fourth aspect of the invention, the throttle body is disengaged from the suction passage when the inclination angle of the swash plate is maximum. In the invention of claim 5, the throttle body is always inserted into the suction passage.

According to the invention of claim 6, at least a part of the suction passage is formed in a cylinder block having a cylinder bore, the blocking body and the throttle body are housed in the cylinder block, and the suction passage on the cylinder block is passed through. The cross-sectional area was narrowed down with a diaphragm.

In the invention of claim 7, the suction passage is narrowed by the diaphragm peripheral surface of the diaphragm body, and the first tapered peripheral surface inclined with respect to the moving path of the diaphragm body and the second taper continuous with the first tapered peripheral surface. The diaphragm peripheral surface is constituted by the peripheral surface, the inclination of the second tapered peripheral surface is made smaller than the inclination of the first tapered peripheral surface, and the diaphragm action by the diaphragm peripheral surface due to the decrease of the inclination angle of the swash plate is the first. The drawing action of the taper peripheral surface is changed to the drawing action of the second taper peripheral surface.

According to an eighth aspect of the present invention, the cut-off member is arranged on the pressure release passage for releasing the pressure in the crank chamber to the suction pressure region so as to be able to advance and retreat, and the pressure release passage is provided with the first branch passage. And a second branch passage, and when the swash plate is at the maximum inclination angle, the blocking body is arranged at a position to open the second branch passage, and the swash plate is in an intermediate inclination range between the maximum inclination angle and the minimum inclination angle. A structure in which the blocking body is arranged at a position that closes the second branch passage at one time and the first branch passage is always open is added to any one of the first to seventh inventions.

According to a ninth aspect of the present invention, the blocking member is disposed on the pressure release passage for releasing the pressure in the crank chamber to the suction pressure region so as to be able to move forward and backward, and the pressure release passage is provided with the first branch passage. And a second branch passage and a third branch passage, and when the swash plate is at the maximum inclination angle, the blocking body opens the second branch passage and is arranged at a position closing the third branch passage. When the plate is in the intermediate tilt range between the maximum tilt and the minimum tilt, the blocking body is arranged at a position to close the second branch passage and the third branch passage, and when the swash plate is at the minimum tilt angle, the blocking body is placed in the first tilt angle. A configuration in which the second branch passage is closed and the third branch passage is opened and the first branch passage is always open is added to any one of the inventions of claims 1 to 7. .

According to the tenth aspect of the present invention, the throttle body serves also as the blocking body, and when the swash plate has the minimum inclination angle, it comes into contact with the receiving portion formed in the suction passage so that the refrigerant gas cannot be introduced. Is.

According to an eleventh aspect of the present invention, the shapes of the diaphragm body and the receiving portion are set so that the proximity point of the receiving portion with respect to the diaphragm body moves in the same direction as the diaphragm body moves. .

According to the twelfth aspect of the present invention, the receiving portion is a surface whose diameter is expanded on the side of the throttle body. In the invention of claim 13, the receiving surface has a tapered shape, and the diaphragm body has a convex curved surface shape.

[0019]

Even when the swash plate is in the minimum inclination state, the refrigerant gas in the crank chamber flows into the suction pressure region through the pressure release passage, and when the refrigerant gas supply from the discharge pressure region to the crank chamber is stopped. , The pressure in the crank chamber drops. Due to this pressure decrease, the swash plate shifts from the minimum tilt angle to the maximum tilt angle. When the swash plate tilt angle increases from the minimum tilt angle, the throttle body narrows the passage cross-sectional area in the suction passage, and this throttling action slows the increase of the refrigerant gas flow from the external refrigerant circuit to the suction pressure region. Therefore, the amount of refrigerant gas introduced into the cylinder bore does not suddenly increase, and the load torque of the compressor increases slowly when the swash plate tilt angle increases. Therefore,
Idle-speed-rotation speed control during idling of the controller is in time, and engine stall does not occur.

According to the second aspect of the present invention, since the suction passage is on the extension line of the movement path of the blocking body, it is easy to properly set the degree of throttling of the passage cross section in the suction passage. According to the third aspect of the invention, the diaphragm body and the blocking body are integrated, and it is easy to match the switching operation of the blocking body and the diaphragm operation of the diaphragm body.

According to the fourth aspect of the present invention, the throttle body, which is a part of the blocking body, projects in and out of the suction passage. With this retracting structure, the length of the blocking body can be short. In the invention of claim 5, the throttle body, which is a part of the blocking body, always enters the suction passage. The configuration in which the throttle body does not appear in and out of the suction passage facilitates the appropriate setting of the degree of throttling of the passage cross-sectional area in the suction passage.

According to the invention of claim 6, the throttle body housed in the cylinder block throttles the passage cross-sectional area in the suction passage on the cylinder block. The configuration in which the blocking body and the throttle body are housed in the cylinder block facilitates the proper setting of the throttle degree of the passage cross-sectional area in the suction passage.

In the seventh aspect of the invention, when the swash plate inclination angle is small, the second tapered peripheral surface narrows the passage cross-sectional area of the suction passage. Since the inclination of the second tapered peripheral surface is small, the change of the passing sectional area of the second tapered peripheral surface due to the diaphragm is slower than the change of the passing sectional area of the first tapered peripheral surface due to the diaphragm. Therefore, the change of the passage cross-sectional area when the throttle body opens and closes the suction passage becomes slow when the swash plate tilt angle is small, and the increase of the load torque in the compressor when the swash plate tilt angle increases is slow.

In the eighth aspect of the invention, when the swash plate is in an intermediate tilt angle range between the maximum tilt angle and the minimum tilt angle, the blocking member throttles the pressure release passage, and due to this throttling action, the crank chamber of the crank chamber is closed. The pressure drop is slow in the intermediate tilt range. The throttle action of the blocking member contributes to slowing the increase of the swash plate tilt angle from the minimum tilt angle, and the increase of the load torque in the compressor at the time of increasing the swash plate tilt angle is slow. Therefore, idle-speed-
The speed control when idling the controller is in time,
No engine stall will occur. When the inclination angle of the swash plate is close to the maximum inclination angle, the passage cross-sectional area of the pressure release passage increases, and the maximum inclination state of the swash plate is stably maintained.

In the ninth aspect of the present invention, when the swash plate is in the intermediate tilt angle range, the blocking member throttles the pressure release passage. Due to this throttling action, the pressure drop in the crank chamber is slow in the intermediate tilt angle range. Is. The throttle action of the blocking member contributes to slowing the increase of the swash plate tilt angle from the minimum tilt angle, and the increase of the load torque in the compressor at the time of increasing the swash plate tilt angle is slow. When the swash plate shifts from the intermediate tilt angle range to the minimum tilt angle, the passage cross-sectional area of the pressure release passage increases. Therefore, the lubrication in the compressor is favorably performed in the minimum inclination state in which the refrigerant gas is prevented from flowing into the suction pressure region from the external refrigerant circuit. Further, when the swash plate tilt angle becomes close to the maximum tilt angle, the passage cross-sectional area of the pressure release passage increases, and the maximum tilt angle state of the swash plate is stably maintained.

In the tenth aspect of the present invention, the diaphragm body also serves as a blocking body. Therefore, in the state where the suction passage is blocked by the throttle body, the throttle body is brought into contact with the receiving portion and the cross-sectional area of the throttle portion can be made zero. Therefore, the passage cross-sectional area of the suction passage at the beginning of opening is smoothly increased from zero, and the increase of the cross-sectional area can be moderated.

In the eleventh aspect of the present invention, the proximity point of the receiving portion to the diaphragm body is moved in the same direction as the diaphragm body moves. Therefore, the relative movement amount between the throttle body and the proximity point becomes smaller than the actual movement amount of the throttle body, and it is possible to suppress the increase degree of the passage cross-sectional area of the suction passage due to the movement of the throttle body.

According to the twelfth aspect of the invention, since the throttle body is in line contact with the receiving surface in the annular region, the external refrigerant circuit and the suction region are reliably shut off. In the invention according to claim 13, the refrigerant gas is throttled between the throttle body having a convex curved surface shape and the tapered receiving surface, and the convex curved surface is brought into contact with the tapered surface so that the suction passage is formed. Be cut off. Therefore,
Even if the shape accuracy of the convex curved surface or the tapered surface is somewhat poor, the sealing is reliably performed.

[0029]

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 a cylinder block 1 which is a part of the housing of the entire compressor. A rear housing 3 is joined and fixed to the rear end of the cylinder block 1 via a valve plate 4, valve forming plates 5A and 5B, and a retainer forming plate 6. A rotary shaft 9 is rotatably supported between the front housing 2 that forms a part of the housing and forms the crank chamber 2a, and the cylinder block 1. The front end of the rotary shaft 9 is the crank chamber 2
It projects from a to the outside, and the driven pulley 10 is fixed to the projecting end. The driven pulley 10 is a belt 11
Is operatively connected to the vehicle engine via. The driven pulley 10 is supported by the front housing 2 via an angular bearing 7. The front housing 2 receives both the load in the thrust direction and the load in the radial direction acting on the driven pulley 10 via the angular bearing 7.

The front end of the rotary shaft 9 and the front housing 2
A lip seal 12 is interposed between and. The lip seal 12 prevents pressure leakage in the crank chamber 2a.
A rotary support 8 is fixed to the rotary shaft 9, and a swash plate 15 is supported so as to be slidable and tiltable in the axial direction of the rotary shaft 9. As shown in FIG. 2, connecting pieces 16 and 17 are fixed to the swash plate 15. A pair of guide pins 18, 19 are fixedly attached to the connecting pieces 16, 17. Guide balls 18a, 19a are provided at the tips of the guide pins 18, 19.
Are formed. A support arm 8a is provided on the rotary support 8 in a protruding manner, and the support arm 8a has a pair of guide holes 8a.
b and 8c are formed. The guide balls 18a and 19a of the guide pins 18 and 19 are slidably fitted in the guide holes 8b and 8c. The swash plate 15 can be tilted in the axial direction of the rotary shaft 9 and can rotate integrally with the rotary shaft 9 by the linkage between the support arm 8a and the pair of guide pins 18 and 19. The tilt of the swash plate 15 is caused by the support arm 8a and the guide pin 1.
It is guided by the slide guide relationship with 8 and 19, and the slide support action of the rotating shaft 9.

As shown in FIGS. 1, 4 and 6, a housing hole 13 is formed in the center of the cylinder block 1 and has an axis L of the rotary shaft 9.
The cylindrical blocking body 21 is slidably accommodated in the accommodation hole 13 so as to be slidable in the direction. The blocking body 21 is composed of a large diameter portion 21a and a small diameter portion 21b, and an intake passage opening spring 24 is interposed between the step portion between the large diameter portion 21a and the small diameter portion 21b and the inner surface of the accommodation hole 13. The suction passage opening spring 24 urges the blocking body 21 toward the swash plate 15 side.

The rear end of the rotary shaft 9 is inserted in the cylinder of the blocking body 21. A deep groove ball bearing member 25 is interposed between the rear end of the rotary shaft 9 and the inner peripheral surface of the large diameter portion 21a. The rear end of the rotary shaft 9 is supported by the inner peripheral surface of the housing hole 13 via the deep groove ball bearing member 25 and the blocking body 21. The outer ring 25a of the deep groove ball bearing member 25 is fixed to the inner peripheral surface of the large diameter portion 21a, and the inner ring 25b is slidable on the peripheral surface of the rotating shaft 9. As shown in FIG. 6, a step portion 9a is formed on the peripheral surface of the rear end of the rotary shaft 9, and the inner ring 25b is restricted from moving toward the swash plate 15 side by the step portion 9a. That is, the deep groove ball bearing member 25 is provided with the swash plate 15 by the step portion 9a.
It is prevented from moving to the side. Therefore, the deep groove ball bearing member 2
The blocker 21 is prevented from moving toward the swash plate 15 by the contact of the step 5 with the step 9a.

At the center of the rear housing 3, the suction passage 2 is provided.
6 is formed. The suction passage 26 is on an extension line of the rotating shaft 9 which is a movement path of the blocking body 21. As shown in FIGS. 3 and 5, the suction passage 26 has a circular cross-sectional shape, and the center of the cross-section circle of the suction passage 26 is on the axis L of the rotating shaft 9. The suction passage 26 communicates with the accommodation hole 13, and a positioning surface 27 is formed around the opening of the suction passage 26 on the accommodation hole 13 side. Tip surface 21e of small-diameter portion 21b of blocking body 21
Can contact the positioning surface 27. When the front end surface 21e comes into contact with the positioning surface 27, the blocking body 21 moves to the swash plate 1.
The movement in the direction away from 5 is restricted. Further, the front end surface 21e serves as a blocking surface that blocks communication between the suction passage 26 and the accommodation hole 13.

The diaphragm 20 is integrally formed on the blocking surface 21e. The front end of the throttle body 20 has a tapered peripheral surface 20a ₁ . As shown in FIG. 5, the sectional shape of the straight peripheral surface 20a ₂ of the diaphragm body 20 is circular, and the center of the sectional circle of the diaphragm body 20 is on the axis L of the rotating shaft 9. The diameter r of the cross section circle of the throttle body 20 is slightly smaller than the diameter R of the cross section circle of the suction passage 26, and the throttle body 20 can enter the suction passage 26.

A transmission cylinder 28 is slidably disposed on the rotary shaft 9 between the swash plate 15 and the deep groove ball bearing member 25. One end of the transmission cylinder 28 can contact the swash plate 15,
The other end of the transmission cylinder 28 is the outer ring 25a of the deep groove ball bearing member 25.
It is possible to abut only on the inner ring 25b without abutting on.

As the swash plate 15 moves to the blocking body 21 side, the swash plate 15 contacts the transmission cylinder 28 and presses the transmission cylinder 28 against the inner ring 25b of the deep groove ball bearing member 25. The deep groove ball bearing member 25 receives a load not only in the radial direction of the rotating shaft 9 but also in the thrust direction. Therefore, the blocking body 21 is urged toward the positioning surface 27 side against the spring force of the suction passage opening spring 24 by the pressing action of the transmission cylinder 28, and the blocking surface 21e.
Contacts the positioning surface 27. Therefore, the minimum inclination angle of the swash plate 15 is regulated by the contact between the blocking surface 21e of the blocking body 21 and the positioning surface 27. That is, the blocking body 21, the deep groove ball bearing member 25, the positioning surface 27, and the transmission cylinder 28 constitute the minimum tilt angle defining means.

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 21 is arranged in the closed position that blocks the communication between the suction passage 26 and the accommodation hole 13, and the blocking body 21 is in the closed position and the open position separated from this position. The switching arrangement is interlocked with the swash plate 15.

The maximum inclination of the swash plate 15 is regulated by the contact between the inclination regulating projection 8d of the rotary support 8 and the swash plate 15.
As shown in FIGS. 4 and 7, when the swash plate 15 is in the minimum inclination state, the blocking surface 21e contacts the positioning surface 27, and the throttle body 20 enters the suction passage 26. When the tilt angle of the swash plate 15 is between the intermediate tilt angle and the minimum tilt angle shown by the chain line in FIG. 7, the throttle body 20 has entered the suction passage 26.

A single-head piston 22 is housed in a cylinder bore 1a penetrating the cylinder block 1 so as to be connected to the crank chamber 2a. The rotational movement of the swash plate 15 is converted into forward and backward reciprocating swing of the one-headed piston 22 via the shoe 23, and the one-headed piston 22 moves back and forth in the cylinder bore 1a.

As shown in FIGS. 1 and 3, the rear housing 3 has a suction chamber 3a and a discharge chamber 3b defined therein. An intake port 4a and a discharge port 4b are formed on the valve plate 4. A suction valve 5a is formed on the valve forming plate 5A, and a discharge valve 5b is formed on the valve forming plate 5B. The refrigerant gas in the suction chamber 3a is sucked into the suction port 4a by the returning movement of the single-headed piston 22.
The suction valve 5a is pushed away from the inside to flow into the cylinder bore 1a. The refrigerant gas flowing into the cylinder bore 1a is discharged from the discharge port 4b to the discharge chamber 3b by pushing the discharge valve 5b away from the discharge port 4b by the forward movement of the single-headed piston 22. Discharge valve 5b
Is brought into contact with the retainer 6a on the retainer forming plate 6 to regulate the opening.

A thrust bearing 29 is interposed between the rotary support 8 and the front housing 2. The thrust bearing 29 receives the compression reaction force acting on the rotary support 8 from the cylinder bore 1 a via the single-headed piston 22, the shoe 23, the swash plate 15, the connecting pieces 16 and 17, and the guide pins 18 and 19.

The suction chamber 3a has a housing hole 13 through a through hole 4c.
Is in communication with. When the blocking body 21 is arranged in the closed position, the passage 4c is blocked from the suction passage 26. The suction passage 26 is an inlet for introducing the refrigerant gas into the compressor, and the position where the blocking body 21 shuts on the passage from the suction passage 26 to the suction chamber 3a is on the downstream side of the suction passage 26.

A passage 30 is formed in the rotary shaft 9. The inlet 30a of the passage 30 is opened to the crank chamber 2a near the lip seal 12, and the outlet 30b of the passage 30 is opened to the cylinder of the blocking body 21. 1, 4 and 6
As shown in FIG. 5, a pressure release port 21c is provided at the tip of the blocking body 21. The pressure release port 21c communicates the inside of the cylinder of the blocking body 21 with the housing hole 13.

As shown in FIGS. 1 and 4, the discharge chamber 3b and the crank chamber 2a are connected by a pressure supply passage 31.
An electromagnetic opening / closing valve 32 is provided on the pressure supply passage 31. The valve body 34 closes the valve hole 32a by exciting the solenoid 33 of the electromagnetic opening / closing valve 32. When the solenoid 33 is demagnetized, the valve element 34 opens the valve hole 32a. That is, the electromagnetic opening / closing valve 32 opens / closes the pressure supply passage 31 that connects the discharge chamber 3b and the crank chamber 2a.

A suction passage 26 for introducing the refrigerant gas into the suction chamber 3a and a discharge port 1b for discharging the refrigerant gas from the discharge chamber 3b.
And are connected by an external refrigerant circuit 35. A condenser 36, an expansion valve 37 and an evaporator 38 are provided on the external refrigerant circuit 35. The expansion valve 37 controls the refrigerant flow rate according to the fluctuation of the gas pressure on the outlet side of the evaporator 38. A temperature sensor 39 is installed near the evaporator 38. Temperature sensor 3
9 detects the temperature in the evaporator 38, and the detected temperature information is sent to the control computer C.

The solenoid 33 of the electromagnetic opening / closing valve 32 is subjected to the excitation / demagnetization control of the control computer C. The control computer C controls the demagnetization of the solenoid 33 based on the detected temperature information obtained from the temperature sensor 39. The control computer C commands the demagnetization of the solenoid 33 when the detected temperature becomes equal to or lower than the set temperature under the ON state of the air conditioner operation switch 40. The temperature below the set temperature reflects the situation in which frost is likely to occur in the evaporator 38.

The control computer C has an air conditioner operation switch 40 and a rotation speed detector 41 for detecting the engine rotation speed.
Is connected. The control computer C demagnetizes the solenoid 33 based on the specific rotation speed fluctuation detection information from the rotation speed detector 41 when the air conditioner operation switch 40 is ON. Further, the control computer C demagnetizes the solenoid 33 by turning off the air conditioner operation switch 40.

That is, the detected temperature information below the set temperature by the temperature sensor 39, the OFF signal of the air conditioner operation switch 40, and the specific rotation speed fluctuation detection information of the rotation speed detector 41 are:
It becomes a command signal for opening the pressure supply passage 31.

As shown in FIGS. 1 and 4, the rotation speed detector 4
1 is an idle-speed-controller 42 (hereinafter, I
SC42). The ISC 42 performs feedback control for converging the idling speed to a target value based on the rotational speed detection information from the rotational speed detector 41. This control is a duty ratio control for an actuator (not shown) that adjusts the amount of air supplied to the engine.

In the state shown in FIGS. 1 and 6, the solenoid 33 is in the excited state and the pressure supply passage 31 is closed.
Therefore, the high pressure refrigerant gas is not supplied from the discharge chamber 3b to the crank chamber 2a. In this state, the refrigerant gas in the crank chamber 2a only flows out to the suction chamber 3a through the passage 30 and the pressure release port 21c, and the pressure in the crank chamber 2a is low pressure in the suction chamber 3a, that is, the suction pressure. Approaching. Therefore, the inclination of the swash plate 15 is maintained at the maximum inclination,
The discharge capacity is maximum. Since the refrigerant gas in the crank chamber 2a passes through the inlet 30a near the lip seal 12, the lubricating oil flowing with this refrigerant gas enhances lubrication and sealing between the lip seal 12 and the rotating shaft 9.

When the swash plate 15 maintains the maximum inclination angle and the discharge action is performed in a state where the cooling load is small, the evaporator 38
The temperature at is decreasing so as to approach the temperature at which frost is generated. The temperature sensor 39 sends information on the temperature detected by the evaporator 38 to the control computer C, and when the detected temperature falls below the set temperature, the control computer C commands the demagnetization of the solenoid 33. When the solenoid 33 is demagnetized, the pressure supply passage 31 is opened, and the discharge chamber 3b and the crank chamber 2a communicate with each other. Therefore, the high-pressure refrigerant gas in the discharge chamber 3b is supplied to the crank chamber 2a via the pressure supply passage 31, and the pressure in the crank chamber 2a increases. Due to the pressure increase in the crank chamber 2a, the inclination angle of the swash plate 15 quickly shifts to the minimum inclination angle.

The inclination of the swash plate 15 has decreased from the maximum inclination.
The tapered peripheral surface 20a of the throttle body 20₁Is the intake passage
It goes into 26. The swash plate 15 is shown by a chain line in FIG.
The taper peripheral surface 20a when arranged at the intermediate tilt position₁
And straight peripheral surface 20a₂The boundary line between and is the positioning surface 27
Match above. In this coincidence state, in the suction passage 26
The cross-sectional area of passage is the cross-sectional area S of the suction passage 26.₂= ΠR²And strike
Rate peripheral surface 20a₂Cross-sectional area S₁= Πr²Difference with (S₂
-S₁)become. The tip of the throttle body 20 is in the suction passage 26.
When it starts to enter, the passage cross-sectional area in the suction passage 26 becomes S₂
From (S₂-S ₁) Is gradually narrowed down toward. this
The throttle action causes the refrigerant gas flow from the suction passage 26 to the suction chamber 3a.
Gradually reduce the amount received. The swash plate 15 is shown by a chain line in FIG.
From the intermediate tilt position until just before the minimum tilt position,
The cross-sectional area of passage in the entrance passage 26 is (S₂-S₁)
I do. Although the tilt angle of the swash plate is reduced,
Constant cross-sectional area (S₂-S₁) Remains, so suck
The amount of refrigerant gas flowing from the inlet passage 26 into the suction chamber 3a gradually increases.
Decrease. Therefore, from the suction chamber 3a to the cylinder bore 1
The amount of refrigerant gas drawn into
The output capacity gradually decreases. As a result, the discharge pressure gradually
Load torque in the compressor in a short time.
It does not change significantly.

As shown in FIGS. 4 and 7, when the blocking surface 21e of the blocking body 21 contacts the positioning surface 27, the suction passage 2
The passage cross-sectional area at 6 becomes zero, and the inflow of refrigerant gas from the external refrigerant circuit 35 to the suction chamber 3a is blocked. Since the minimum inclination of the swash plate is not 0 °, the discharge from the cylinder bore 1a to the discharge chamber 3b is performed even when the inclination of the swash plate is minimum. The refrigerant gas discharged from the cylinder bore 1a to the discharge chamber 3b flows into the crank chamber 2a through the pressure supply passage 31. Refrigerant gas in the crank chamber 2a flows into the suction chamber 3a through the passage 30 and the pressure release passage 21c, and the refrigerant gas in the suction chamber 3a is sucked into the cylinder bore 1a and discharged to the discharge chamber 3b. To be done. That is, when the swash plate tilt angle is at a minimum, the discharge chamber 3b, which is the discharge pressure region, the pressure supply passage 31, the crank chamber 2a, the passage 30, and the pressure release passage 21.
c, a suction passage 3a, which is a suction pressure region, and a circulation passage through the cylinder bore 1a are formed in the compressor, and the discharge chamber 3
There is a pressure difference between b, the crank chamber 2a and the suction chamber 3a. Therefore, the refrigerant gas circulates in the circulation passage,
Lubricating oil that flows with the refrigerant gas lubricates the inside of the compressor.

When the cooling load increases from the state of FIG. 7,
This increase in the cooling load appears as a temperature rise in the evaporator 38, and the detected temperature in the evaporator 38 exceeds the set temperature. The control computer C commands the excitation of the solenoid 33 based on this detected temperature shift. Solenoid 33
The pressure supply passage 31 is closed by the excitation of the crank chamber 2a.
The pressure is reduced based on the pressure released through the passage 30 and the pressure release port 21c. Due to this pressure reduction, the tilt angle of the swash plate 15 shifts from the minimum tilt angle to the maximum tilt angle.

As the tilt angle of the swash plate 15 increases, the blocking body 21 follows the tilting of the swash plate 15 by the spring force of the suction passage opening spring 24, and the blocking surface 21e of the blocking body 21 becomes the positioning surface 27.
Away from. Sectional area passage in the suction passage 26 by the separation operation is shifted from zero to (S ₂ -S _1). The passage cross-sectional area (S ₂ ─S ₁₎ is unchanged until the swash plate inclination angle is increased to an intermediate inclination angle position shown by the chain line in FIG. Although the swash plate inclination angle increases, since the passage cross-sectional area in the suction passage 26 remains a constant value (S ₂ −S ₁ ), the refrigerant gas inflow amount from the suction passage 26 to the suction chamber 3a gradually increases. . Therefore, the amount of refrigerant gas sucked from the suction chamber 3a into the cylinder bore 1a also gradually increases, and the discharge capacity gradually increases. As a result, the discharge pressure gradually increases,
The load torque in the compressor does not change significantly in a short time.

The ISC 42 performs feedback control for sampling the rotational speed information from the rotational speed detector 41 and converging the rotational speed during idling to a target value. When the load torque of the compressor suddenly increases, the rotation speed during idling sharply drops. If the number of revolutions during idling drops sharply, the feedback control of ISC42 cannot follow, causing an engine stall,
The control computer C frequently repeats the excitation / demagnetization command of the electromagnetic opening / closing valve 32. However, in this embodiment, the increase in the load torque in the clutchless compressor during the period from the minimum tilt angle to the maximum tilt angle is slow. Therefore, the feedback control of the ISC 42 can follow the engine speed variation due to the increase of the load torque in the clutchless compressor, and there is no risk of engine stall.

From the state shown in FIG. 6, the air conditioner operation switch 40
Even when the solenoid 33 is demagnetized due to the turning OFF of the engine or a sudden change in the engine speed, the swash plate tilt angle shifts from the maximum tilt angle to the minimum tilt angle. When the air conditioner operation switch 40 is turned on or the rapid rotation speed fluctuation of the engine disappears from the state of FIG. 7, the solenoid 33 is excited and the swash plate tilt angle shifts from the minimum tilt angle to the maximum tilt angle when there is a cooling load.

When the vehicle engine is stopped, the operation of the compressor is also stopped and the electromagnetic opening / closing valve 32 is demagnetized. Therefore, the inclination angle of the swash plate is minimized, and the inclination angle of the swash plate 15 is maintained at the minimum inclination angle when the compressor is stopped.

In this embodiment, the size relationship between the diameters r and R affects the proper setting of the passage cross-sectional area in the suction passage 26, but the size relationship between the diameters r and R is easy to set appropriately. or,
The throttle body 20 is integrally formed at the center of the radius of the blocking body 21, and the suction passage 26 is on an extension of the movement path of the throttle body 20. The diameter r of the throttle body 20 is smaller than the diameter R of the suction passage 26. Therefore, even if the axis of the blocking body 21 and the axis of the suction passage 26 are slightly deviated from each other, the throttle body 20 integrally interlocked with the switching operation of the blocking body 21 smoothly appears in and out of the suction passage 26. Therefore, the passage cross-sectional area in the suction passage 26 is appropriately reduced.

Since the diaphragm body 20 and the blocking body 21 are integrated, the matching between the switching operation of the blocking body 21 and the diaphragm operation of the diaphragm body 20 depends on how the length of the diaphragm body 20 is set. Diaphragm 20
Is easy to set, and the switching operation of the blocking body 21 and the diaphragm operation of the diaphragm body 20 can be easily matched.

Further, since the throttle body 20 which is a part of the blocking body 21 projects in and out of the suction passage 26, the length of the blocking body 21 can be short. Further, in the present embodiment, the external refrigerant circuit 35
To the suction chamber 3a serving as the suction pressure region, the blocking member 21 that can switch between the closed position where the refrigerant gas cannot be introduced and the open position where the refrigerant gas can be introduced is interlocked with the tilting of the swash plate 15 to prevent the refrigerant circulation. By adopting such a refrigerant circulation prevention configuration, frost is prevented from being generated in the evaporator 38 when there is no cooling load, and a load torque fluctuation suppressing effect in switching between the maximum inclination angle and the minimum inclination angle of the swash plate 15 is suppressed. Very high. The opening and closing of the pressure supply passage 31 will be frequently repeated depending on the increase / decrease of the cooling load. However, due to the high torque fluctuation suppressing effect of the refrigerant circulation blocking configuration of the present embodiment, it is O
There is no N-OFF shock.

[0062]

[Other Embodiment] Another embodiment of the present invention will be described below. Only the differences from the first embodiment will be described.

(Second Embodiment) FIGS. 8 to 10 show a second embodiment. In this embodiment, a capacity control valve 43 is attached to the rear housing 3 as shown in FIG.
The pressure in the crank chamber 2a is controlled by the capacity control valve 43. Valve housing 44 constituting the capacity control valve 43
Includes a pressure release introduction port 44a, a suction pressure introduction port 44b,
A pressure release port 44c and a discharge pressure introduction port 44d are provided. The pressure release introduction port 44a communicates with the crank chamber 2a via a passage 45. Suction pressure introduction port 44b
Communicates with the suction passage 26 through the suction pressure introduction passage 46, and the pressure release port 44c through the passage 47.
Is in communication with. The discharge pressure introducing port 44d communicates with the discharge chamber 3b via a discharge pressure introducing passage 48.

The pressure of the suction pressure detecting chamber 49 communicating with the suction pressure introducing port 44b is adjusted by the adjusting spring 5 through the diaphragm 50.
Oppose 1. The spring force of the adjusting spring 51 is the diaphragm 5
It is transmitted to the valve body 53 via 0 and the rod 52. Disc 5
3, the spring force of the return spring 54 is the discharge pressure introducing port 44d.
It operates via the pressure-sensitive member 55 inside. The spring action direction of the return spring 54 with respect to the valve body 53 is a direction to open the valve hole 44e, and the valve body 53 which receives the spring action of the return spring 54 responds to the variation of the suction pressure in the suction pressure detection chamber 49.
Open and close. The discharge pressure acts on the pressure-sensitive member 55.
This acting direction is the same as the spring acting direction of the return spring 54. The suction pressure of the suction passage 26 is from the evaporator 38 to the suction passage 2
Pressure loss occurs due to the length of the pipeline up to 6, and this pressure loss increases as the discharge pressure increases. The action of the discharge pressure acting on the pressure sensitive member 55 compensates for the pressure loss of the suction pressure in the suction passage 26.

The discharge chamber 3b and the crank chamber 2a communicate with each other through a throttle passage 56. When the solenoid 33 is excited and the pressure supply passage 31 is closed, when the suction pressure is high (the cooling load is large), the valve opening of the valve body 53 increases. The high-pressure refrigerant gas in the discharge chamber 3b flows into the crank chamber 2a via the throttle passage 56, but if the valve opening of the valve body 53 becomes large, the passage 30, the connection passage 21d, the passage 45, from the crank chamber 2a. The amount of the refrigerant gas flowing out to the suction chamber 3a via the valve hole 44e, the pressure release port 44c and the passage 47 increases. Therefore, the pressure in the crank chamber 2a decreases. Further, since the suction pressure in the cylinder bore 1a is also high, the difference between the pressure in the crank chamber 2a and the suction pressure in the cylinder bore 1a becomes small. Therefore, the swash plate inclination angle becomes large as shown in FIG. On the contrary, when the suction pressure is low (the cooling load is small), the valve opening of the valve body 53 becomes small, and the amount of refrigerant gas flowing from the crank chamber 2a to the suction chamber 3a becomes small. Therefore, the pressure in the crank chamber 2a rises.
Further, since the suction pressure in the cylinder bore 1a is low, the difference between the pressure in the crank chamber 2a and the suction pressure in the cylinder bore 1a becomes large. Therefore, the tilt angle of the swash plate becomes small.

When the suction pressure becomes extremely low (no cooling load), the valve element 53 closes the valve hole 44e as shown in FIG. When the solenoid 33 is demagnetized, the pressure supply passage 31 opens. Therefore, the pressure increase in the crank chamber 2a is rapid, and the tilt angle of the swash plate 15 quickly shifts to the minimum tilt side. When the solenoid 33 is excited from the state of FIG. 9, the pressure supply passage 31 is shut off, and the swash plate 15 shifts from the minimum tilt angle side to the maximum tilt angle side.

That is, in this embodiment, the swash plate tilt angle is continuously variably controlled. Then, the control computer C performs the excitation / demagnetization control of the electromagnetic opening / closing valve 32 based on the detected rotation speed information obtained from the rotation speed detector 41 and the ON-OFF signal of the air conditioner operation switch 40.

A diaphragm 2 is provided on the blocking surface 21e of the blocking body 21A.
0A is integrally formed. Tip of the throttle body 20A is a tapered circumferential surface 20b _1, straight circumferential surface 20b ₂ of the throttle body 20A is circular in cross section. As shown in FIG. 10, the diameter of the throttle body 20A having a circular cross section is substantially the same as the cross sectional diameter of the suction passage 26, and the throttle body 20A can enter the suction passage 26. The straight peripheral surface 20b ₂ is the suction passage 2
The inner peripheral surface of 6 is in close contact, and in this close contact state, no gap is formed between the straight peripheral surface 20b ₂ and the inner peripheral surface of the suction passage 26.

The straight peripheral surface 20b ₂ has a throttle groove 20b.
₃ is formed. When the swash plate 15 is in the tilt position between the intermediate tilt angle shown by the chain line in FIG. 9 and immediately before the minimum tilt angle, the straight peripheral surface 20b ₂ enters the suction passage 26, and the passage cross-sectional area in the suction passage 26 is the throttle groove 20b ₃
Narrowed to the cross-sectional area of passage. This passage cross-sectional area does not change until the tilt angle of the swash plate increases to the intermediate tilt position shown by the chain line in FIG. Although the swash plate inclination angle increases, the amount of refrigerant gas flowing from the suction passage 26 into the suction chamber 3a gradually increases because the passage cross-sectional area in the suction passage 26 remains constant. Therefore, the amount of refrigerant gas sucked from the suction chamber 3a into the cylinder bore 1a also gradually increases, and the discharge capacity gradually increases. As a result, the discharge pressure gradually increases,
The load torque of the compressor does not fluctuate significantly in a short time, and there is no risk of engine stall.

(Third Embodiment) FIGS. 11 to 13 show a third embodiment. In this embodiment, the positioning surface 27 is on the annuloplasty plate 5A and the blocking surface 21 of the blocking body 21B.
A tubular diaphragm 20B is integrally formed with e. The diameter of the circular cross section of the throttle body 20B is substantially the same as the cross sectional diameter of the suction passage 26, and the throttle body 20B always enters the suction passage 26. The peripheral surface of the throttle body 20B is in close contact with the inner peripheral surface of the suction passage 26, and in this close contact state, no gap is formed between the peripheral surface of the throttle body 20B and the inner peripheral surface of the suction passage 26.

As shown in FIG. 13, a slit 20c is formed in the peripheral surface of the diaphragm body 20B. Slit 20c is the same narrow slit 20c ₁ to the intermediate position from the proximal end of the aperture body 20B, made of expanded slit 20c ₂ Metropolitan to expanded from the intermediate position to the tip. When the swash plate 15 is between the maximum tilt position shown in FIG. 11 and the intermediate tilt position shown by the chain line in FIG. 12, the expansion slit 20c ₂ enters the suction passage 26. In this state, the external refrigerant circuit 35
Of the refrigerant gas from the inside of the cylinder of the throttle body 21B to the expansion slit 20.
It flows into the accommodation hole 13 via c ₂ and the narrow slit 20 c ₁ . When the swash plate tilt angle transitions between the maximum tilt angle and the intermediate tilt angle, the passage cross-sectional area in the suction passage 26 is
It is the sum of the passage cross-sectional area in the narrow slit 20c _{1 and} the passage cross-sectional area in the portion of the widening slit 20c ₂ exposed from the suction passage 26.

When the swash plate 15 is in the tilt position between the intermediate tilt angle and the position immediately before the minimum tilt angle shown by the chain line in FIG. 12, the narrow slit 20c ₁ enters the suction passage 26. The passage cross-sectional area in the suction passage 26 is narrowed down to the passage cross-sectional area in the portion of the narrow slit 20c ₁ exposed from the suction passage 26. This passing cross-sectional area gradually increases until the swash plate tilt angle increases to the intermediate tilt angle position shown by the chain line in FIG. Since the passage cross-sectional area in the suction passage 26 narrowed by the narrow slit 20c ₁ gradually increases, the amount of refrigerant gas flowing from the suction passage 26 into the suction chamber 3a gradually increases. Therefore, the amount of refrigerant gas sucked from the suction chamber 3a into the cylinder bore 1a also gradually increases, and the discharge capacity gradually increases. As a result, the discharge pressure gradually increases,
The load torque of the compressor does not fluctuate significantly in a short time, and there is no risk of engine stall.

In the structure in which the throttle body 20B, which is a part of the blocking body 21B, does not project into and retract from the suction passage 26, how the width of the slit 20c is set affects the degree of reduction of the passage cross-sectional area in the suction passage 26. A proper width of the slit 20c can be easily set, and a configuration in which the throttle body 20B is always inserted in the suction passage 26 facilitates proper setting of the degree of throttling of the passage cross section in the suction passage 26.

(Fourth Embodiment) FIGS. 14 and 15 show a fourth embodiment. In this embodiment, the same blocking body 21B and throttle body 20B as in the third embodiment are used, but a part of the cylinder block 1 is formed as a part of the suction passage 26. That is, the cylinder block 1 is provided with a cylindrical passage forming member 1c. The passage forming body 1c is inserted into the suction passage 26, and the inside of the cylinder of the passage forming body 1c becomes a part of the suction passage 26. The throttle body 20B is the passage forming body 1.
As always, the passage cross section in the suction passage 26 gradually increases due to the throttling action of the throttling body 20B when the swash plate tilt angle increases from the minimum tilt angle as in the third embodiment. Therefore, the load torque of the compressor does not fluctuate significantly in a short time, and there is no risk of engine stall.

The structure in which the passage forming body 1c is formed integrally with the cylinder block 1 makes it easy to properly set the positional relationship between the accommodation hole 13 and the suction passage 26 in the cylinder of the passage forming body 1c. That is, it becomes easy to manage the gap between the peripheral surface of the throttle body 20B and the inner peripheral surface of the passage forming body 1c. Therefore, the configuration in which the blocking body 21B is housed in the cylinder block 1 and the throttle body 20B is housed in the passage forming body 1c that is a part of the cylinder block 1 is appropriate in the degree of throttling of the passage cross-sectional area in the suction passage 26. Easy to set up.

(Fifth Embodiment) FIGS. 16 and 17 show a fifth embodiment. In this embodiment, the blocking body 21C and the cylindrical throttle body 20C are separate bodies, and the throttle body 20C is always inserted in the suction passage 26. The throttle body 20C is constantly pressed against the blocking surface 21e of the blocking body 21C by the spring force of the suction passage opening spring 24 in the suction passage 26. The same slit 20c as in the case of the third embodiment has a diaphragm body 20C.
Is formed. Also in this embodiment, when the swash plate tilt angle increases from the minimum tilt angle, the passage cross-sectional area in the suction passage 26 gradually increases due to the throttling action of the throttling body 20C. Therefore, the load torque of the compressor does not fluctuate significantly in a short time, and there is no risk of engine stall.

(Sixth Embodiment) FIGS. 18 and 19 show a sixth embodiment. In this embodiment, a connection passage 21d is formed on the peripheral surface of the large diameter portion 21a of the blocking body 21. As shown in FIG. 18, when the tilt angle of the swash plate is the maximum tilt angle, the pressure release port 21c communicates the accommodation hole 13 with the inside of the cylinder of the blocking body 21. As shown in FIG. 19, when the tilt angle of the swash plate is on the side of the minimum tilt angle, the pressure release passage 21c is in the cylinder of the blocking body 21 and the passage 4
communicate with c. That is, the pressure release port 21c is always a first branch passage that connects the crank chamber 2a and the suction chamber 3a.

A passage 14 is formed in the cylinder block 1. The inlet 14a of the passage 14 is opened to the inner peripheral surface of the accommodation hole 13, and the outlet of the passage 14 is opened to the suction chamber 3a. As shown in FIG. 18, when the swash plate inclination is the maximum inclination, the connection passage 21 d on the blocking body 21 is connected to the inlet 1 of the passage 14.
4a. In the tilt range in which the swash plate 15 reaches the minimum tilt angle from the intermediate tilt position shown by the chain line in FIG.
Disconnect from the inlet 14a. When the swash plate 15 is near the maximum inclination angle, the crank chamber 2a has a pressure release port 21c.
The suction chamber 3a is communicated with the suction chamber 3a via the first branch passage, and the suction chamber 3a is communicated with the second branch passage with the connection passage 21a and the inlet 14a. The swash plate 15 is shown in FIG.
In the tilt range from the intermediate tilt position indicated by the chain line to the minimum tilt angle, the crank chamber 2a communicates with the suction chamber 3a only via the first branch passage that is the pressure release port 21c. That is, the passage cross-sectional area of the pressure release passage that connects the crank chamber 2a and the suction chamber 3a changes according to the tilt angle of the swash plate.

The passage cross-sectional area S _{3 at the} pressure release port 21c is smaller than the passage cross-sectional area S _{4 at} the inlet 14a of the passage 14. The cross-sectional area S ₄ of passage is the cross-sectional area of passage 14 and is smaller than the cross-sectional area of passage 30.
The passage cross-sectional area (S ₃ + S ₄ ) is set so as to stably maintain the swash plate inclination maximum state, and the passage cross-section S ₃ stabilizes the swash plate minimum inclination when the pressure supply passage 31 is opened. Are set to hold.

The connecting passage 21d on the blocking body 21 is not connected to the inlet 14a of the passage 14 while the swash plate 15 moves from the minimum inclination angle to the intermediate inclination position shown by the chain line in FIG. In this state, the passage cross-sectional area of the pressure release passage from the crank chamber 2a to the suction chamber 3a is equal to the passage cross-section area S at the pressure release passage 21c.
_{Is 3} . The discharge of the refrigerant gas from the crank chamber 2a to the suction chamber 3a is subject to a throttling action at the pressure release port 21c of the passage cross-sectional area S ₃ , and the pressure reduction in the crank chamber 2a is slow. The time required for the swash plate tilt angle to change from the minimum tilt angle to the maximum tilt angle depends on the size of the passage cross-sectional area S ₃ .

When the swash plate 15 is located in the middle inclination range excluding the vicinity of the maximum inclination and in the vicinity of the minimum inclination connected to this range, the passage cross-sectional area S _{3 of the} pressure release passage from the crank chamber 2a to the suction chamber 3a is the maximum. It is smaller than the passing cross-sectional area (S ₃ + S ₄ ) for stably maintaining the tilted state. Therefore, the swash plate tilt angle gradually increases from the minimum tilt angle, and the gradual increase in the tilt angle and the increase in the load torque in the clutchless compressor during the throttle effect of the throttle body 20 from the minimum tilt angle to the maximum tilt angle are slowed down. . Therefore, the feedback control of the ISC 42 can follow the engine speed variation due to the increase of the load torque in the clutchless compressor, and there is no risk of engine stall.

(Seventh Embodiment) FIGS. 20 and 21 show a seventh embodiment. In this embodiment, the connecting cylinder 57 is slidably supported on the rotating shaft 9. Connection tube 57
A circlip 58 is interposed between one end of the swash plate 15 and the swash plate 15, and a flange 57a at the other end of the connecting cylinder 57 is engaged with the inner ring 25b of the deep groove ball bearing member 25. The transmission cylinder 28 is supported on the connecting cylinder 57. Transmission tube 28
Always contacts both the swash plate 15 and the inner ring 25b.
Therefore, the blocking body 21 is connected through the connecting cylinder 57 and the transmission cylinder 28, and the blocking body 21 is interlocked with the tilting of the swash plate 15. Therefore, the suction passage opening spring 24 in each of the above embodiments is unnecessary.

The passage 14 in the cylinder block 1 has a second passage.
An inlet 14a serving as a branch passage and an inlet 14b serving as a third branch passage are formed. As shown in FIG. 20, when the swash plate inclination angle is near the maximum, the connection passage 21d is connected to the inlet 1
4a. As shown in FIG. 21, when the swash plate tilt angle is near the minimum tilt angle, the connection passage 21d connects to the inlet 14b. That is, the passage cross-sectional area in the pressure release passage when the swash plate 15 is in the intermediate tilt angle range is the passage cross-sectional area of the pressure release passage 21c where the swash plate 15 serves as the first branch passage. for that reason,
The swash plate tilt angle gradually increases from the minimum tilt angle, and the gradual increase of the tilt angle and the increase of the load torque in the clutchless compressor during the throttle effect of the throttle body 20 from the minimum tilt angle to the maximum tilt angle are slowed down. The increase in the load torque during the transition of the swash plate 15 from the minimum tilt angle to the maximum tilt angle becomes slow, and there is no risk of engine stall. The minimum inclination angle is the same as the case where the passage cross-sectional area in the pressure release passage is the maximum inclination angle. Therefore, the amount of circulating oil in the compressor is larger than that in the sixth embodiment, and the lubrication in the compressor in the minimum tilt angle state is better than that in the sixth embodiment.

(Eighth Embodiment) In FIGS. 22 and 23,
Shows an eighth embodiment. In this embodiment, the positioning surface 27 is
On the valve forming plate 5A, the blocking surface 2 of the blocking body 21D
A diaphragm 20D is integrally formed with 1e. Diaphragm 2
0D peripheral surface 20d₀Is the first tapered peripheral surface 20 on the tip side.
d₁And the second tapered peripheral surface 20d on the base end side₂Consisting of
There is. 2nd taper peripheral surface 20d₂To the axis of L
Against taper peripheral surface 20d₂The slope of the busbar of
Surface 20d₁Inclination, that is, the taper peripheral surface with respect to the axis L
20d ₁It is smaller than the slope of the bus. First te
Super peripheral surface 20d₁And the second tapered peripheral surface 20d₂Empty
20d diaphragm surface₀The center of the cross-section circle is on the axis L of the rotating shaft 9.
It is in. The diameter of the cross-sectional circle at the base end of the throttle body 20D is the suction passage 2
The diameter of the cross section circle 6 is slightly smaller than that of the diaphragm body 2.
OD is all in the suction passage 26 as shown by the chain line in FIG.
It is possible to enter. The throttle body 20D is placed in the suction passage 26.
When completely inserted, the blocking surface 21e serves as the positioning surface 2
7 and the blocking surface 21e abuts the positioning surface 27.
Sometimes the suction passage 26 is completely shut off.

The curve E in the graph of FIG. 23 represents the change in the cross-sectional area of passage in the suction passage 26 over the entire range from the maximum swash plate inclination state to the minimum swash plate inclination angle state, that is, the maximum discharge volume range. The straight line portion E ₁ represents the area S ₀ surrounded by the outlet peripheral edge 26a of the suction passage 26 when the throttle body 20D is separated from the suction passage 26. That is, the passage cross-sectional area between the tip peripheral edge of the throttle body 20D and the outlet peripheral edge 26a of the suction passage 26 at this time is equal to or larger than the passage cross-sectional area S ₀ of the main body of the suction passage 26. The curved portion E ₂ is the diaphragm 20D.
Of the throttle body 2 when the vehicle is separated from the suction passage 26
The cross-sectional area of passage between the tip peripheral edge of 0D and the outlet peripheral edge 26a of the suction passage 26 is shown. The curve E ₃ is the first tapered peripheral surface 2
The cross section of passage when 0d ₁ enters the suction passage 26 is shown. The curved portion E ₄ is the second tapered peripheral surface 20d ₂
Represents the cross-sectional area of passage when is entering the suction passage 26. The curve E ₅ represents the cross-sectional area of passage between the blocking surface 21e and the outlet peripheral edge 26a. That is, the passing cross-sectional area between the blocking surface 21e and the outlet peripheral edge 26a at this time is the minimum passing cross-sectional area S between the _second tapered peripheral surface 20d ₂ and the outlet peripheral edge 26a.
It is ₁ or less.

The inclination of the _second tapered peripheral surface 20d ₂ is gentler than the inclination of the first tapered peripheral surface 20d ₁ . Therefore, the second
The rate of change of the passage cross-sectional area in the suction passage 26 due to the throttling action of the tapered peripheral surface 20d ₂ is
It is slower than the rate of change of the passage cross-sectional area in the suction passage 26 due to the throttling action of d ₁ . Two tapered peripheral surfaces 20
The two-stage change of the passage cross-sectional area due to d ₁ and 20d ₂ causes the change rate of the passage cross-sectional area when the discharge volume is small to be as slow as possible. Therefore, the swash plate tilt angle increases more slowly from the minimum tilt angle than in the above-described respective embodiments, and the clutchless compressor during the slow tilt angle increase and the throttle action of the throttle body 20 from the minimum tilt angle to the maximum tilt angle. To slow the increase in load torque at. The increase in the load torque during the transition of the swash plate 15 from the minimum tilt angle to the maximum tilt angle becomes slower, and the risk of engine stall is further eliminated as compared with the above-described embodiments.

Although an embodiment in which the diameter of the diaphragm peripheral surface 20d ₀ is continuously changed is possible, the diaphragm peripheral surface 20d ₀ is formed only by the _two tapered peripheral surfaces 20d ₁ and 20d ₂ as in this embodiment. The configuration facilitates the processing of the diaphragm peripheral surface 20d ₀ .

When the inclination angle of the swash plate is large, the passage cross-sectional area in the suction passage 26 becomes maximum as shown by the straight line portion E ₁ . If the cross-sectional area of passage in the suction passage 26 is reduced when the swash plate inclination is large, suction resistance increases and volume efficiency decreases. Therefore, when the inclination angle of the swash plate is large as in this embodiment, it is better not to reduce the passage cross-sectional area in the suction passage 26.

(Ninth Embodiment) FIGS. 24 and 25 show a ninth embodiment. In this embodiment, a cylindrical diaphragm 20E is integrally formed on the blocking surface 21e of the blocking body 21E. The diameter of the circular cross section of the throttle body 20E is substantially the same as the cross sectional diameter of the suction passage 26, and the throttle body 21E is always inserted in the suction passage 26. The peripheral surface of the throttle body 20E has a suction passage 26.
In close contact with the inner peripheral surface of the suction passage 26, there is no gap between the peripheral surface of the throttle body 20E and the inner peripheral surface of the suction passage 26.

As shown in FIG. 25, a slit 20e is formed in the peripheral surface of the diaphragm body 20E. The configuration of the present embodiment is the same as that of the third embodiment except that the shape of the slit 20e is different from that of the slit 20c of the third embodiment. The slit 20e gradually expands from the base end to the tip of the diaphragm body 20E. The widening shape of the slit 20e is set so that the change of the cross-sectional area of passage in the slit 20e is close to the curve E of FIG. In this embodiment as well, slower increase / decrease of the load torque can be obtained as in the eighth embodiment.

(Tenth Embodiment) FIGS. 26 to 28 show a tenth embodiment (FIG. 28 is a comparative example). In this embodiment, the diaphragm body 20F has a substantially hemispherical shape, and its end is cut off in the direction orthogonal to the rotation axis L.
The inner peripheral surface of the suction passage 26 on the side of the throttle body 20F is enlarged in diameter toward the side of the throttle body 20F. Therefore,
Its inner peripheral surface forms a tapered receiving surface 26a.

When the swash plate 15 moves from the maximum tilt angle side to the minimum tilt angle side, the diaphragm 20F has its convex curved surface 20d.
Is gradually moved while gradually narrowing the passage cross-sectional area between the receiving surface 26a. Then, as shown in FIG. 26 (a), in the state where the passage cross-sectional area is zero, the convex curved surface 20 d, which has exerted the throttling action until immediately before, and the receiving surface 26 a are brought into contact with each other in the annular region, and the suction passage 26. Is cut off. That is, in the present embodiment, the diaphragm body 20F also serves as the blocking body 21. Therefore, the convex curved surface 20d of the diaphragm body 20F has the first
The blocking surface 21e in the embodiment and the receiving surface 26
a is a positioning surface 27.

On the contrary, as shown in FIG. 26 (b), the swash plate 1
When 5 is moved from the minimum inclination angle side to the maximum inclination angle side, the contact state of the throttle body 20F with the receiving surface 26a is dissociated, and the dissociated contact portion immediately exerts the throttle effect, so that the suction passage 26 of The cross-sectional area of passage is gradually increased.

By the way, for example, as shown in FIG.
In the configuration in which the throttle body 60 does not engage with the suction passage 61, the outer diameter r1 of the throttle body 60 including the dimensional tolerance and the like is set in order to make the throttle body 60 smoothly move in and out.
Needs to be slightly smaller than the inner diameter R1. Therefore,
The throttle body 60 is retracted into the suction passage 61, and the blocking surface 62 is brought into contact with the positioning surface 63.
Even if the cross-sectional area of passage becomes zero, the cross-sectional area does not become zero in the throttle portion. Therefore, when the suction passage 61 is opened (at the moment when the swash plate 15 is moved from the minimum tilt angle to the maximum tilt angle), the passing cross-sectional area α is zero when the distance between the positioning surface 63 and the blocking surface 62 is x. From α = 2πR1
It will be directly increased with the relation of x. Therefore, as shown by the passage cross-section area α in the enlarged circle in FIG. 27, the passage cross-section area increases rapidly, and as a result, it becomes difficult to perform stable capacity control at the start of opening of the suction passage 61. Note that, in FIG. 27, a chain double-dashed line indicates, for reference, a change in the cross-sectional area of passage when the diaphragm 20F (60) is not provided.

However, in the present embodiment, the diaphragm body 20
F is brought into contact with the receiving surface 26a, which is the tapered surface of the suction passage 26, by its convex curved surface 20d, so that the blocking member 21
Also has the role of. Therefore, when the suction passage 26 is closed, the cross-sectional area of the throttle portion can be made zero, and the passage cross-sectional area at the start of opening the suction passage 26 is smoothly increased from zero. Therefore, compared with the example shown in FIG. 28, it is possible to suppress the passing cross-sectional area from being rapidly increased.

When the blocking body 21 is moved in the opening direction, the convex curved surface 20d of the diaphragm body 20F and the tapered receiving surface 26a work together with the diaphragm body 20F on the receiving surface 26a. The proximity (shortest distance) point K is also moved in the same direction. That is, the relative movement amount between the proximity point K and the blocking body 21 becomes smaller than the actual movement amount of the blocking body 21, and the increasing amount of the distance between the receiving surface 26a and the diaphragm body 20F increases the blocking body 21. Is not proportional to the movement of. That is, the degree of increase in the passage cross-sectional area at the beginning of opening of the suction passage 26 is suppressed, and the sudden increase in the passage cross-sectional area can be suppressed.

As described above, according to this embodiment, FIG.
As indicated by the solid line in FIG. 5, even when the suction passage 26 is opened, it is possible to suppress a rapid increase in the passage cross-sectional area, and it is possible to suppress a rapid increase fluctuation in the load torque in the compressor resulting from the increase.

Further, due to the bulge caused by the convex curved surface 20d at the throttle portion, the passage cross-sectional area is smoothly increased until the throttle body 20F is separated from the suction passage 26,
Therefore, as shown in FIG. 27, stable capacity control can be performed even after the opening of the suction passage 26 is started.

Further, in this embodiment, the diaphragm body 20F is brought into contact with the receiving surface 26a at an intermediate portion of the convex curved surface 20d. Therefore, the stress at the time of contact is dispersed and the diaphragm 2
0F and the receiving surface 26a are prevented from being damaged, and the durability of the throttle body 20F and the receiving surface 26a is improved.

Moreover, the diaphragm body 20F is in line contact with the receiving surface 26a on a part of the peripheral surface of the convex curved surface 20d. In other words, since the convex curved surface 20d is a spherical surface and the receiving surface 26a is a tapered surface, the convex curved surface 20d and the receiving surface 26a always come into line contact with each other to perform a sealing action. Therefore, the convex curved surface 20d and the receiving surface 26a can have a large tolerance, do not require much processing accuracy, and are easily processed.

The following embodiments can be carried out without departing from the spirit of the present invention. (1) A crank having a capacity control valve (corresponding to the capacity control valve 43 of the second embodiment) interposed in a passage (corresponding to the throttle passage 56 of the second embodiment) for supplying the refrigerant gas from the discharge chamber to the crank chamber. It may be embodied as a clutchless compressor that controls the pressure in the room. (2) As the suction pressure region, in addition to the suction chamber 3a, the crank chamber 2a is formed by the blocking bodies 21, 21A, 21B, 21C.
There is a through hole 4c in the accommodation hole 13 partitioned from the. (3) As the discharge pressure region, in addition to the discharge chamber 3b, there is an external refrigerant circuit inside the discharge port 1b and between the discharge port 1b and the condenser 36. (4) In the tenth embodiment, the throttle body 20F is a cylindrical body, and the tip edge of the diaphragm body 20F is configured to be engageable with the receiving surface 26a. (5) The receiving surface 26a is a convex curved surface having a curvature larger than that of the convex curved surface 20d. (6) In the tenth embodiment described above, another diaphragm is provided on the front end surface of the diaphragm, and the convex curved surface 20d of the diaphragm is the accommodation hole 1
After exiting from 3, it should be located in the accommodation hole 13. By doing so, a stable diaphragm action can be achieved even in the entire area of the capacity change.

[0102]

As described above in detail, according to the present invention, in the tilt range of the swash plate from the intermediate tilt angle between the maximum tilt angle and the minimum tilt angle of the swash plate to the minimum tilt angle, the diaphragm is interlocked with the switching operation of the blocking body. Since I tried to narrow the passage cross section of the intake passage depending on the body,
When the inclination angle of the swash plate changes from the minimum inclination angle to the maximum inclination angle, the increase of the load torque in the compressor becomes slow, and the excellent effect of preventing the engine stall is exhibited.

According to the second aspect of the present invention, since the suction passage is formed on the extension line of the movement path of the blocking body, it is possible to easily and properly set the throttle degree of the passage cross-sectional area in the suction passage. Claim 3
In the invention, the throttle body is made a part of the blocking body, and the throttle body is made to enter the suction passage so as to narrow the passage cross-sectional area in the suction passage. Therefore, the switching operation of the blocking body and the throttling operation of the throttle body are facilitated. Can match.

According to the fourth aspect of the invention, the throttle body is disengaged from the suction passage when the passage cross-sectional area in the suction passage is not narrowed. Therefore, the length of the blocking body can be shortened and the weight can be reduced.

According to the fifth aspect of the present invention, since the throttle body is always inserted into the suction passage, the degree of throttling of the passage cross-sectional area in the suction passage can be easily set appropriately. According to the invention of claim 6, at least a part of the suction passage is formed in the cylinder block,
Since the blocking body and the throttle body are housed in the cylinder block and the passage cross-sectional area in the suction passage on the cylinder block is narrowed by the throttle body, the degree of reduction of the passage cross-sectional area in the suction passage can be easily set appropriately. .

According to the seventh aspect of the present invention, the passage sectional area in the suction passage is narrowed by the two tapered peripheral surfaces on the throttle body, so that the compressor when the inclination angle of the swash plate changes from the minimum inclination angle to the maximum inclination angle. In this case, the increase of the load torque becomes slower and the engine stall can be prevented.

According to the eighth aspect of the present invention, when the swash plate is at the maximum tilt angle, the blocking member is arranged at a position to open the second branch passage, and when the swash plate is at the intermediate tilt angle range, the blocking member is positioned at the second branch passage. Since the first branch passage is always open, the swash plate inclination is slowly increased from the minimum inclination, and the swash plate inclination is slowly increased. It contributes to the prevention of a sudden increase in torque.

According to the ninth aspect of the present invention, when the swash plate is in the intermediate tilt angle range, the pressure release passage is narrowed more than in the case of the minimum tilt angle and the maximum tilt angle. Therefore, the swash plate tilt angle increases slowly from the minimum tilt angle. The slow increase of the swash plate inclination contributes to the prevention of the sudden increase of the load torque in the compressor, and
It is possible to improve the lubrication inside the compressor in the minimum inclination state in which the refrigerant gas is prevented from flowing into the suction pressure region from the external refrigerant circuit.

According to the tenth aspect of the invention, since the throttle body also serves as the blocking body, the passage area gradually increases even at the start of opening of the suction passage, and a sudden increase in load torque can be prevented.

According to the eleventh aspect of the present invention, since the proximity point between the diaphragm body and the receiving portion is moved, the relative movement amount between the proximity point and the blocking body is greater than the actual movement amount of the blocking body. The amount of increase in the distance between the receiving portion and the throttle body is not proportional to the movement of the blocking body. Therefore, it is possible to prevent the load torque of the compressor from rapidly increasing even when the opening of the suction passage is started.

According to the twelfth aspect of the invention, since the throttle body is in line contact with the receiving surface in the annular region, the external refrigerant circuit and the suction region are reliably shut off. According to a thirteenth aspect of the present invention, the refrigerant gas is throttled between the throttle body having a convex curved surface shape and the tapered receiving surface, and the convex curved surface is brought into contact with the tapered surface so that the suction passage is formed. Be cut off. Therefore, even if the shape accuracy of the convex curved surface or the tapered surface is somewhat poor, the sealing is surely performed.

[Brief description of drawings]

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

FIG. 2 is a sectional view taken along line AA of FIG.

FIG. 3 is a sectional view taken along line BB of FIG. 1;

FIG. 4 is a side sectional view of the entire compressor in a state where the swash plate tilt angle is at a minimum.

5 is an enlarged cross-sectional view taken along line CC of FIG.

FIG. 6 is an enlarged cross-sectional view of a main part in which the swash plate tilt angle is at a maximum.

FIG. 7 is an enlarged cross-sectional view of an essential part in which the swash plate tilt angle is at a minimum.

FIG. 8 is a side sectional view of the entire compressor showing a second embodiment.

FIG. 9 is an enlarged cross-sectional view of a main part in a state where the swash plate inclination angle is minimum.

10 is an enlarged cross-sectional view taken along line DD of FIG.

FIG. 11 is an enlarged cross-sectional view of the essential parts showing the third embodiment.

FIG. 12 is an enlarged cross-sectional view of an essential part in which the swash plate tilt angle is at a minimum.

13 is an enlarged cross-sectional view taken along line EE of FIG.

FIG. 14 is an enlarged cross-sectional view of the essential parts showing the fourth embodiment.

15 is an enlarged sectional view taken along line FF of FIG.

FIG. 16 is an enlarged cross-sectional view of the essential parts showing the fifth embodiment.

17 is an enlarged cross-sectional view taken along the line GG of FIG.

FIG. 18 is an enlarged cross-sectional view of the essential parts showing the sixth embodiment.

FIG. 19 is an enlarged cross-sectional view of a main part in which the swash plate tilt angle is at a minimum.

FIG. 20 is an enlarged cross-sectional view of the essential parts showing the seventh embodiment.

FIG. 21 is an enlarged cross-sectional view of a main part in a state where the swash plate tilt angle is minimum.

FIG. 22 is an enlarged sectional view of an essential part showing the eighth embodiment.

FIG. 23 is a graph showing a change in passage cross-sectional area in the suction passage.

FIG. 24 is an enlarged cross-sectional view of the essential parts showing the ninth embodiment.

25 is an enlarged cross-sectional view taken along line HH of FIG.

FIG. 26 is an enlarged sectional view of an essential part showing the tenth embodiment, in which (a) shows a state in which the suction passage is sealed, and (b).
Indicates an open state.

FIG. 27 is a graph showing the relationship between capacitance change and passage cross section.

FIG. 28 is an enlarged cross-sectional view of the essential parts showing the technique compared with the tenth embodiment.

[Explanation of symbols]

DESCRIPTION OF SYMBOLS 1 ... Cylinder block, 1c ... Passage formation body which forms a suction passage, 2a ... Crank chamber, 3a ... Suction chamber which becomes a suction pressure region, 14, 30 ... Passage which constitutes a pressure release passage, 14a ...
Inlet serving as the second branch passage, 14b ... Inlet serving as the third branch passage, 15 ... Swash plate, 20, 20A, 20B, 20
C, 20D, 20E, 20F ... diaphragm body 21,21A,
21B, 21C, 21D, 21E, 21F ... Blocking body that constitutes the minimum tilt angle defining means, 27 ... Positioning surface that constitutes the minimum tilt angle defining means, 21c ... Pressure release through hole that serves as the first branch passage, 21d ... Connection path , 26 ... Inhalation passage.

 ─────────────────────────────────────────────────── ─── Continuation of the front page (72) Inventor Koji Kawamura 2-chome Toyota-cho, Kariya city, Aichi Stock company Toyota Industries Corporation (72) Inventor Shinichi Ogura 2-chome Toyota-cho, Kariya city, Aichi stock Company Toyota Loom Works

Claims (13)

[Claims] 1. A rotary support is fixedly attached to a rotary shaft in a housing that accommodates a single-headed piston in a cylinder bore in a reciprocating linear motion, and a swash plate is tiltably supported in the rotary support so that the pressure in the crank chamber is reduced. The suction angle of the swash plate is controlled according to the difference between the suction pressure and the suction pressure through the single-headed piston, and the pressure in the discharge pressure area is supplied to the crank chamber, and the pressure in the crank chamber is changed to the suction pressure area via the pressure release passage. In a variable capacity compressor that discharges and regulates the pressure in the crank chamber, a minimum tilt angle defining means that defines a minimum tilt angle of the swash plate so as to provide a discharge capacity that is not zero, and at least a part of the tilt of the swash plate. And a shut-off body which is switched between a closed position where the refrigerant gas cannot be introduced from the external refrigerant circuit into the suction pressure region and an open position where the refrigerant gas can be introduced, and a suction unit which introduces the refrigerant gas from the external refrigerant circuit into the suction pressure region. aisle In the range of the inclination angle of the swash plate from the intermediate inclination angle between the maximum inclination angle and the minimum inclination angle of the swash plate to the minimum inclination angle. A variable displacement compressor in which the passage cross-sectional area of the suction passage is reduced by the body. 2. The variable capacity compressor according to claim 1, wherein the suction passage is formed on an extension line of a movement path of the blocking body. 3. The diaphragm body is a part of the barrier body,
The variable displacement compressor according to claim 1 or 2, wherein the variable capacity compressor enters the suction passage to reduce a passage cross-sectional area in the suction passage. 4. The variable displacement compressor according to claim 1, wherein the throttle body separates from the suction passage when the inclination angle of the swash plate is maximum. 5. The variable capacity compressor according to claim 3, wherein the throttle body is always inserted in the suction passage. 6. At least a part of the suction passage is formed in a cylinder block having the cylinder bore, the blocking body and the throttle body are housed in the cylinder block, and the throttle body is on the cylinder block. The variable capacity compressor according to any one of claims 1 to 5, wherein a passage cross-sectional area in the suction passage is reduced. 7. The suction passage is narrowed by a diaphragm peripheral surface of a diaphragm body, and the diaphragm peripheral surface has a first taper peripheral surface inclined with respect to a moving path of the diaphragm body and a second taper continuous with the first taper peripheral surface. The inclination of the second taper peripheral surface is smaller than the inclination of the first taper peripheral surface, and the diaphragm action by the diaphragm peripheral surface due to the decrease of the inclination angle of the swash plate is the first taper peripheral surface. 7. The variable capacity compressor according to any one of claims 1 to 6, wherein the throttling action of No. 2 shifts to the throttling action of the second tapered peripheral surface. 8. The blocking body is disposed on the pressure release passage so as to be able to move forward and backward, and the pressure release passage is branched into a first branch passage and a second branch passage, and the swash plate is When the swash plate is in the intermediate tilt angle range between the maximum tilt angle and the minimum tilt angle, the blocking body is located at the position where the blocking body closes the second branch passage when it is at the maximum tilt angle. The variable displacement compressor according to claim 1, wherein the variable displacement compressor is arranged and the first branch passage is always open. 9. The blocking body is disposed on the pressure release passage so as to be able to move forward and backward, and the pressure release passage branches into a first branch passage, a second branch passage, and a third branch passage. When the swash plate is at the maximum tilt angle, the blocking body is arranged at a position that opens the second branch passage and closes the third branch passage, and the swash plate is at an intermediate tilt angle range between the maximum tilt angle and the minimum tilt angle. When the swash plate is at the minimum tilt angle, the blocking body closes the second branch passage and the third branch passage while the blocking body closes the second branch passage and the third branch passage. The variable capacity compressor according to any one of claims 1 to 7, which is arranged in an open position and in which the first branch passage is always open. 10. The throttle body also serves as the blocking body, and when the swash plate is at the minimum inclination angle, it comes into contact with the receiving portion formed in the suction passage to make it impossible to introduce the refrigerant gas. Variable capacity compressor. 11. The proximity point of the receiving portion with respect to the throttle body,
11. The variable displacement compressor according to claim 10, wherein the shapes of the throttle body and the receiving portion are set so that they are moved in the same direction as the throttle body is moved. 12. The variable displacement compressor according to claim 11, wherein the receiving portion is a surface whose diameter is expanded on the side of the throttle body. 13. The variable displacement compressor according to claim 12, wherein the receiving surface is tapered and the throttle body is convexly curved.