JPS5970894A - Flow control device for multilobe type vane rotary compressor - Google Patents

Abstract

PURPOSE:To reduce required power and improve temperature control and running feeling in a car room by opening and closing an intake port of a compression chamber or at least one path communicating to the intake port to control refrigerant amount sent into a cylinder. CONSTITUTION:Refrigerant gas flows into a suction chamber 6 from a suction port 13 provided on the upper portion of a front cover 5 and further from three suction paths 13a arranged in a front plate 3 into each compression chamber of a cylinder 1. When a solenoid valve 19 is energized, a rod 20 is sunk so that an opening and closing plate 18 closes a path 17 by a spring 15. Then, the refrigerant gas cannot be introduced from the suction path 17. As a result, the refrigerant amount sucked by a compressor is reduced about to two thirds and thereby required power reduced. Also, since temperature in a car room is controlled without stopping the running of the compressor, temperature variation is small compared control according to intermittent operation of a conventional clutch, and running feeling is not damaged.

Description

DETAILED DESCRIPTION OF THE INVENTION Field of the Invention The present invention relates to a control device for controlling the refrigeration flow rate of a multilobe vane rotary compressor that constitutes a refrigeration cycle of an automobile air conditioner or the like.

Conventional Structure and Problems Generally, an air conditioner for an automobile is constructed by sequentially connecting a compressor, a condenser, a liquid receiver, an expansion valve, and an evaporator with a refrigerant pipe. The compressor is attached to the engine block and driven by the engine via a belt and an electromagnetic clutch. A feature of such an air conditioner for an automobile is that since the compressor is driven by an engine, the rotational speed of the compressor varies over a wide range with the engine rotational speed.

Such air conditioners are constructed with a refrigeration cycle that exhibits appropriate cooling capacity at a certain appropriate rotation speed, but in recent years, due to traffic conditions, it has become increasingly difficult to cool the engine at low speeds, that is, when driving at low speeds. Ability is becoming more important.

Therefore, during high-speed rotation, due to the thermal balance between the refrigeration capacity of the compressor, the heat dissipation capacity of the condenser, and the heat absorption capacity of the evaporator in the refrigeration cycle, the discharge pressure of the compressor generally rises above the appropriate value. Suction pressure tends to decrease.

This phenomenon occurs because the refrigerating capacity of the compressor varies with the rotation speed.
The compressor increases in direct proportion and is clearly visible.

However, in such refrigeration cycles, the discharge temperature often rises abnormally during high-speed rotation.
This caused problems such as deterioration of the refrigerating machine oil and damage to the rubber piping. Furthermore, this caused damage to the compressor itself, such as burnout, and caused a severe loss of reliability. However, there are still many problems such as the required power of the compressor increases significantly and the driving feeling of the vehicle, such as poor acceleration.

To solve this problem, capacity control using the so-called cylinder bypass method, which bypasses the compression start gas refrigerant inside the compression stroke to the suction side, is widely known for room air conditioner compressors, but it is not reliable for car air conditioner compressors. It has not been put into practical use due to issues such as gender.

On the other hand, in a sliding vane rotary compressor, a structure in which the suction amount is controlled during high-speed rotation by appropriately designing the suction passage has been put into practical use in recent years, and so-called capacity control over the rotation speed has been realized. This structure suppresses discharge pressure and temperature rise in the high-speed rotation range,
It has been confirmed that the power required for the compressor is significantly reduced.

However, this capacity control based on the design of the suction passage depends only on the rotation speed of the compressor, and the gas flow rate cannot be controlled. For example, if the heat load in the passenger compartment is high, the rotation speed may be increased. However, if the cooling power does not increase too much, it will be difficult to cool rapidly, and conversely, if the heat load is extremely small, the cooling power will become excessive even if the rotation speed is low and the cooling power is small. In some cases, this resulted in unnecessary power consumption.

Currently, when the heat load is small, the mainstream method is to use an indoor temperature thermometer to disengage the electromagnetic clutch of the compressor and stop the compressor when the indoor temperature drops below a certain set temperature. However, with this method, there is discomfort in terms of temperature controllability in the vehicle interior and driving feeling due to turning on and off the clutch. moreover,
Regarding the efficiency of cooling power relative to the required power, it is better to keep the cooling power at an appropriate level and keep the clutch ON than when the clutch is not engaged.

The off control has the disadvantage of low efficiency in terms of the amount of heat in the evaporator.

Purpose of the Invention The present invention solves the above-mentioned conventional drawbacks, and aims to reduce the required power, control the temperature inside the vehicle interior, improve the driving feeling, and improve the annual efficiency of the refrigeration cycle. The purpose is to

Structure of the Invention In order to achieve this object, the present invention opens and closes the inlet of each compression chamber or at least one passage leading to the inlet of a multi-rope vane rotary compressor having a plurality of compression chambers. It is configured to include an opening/closing plate to control the amount of refrigerant flowing into the cylinder.

This configuration allows the cooling capacity to be exerted in accordance with the heat load in the vehicle interior.

DESCRIPTION OF EMBODIMENTS Hereinafter, an example of the present invention will be described with reference to the accompanying drawings.

In FIG. 1, a cylinder 1 has an inner wall space having a triangular cross section, and a perfectly circular rotor 2 is concentrically arranged so as to be close to the inner wall of the cylinder 1 at three locations. Also rotor 2
is a front plate 3 that closes both sides of the cylinder 1.
It is supported by a bearing on the rear plate 4. 6 forms a suction chamber 6 in a space between the front cover f707 and the top plate 3.

A cylindrical rear case 7 has an oil reservoir 8 between it and the rear plays 1 and 4.

FIG. 2 shows a cross-sectional view taken along the line A-A in FIG. Three compression chambers 10 are formed in the space, and as the rotor 2 rotates, the bay 79 is pressed against the inner wall of the cylinder 1 and rotates and slides.

The cylinder 1 has one suction 1 for each compression chamber 10.
11 are provided, and refrigerant gas flows in and flows out from each discharge port 12.

FIG. 3 shows a sectional view taken along line B--B in FIG. 1.

In FIG. 3, refrigerant gas flows into the suction chamber 6 from the suction port 13 provided at the upper part of the front cover 6, and then from three suction passages 13a provided on the front plate 3 to the suction hole of the cylinder 1. 11 and enters each compression chamber 10.

A separating wall 14 is provided in the suction chamber 6, and an opening/closing plate 18 biased by a spring 15 so as to close the passage 17 at all times is attached to the separating wall 14 by bolts 16. A solenoid valve 19 having a retractable rod 20 is fixed to the front cover 6, and the rod 20 is always connected to the passage 17.
The opening/closing plate 18 is pressed to open.

In the above configuration, the solenoid valve 19 is controlled from the outside,
When energized, the rod 2o is recessed, and the opening/closing plate 18 is held by the spring 15.
As a result, passage 1 is blocked. At this time, refrigerant gas cannot flow through the suction passage 1.

As a result, the refrigerant suction amount of the compressor is reduced to approximately %.

Therefore, the required power is reduced and energy saving is achieved. Furthermore, since the temperature inside the vehicle cabin is controlled without stopping the operation of the compressor, there are fewer temperature changes and a better temperature control feeling compared to conventional control using clutch engagement. Furthermore, the driving feeling of the vehicle is not impaired due to the engagement and disengagement of the clutch.

In addition, as shown in FIG. 4 as another embodiment, when the opening/closing plate 18 is provided for the two suction passages 17, the same effect can be obtained, and the time difference is 9. Since the flow rate can be controlled in two stages (%), the required power can be further reduced.

However, the suction port 11 or the passage 13a may be opened and closed.

Effects of the Invention As is clear from the above embodiments, the present invention provides a multi-rope vane rotary compressor with an opening/closing plate that opens and closes the suction port of the compression chamber or one of the passages leading to the suction port.
The passage is opened and closed by a solenoid valve, and the cooling capacity of the compressor can be varied.This can prevent excessive cooling capacity during high-speed rotation, abnormal rise in discharge pressure/temperature, or increase in required power. Solving problems such as
In addition, temperature control using the conventional electromagnetic clutch,
Deterioration of driving feeling can be prevented. In addition, capacity control has various effects such as no deterioration in high-speed rotation cool-down characteristics compared to the suction throttle method in which the control rate is determined depending on the rotation speed of the compressor.

[Brief explanation of the drawing]

FIG. 1 is a sectional view of a multi-lobe rotary vane vehicular compressor equipped with a flow rate control device according to an embodiment of the present invention;
Figure 2 is a sectional view taken along line A-A in Figure 1, and Figure 3 is a cross-sectional view of Figure 1.
4 is a sectional view taken along line B--B in the figure, and FIG. 4 is a view corresponding to FIG. 3 showing another embodiment of the present invention. 1... Cylinder, 2... Rotor, 3...
...Front plate, 5...Front cover, 11...Intake port, 13&...Intake passage, 1...Passage, 18... ... Opening/closing plate, 19... Solenoid valve. Name of agent: Patent attorney Toshio Nakao and 1 other person No. 1
Figure 2 Figure 3 Figure 4

Claims (1)

[Claims] A rotor having a plurality of movable vanes is supported concentrically within a cylinder having a cylindrical inner wall so that the plurality of parts thereof are always close to the inner wall of the cylinder to provide a multilobe type vane rotary compressor having a plurality of compression chambers. A flow control device for a multilobe vane rotary compressor, which is equipped with an opening/closing plate that opens and closes the suction port of each compression chamber or one of the passages leading to the suction port using a solenoid valve.