JPS63134871A - Connecting mechanism for compressor - Google Patents

Abstract

PURPOSE:To reduce the load on starting a compressor and permit the smooth start by preventing the hydraulic pressure in a pressure chamber from being introduced into a control pressure chamber before a piston is shifted by the hydraulic pressure supplied from an oil pump. CONSTITUTION:A piston 220 for shifting the clutch plates 320 and 330 of a connecting mechanism and a bypass valve 540 for opening and closing the variable capacity type bypass port 520 of a compressor 600 are controlled by the hydraulic pressure supplied from a same oil pump. In other words, the hydraulic pressure supplied from an oil pump 201 is introduced into a pressure chamber 225 on the back surface of the piston through an introduced oil passage 228, and introduced from the pressure chamber 225 into a control pressure chamber 550 on the back surface of a bypass through a signal passage 351. With such constitution, the load on starting can be reduced, and the smooth start of the compressor is permitted.

Description

[Detailed Description of the Invention] [Industrial Application Field] The present invention relates to a compressor coupling mechanism, and is effective when used, for example, as a mechanism for transmitting the rotational force of an automobile engine to a refrigerant compressor of an automobile air conditioner. .

[Prior art and its problems]

The present inventors previously proposed a clutch mechanism that uses the frictional force between a driving side clutch plate and a driven side clutch plate in order to alleviate the shock at the time of starting a compressor of a compressor of an automobile air conditioner or the like.

By employing such a connection mechanism, it is possible to smoothly start the compressor.

Furthermore, conventionally, in a compressor for an automobile air conditioner, a technique is known in which the discharge capacity of the compressor is varied depending on the state in which the compressor is used.

However, in the prior art, there has been no known technique that combines a coupling mechanism using a clutch plate and a variable capacity mechanism of a compressor in a manner that maximizes their mutual effects.

[Problems to be Solved by the Invention] An object of the present invention is to provide a compressor coupling mechanism using a clutch plate so that the clutch plate can always be coupled with the compressor in a minimum capacity state.

[Configuration and operation]

In order to achieve the above object, in the present invention, the piston that displaces the clutch plate of the coupling mechanism and the bypass valve that opens and closes the variable capacity bypass port of the compressor are controlled by hydraulic pressure from the same oil pump. That is, the oil pressure from the oil pump is led to a pressure chamber on the back side of the piston via an oil guide passage, and from this pressure chamber to a control pressure chamber on the bypass back side via a signal pressure passage.

With the above configuration, in the coupling mechanism of the present invention, the hydraulic pressure in the pressure chamber is not guided to the control pressure chamber until after the piston is displaced by the hydraulic pressure from the oil pump. This means that sufficient pressure is not supplied to the control pressure chamber on the back side of the bypass valve when the piston is displaced to engage the clutch plate. That is, at the time when the coupling mechanism starts transmitting power to the compressor, the compressor always has a small capacity.

〔Effect of the invention〕

Since the above configuration is adopted, according to the coupling mechanism of the present invention, when the transmission force from the drive side shaft is transmitted to the compressor, the compressor always has a small capacity.

Therefore, the load at startup can be reduced, and the startup of the compressor becomes smoother.

〔Example〕

An embodiment of the coupling mechanism of the present invention will be described below with reference to the drawings. FIG. 1 is a schematic diagram showing the general configuration of a coupling mechanism and a compressor, and FIG. 2 is a sectional view showing a compressor incorporating the configuration shown in FIG. 1. In the figure, reference numeral 100 denotes a pulley which receives the rotational driving force of an automobile engine through a belt (not shown). This pulley 100 is connected to a pulley plate 101, and the pulley plate 101 is connected to a port 102.
It is fixed to the drive side shaft 103 by.

Therefore, the drive shaft 103 also rotates together with the pulley 100. The pulley 100 is rotatably supported by a bearing 106 fixed on a pulley housing 104 with a circlip 105. A shaft sealing device 107 is disposed between the pulley housing 104 and the driving shaft 103, and this shaft sealing device 107 prevents refrigerant and lubricating oil from leaking along the shaft 103 from the compressor and coupling mechanism. Prevented. A pump housing 200 is disposed adjacent to the clutch housing 104. A trochoid pump 201 is disposed in this pump housing 200. The trochoid pump 201 is fixed to the drive shaft 103 and is driven by the rotation of the drive shaft 103. Further, a suction hole 203 and a discharge hole 204 are opened in the pump housing. The suction hole 203 sucks working oil from the pump housing oil reservoir 301 into the trochoid pump 201 side. A control valve 40 is provided on the discharge hole 204 side.
0 is provided, and this control valve 400 controls the discharge hole 2.
04 and the oil reservoir 301 are controlled to open and close. A cylinder 210 is formed within the pump housing 200, and a piston 220 is slidably disposed within the cylinder.

Furthermore, a bearing 205 is arranged in the pump housing 200, and the drive side shaft 103 is supported by this bearing 205.
is rotatably supported.

A spline is provided on the drive-side shaft 103, and a plurality of drive-side clutch plates 320 are engaged with the spline. Therefore, the drive-side clutch 320 rotates integrally with the drive-side shaft 103 and can be displaced in the axial direction of the drive-side shaft 103. A spacer 321 is disposed between the plurality of drive-side clutch plates 320, and the spacer 321 maintains the distance between each clutch plate 320. A driven clutch plate 330 is disposed opposite to the driving clutch plate 320. This driven clutch plate engages in a pawl 341 of the clutch plate 3.40. Therefore, the driven side clutch plate 330 rotates integrally with the clutch plate 340, and the clutch plate 340 rotates integrally with the clutch plate 340.
can be displaced in the axial direction. Clutch plate 340 is connected to driven shaft 350. The driven shaft is rotatably supported by a side plate 500 by a bearing 501. Further, a thrust bearing 502 is disposed between the side plate 500 and the clutch plate 340, and the thrust bearing 502 supports displacement of the clutch plate 340 in the axial direction.

A bearing 351 is disposed inside the driven shaft 350. This bearing 351 rotatably supports the end of the drive shaft 103.

It should be noted that a thrust bearing 2 is also installed between the drive-side clutch plate 320 on the left side in the figure and the piston 220.
26 are arranged. This thrust bearing 226
The displacement of the piston 220 is caused by the drive side clutch plate 32
0. A pressure chamber 225 is formed between the piston 220 and the cylinder 210. Further, the piston 220 is urged toward the pressure chamber 225 by a spring 229. One end of the spring 229 contacts the piston 220, and the other end contacts the stopper 227. It is fixed to the pump housing 200 via a circlip 230. An oil guide passage 228 for guiding discharged hydraulic pressure from the trochoid pump 201 to a pressure chamber 225 is opened in the pump housing 200 . This oil guide passage is formed to branch from the above-mentioned trochoid pump discharge hole 204.

The driven shaft 350 is connected to the rotor 601 of the compressor 600. A vane groove 602 is formed through the rotor 601 in the diametrical direction, and a vane 603 is disposed within the vane groove 602 so as to be movable FM. Further, the rotor 601 is rotatably disposed within the compressor housing 610, and the rotation center of the rotor 601 is displaced from the central axis of the compressor housing 610 by a predetermined amount. Therefore, the pressure chamber 62 is defined by the outer surface of the rotor 601, the inner surface of the compressor housing 610, and the side surface of the vane 603.
The volume of 0 repeatedly increases and decreases as the rotor 601 rotates.

A suction chamber 37 is provided inside the clutch housing 300 described above.
0 is formed. This suction chamber 370 communicates with an evaporator (not shown) of the refrigeration cycle, and introduces a low-temperature, low-pressure gaseous refrigerant.

In addition, a suction hole is opened in the side plate 500,
At a position where the compression chamber 620 increases in volume, the refrigerant in the suction chamber 370 is sucked into the compression chamber 620 through this suction hole.

Further, a discharge hole is opened in the compressor housing 610 at a portion where the volume of the compression chamber 620 is reduced the most, and the compressed refrigerant is discharged into the discharge chamber 630 through this discharge hole. Note that the discharge chamber 630 is covered by a discharge cover 631.

A side plate l-6 is provided on the side of the compressor housing 610.
50 is provided, and a bearing 651 is provided on this side plate 650. The rotor 601 is rotatably supported by this bearing 651.

The side housing 500 includes the suction chamber 3 as described above.
A suction hole 510 connecting the compression chamber 620 and the suction hole 510 is open, and the compression chamber 620 is temporarily opened at a position different from the suction hole 510.
Bypass ports 520, 521, and 522 for returning the refrigerant sucked into the suction chamber 370 side are open. Also, the side housing 500 has this bypass port 520,
The mouth is 521 degrees. A bypass valve 540 is slidably disposed within the cylinder bore. A spring 541 is disposed at one end of the bypass valve, and the spring 541 causes the bypass valve 540 to close to the control pressure chamber 55.
Pressed to the 0 side. The control chamber 550 communicates with the pressure chamber 225 described above via a signal pressure passage 551 formed in the side housing 500 and a signal pressure passage 351 formed in the clutch housing 300.

Next, the structure of the control valve 400 described above will be explained. Control valve 400 is fixed to clutch housing 300. That is, the base 401 of the control valve is connected to the clutch housing 30.
A suction hole 402 formed in this base 401 communicates with a discharge hole 204 of the trochoid pump 201 . A discharge hole 403 is also formed in this base 401, and this discharge hole 403 communicates with the oil reservoir portion 301.

A yoke 411 of an electromagnetic solenoid 410 is fixed above the base 401 in the drawing. A stator core 412 made of a magnetic material is disposed inside the electromagnetic solenoid 410 . Further, a moving core 413 made of the same magnetic material is arranged opposite to this stator core. A spring 414 is interposed between the moving core 413 and the stator core 412, and urges the moving core 413 in a direction to separate them. The coil 410 is covered by a cover 415, and the cover 415 is fixed to the valve seat portion 417 via an O-ring 416. Valve seat part 4
17 is fixed inside the base 401 described above, and a valve seat 418 is formed in this valve seat portion 417 and communicates with the suction hole 402, the discharge hole 403, etc.

A valve body 419 is formed in the above-mentioned moving core 413, and the flow resistance of the discharge oil on the discharge hole 204 side is variably controlled between the valve body 419 and the valve seat 418.

Note that a pressure equalizing hole 420 is opened in the valve body 419 in order to facilitate displacement of the valve body 419.

Next, the operation of the apparatus having the above configuration will be explained.

First, the non-operating state of the compressor will be explained. In this case, the control valve 400 opens a passage between the discharge holes 2, 04 and the oil reservoir 301. That is, as shown in FIG. 4, no current is supplied to the coil 410 of the control valve 400, and the coil 410 is not excited. As a result, moving core 4
13 is displaced downward in the drawing by the biasing force of the spring 414, and the valve body 419 is separated from the valve seat 418. As a result, the suction hole 402 and the discharge hole 403 are electrically connected. That is, in this state, no flow resistance is generated by the control valve 400. Therefore, almost all of the oil discharged from the trochoid pump 201 is returned to the oil reservoir 301 side. That is, the trochoid pump 201 performs no-load operation, and the discharged oil flows from the oil guide passage 22B to the pressure chamber 2.
It is not supplied to the 25 side.

Therefore, in this state, the piston 220 is
9 is displaced toward the pressure chamber 225 side. That is, the piston 220 does not press the driving side clutch plate 320, and the driving side clutch 1 320 is separated from the driven side clutch plate 330. In this state, the rotational force of the driving shaft 103 is not transmitted to the driven shaft 350, and the compressor 600 is not operating.

Note that when the compressor is not operating, the hydraulic pressure from the trochoid pump 201 is not introduced to the control pressure chamber 550 of the bypass valve 540. Therefore, the bypass valve 540 is displaced upward in FIG. 3 by the biasing force of the spring 541, opening the bypass ports 520, 521, 522.

Next, the starting state of the compressor will be explained. In this state, a voltage is applied to the coil 410 as shown in FIG.
Coil 410 is energized. In this state, the magnetic circuit is connected to the yoke 411. Stator core 412. moving core 4
13 and cover 415. Therefore, a magnetomotive force is generated between the moving core 413 and the stator core 412, and the moving core 413 is attracted to the stator core 412 side by the magnetomotive force. That is, the valve element 419 overcomes the biasing force of the spring 414 and is displaced upward in the figure, narrowing the gap between it and the valve seat 418.

As a result, the space between the suction hole 402 and the discharge hole 403 is narrowed. In other words, a large flow resistance will occur.

As a result, the pressure of the oil discharged from the trochoid pump 201 increases. In other words, this control valve 400
The pressure of the oil guided to the oil guide passage 228 side is continuously controlled in accordance with the flow resistance caused by this.

When hydraulic oil is supplied to the pressure chamber 225 through the oil guide passage 228, the piston 220 is displaced to the right in the figure based on the oil pressure. Due to this displacement, the drive side clutch plate 320
comes into contact with the driven side clutch plate 330. This contact is carried out gradually, and at the beginning of the contact, the drive side clutch plate 320
A large slip occurs between the clutch plate 330 on the driven side and the clutch plate 330 on the driven side. That is, as the piston 220 is displaced, the rotational force of the driving shaft 103 is gradually guided to the driven shaft 350 side.

When the rotational force is introduced to the driven shaft 350, the rotor 601 rotates within the compressor housing 610 accordingly. In response to this rotation, the compression chamber 620 repeatedly increases and decreases in volume,
At the volume increase position, refrigerant is sucked from the suction chamber 370. The refrigerant is compressed as the volume of the compression chamber 620 decreases, and when the pressure exceeds a predetermined pressure, a discharge hole (not shown) is opened and the compressed refrigerant is discharged into the discharge chamber 6.
Discharge at 30 minutes. The refrigerant discharged into the discharge chamber 630 then flows into the discharge passage chamber 70 formed in the rear housing 700.
7 is discharged. In this discharge passage chamber 707, lubricating oil is separated from the refrigerant. That is, lubricating oil is stored below this discharge passage chamber 707.

The refrigerant from which the lubricating oil has been separated is then discharged to the condenser side (not shown) of the refrigeration cycle. Note that the discharge passage chamber 707
The oil collected below is transferred to the clutch housing 30 via an oil communication passage formed around the through bolt 702.
It communicates with the oil reservoir 301 of No. 0.

When the control valve 400 increases the flow resistance and the piston 220 is displaced by a predetermined amount or more, the pressure chamber 225 and the signal hydraulic passage 351 are opened.

In this state, the oil supplied to the pressure chamber 225 flows into the signal oil pressure passage 351. That is, the oil from the trochoid pump 201 is led not only to the pressure chamber 225 but also to the control chamber 550. Therefore, the hydraulic pressure introduced into the control pressure chamber 550 causes the bypass valve 540 to be displaced downward in the figure. That is, the hydraulic pressure in the control valve 550 overcomes the biasing force of the spring 541 and pushes down the bypass valve 540 to bypass the bypass ports 520 and 521°5.
Close 22.

In other words, when power has started to be transmitted to the driven clutch 350, hydraulic pressure is not yet supplied to the control pressure chamber 550, and the bypass holes 520, 521, and 522 are closed. The bypass holes 520, 521 and 522 are closed only after the compressor 600 starts operating.

The opening state of the bypass holes 520, 521, 522 is as follows:
It is necessary to perform variable control based on signals from the refrigeration cycle not only when the compressor is started, but also during operation of the compressor.

FIG. 7 shows a refrigeration cycle, in which refrigerant discharged from compressor 600 is discharged to condenser 1000. In this condenser 1000, the liquid is condensed at high temperature and pressure. The condensed liquid refrigerant is then stored in the receiver 1001, and only the liquid refrigerant flows into the expansion valve 1002 side. The refrigerant that has been decompressed and expanded to a low temperature and low pressure state in the expansion valve 1002 then flows into the evaporator 1003.

The evaporator 1003 exchanges heat with the air inside the vehicle blown by the blower 1004, and evaporates the air by absorbing the heat of vaporization from the air inside the vehicle. In other words, the air inside the vehicle is cooled when it passes through the evaporator. Evaporator 100
The refrigerant discharged in step 3 is then sucked into the compressor 600 again. The required heat load of the refrigeration cycle is calculated by the computer 1010 based on the discharge air temperature of the evaporator 1003 and the like. Then, in response to a signal from the computer 1010, the above-mentioned control valve 400 varies the flow resistance. Note that 1020 in FIG. 7 is an air conditioner switch for starting the operation of the air conditioner.

FIG. 6 shows the value of oil pressure controlled by the control valve 400,
The displacement state of the piston 220 and the bypass valve 540 that are displaced by the oil pressure is shown.

When the control valve 400 changes the opening area of the passage between the valve seat 418 and the valve body 419, the oil pressure within the oil guide passage 228 is variably controlled.

That is, when the control valve 400 closes the passage, the pressure within the oil guide passage 228 increases accordingly. Conversely, control valve 400
When the passage is opened, the pressure inside the oil guide passage 228 decreases. As is clear from FIG. 6, the clutch can transmit torque with relatively low pressure.

With the above configuration, the engagement and disengagement of the clutch is controlled first. Then, with the clutch fully engaged, the bypass valve 540 begins to displace.

When the discharge capacity of the compressor required by the refrigeration cycle is the maximum capacity, the control valve 400 closes the passage 203 almost completely. That is, in this state, a large current is supplied to the coil 410. In this state, the control pressure chamber 550
The oil pressure in the bypass port 520.521.522 is also increased and the bypass valve 540 closes the bypass port 520.521.522 accordingly.

FIG. 5 shows a state in which the control valve 400 closes the passage, and as shown in this figure, the valve body 419 of the control valve 400 has a pressure receiving area Dz (= -=-ai is larger than the pressure-receiving area D+ (=-4aF) on the opposite side. In other words, the valve body 419 has a shape that receives the discharge oil pressure of the trochoid pump 201. Therefore, the trochoid pump 201 If the discharge oil pressure of coil 4 becomes particularly high,
The valve body 419 can be displaced downward in FIG. 5 by overcoming the magnetomotive force of 10.

If this set pressure is set to about 10 kgf/crM, for example, the control valve 400 simultaneously acts as a relief valve, and abnormal pressure increase of the trochoid pump 201 is prevented.

Next, a case will be described in which the operation of the compressor is stopped. In this case, power supply to control valve 400 is stopped. That is, in the control valve 400, the valve body 419 is removed from the valve seat 418 again as shown in FIG.

As a result, the flow resistance between the valve seat 418 and the valve body 419 becomes small, and the oil pressure guided to the oil guide passage 228 side becomes low. As a result, the bypass valve 540 is first displaced upward in the figure by the biasing force of the spring 541. The oil that had accumulated in the control pressure chamber during this displacement was mainly contained in the signal pressure passages 551 and 35.
1, and is returned to the pressure chamber 225 side. From this pressure chamber 225, an oil reservoir 30 is passed through an oil guide passage 228.
It will be returned to 1. A portion of the oil is also returned to the oil reservoir 301 through the passage 590. A large throttle 591 is provided in the middle of the passage 590, so that sufficient pressure is maintained within the control pressure chamber 550 during normal use.

After the bypass valve 540 is displaced to open the bypass hole 520, the piston 220 is displaced. Due to this displacement of the piston, the driving side clutch plate 320 is disengaged from the driven side clutch plate 330. That is, the power to the driven side shaft 350 is transmission is stopped.

Therefore, when the compressor 600 is stopped, the bypass valve 540
The bypass ports 520, 521, and 522 are always open.

In addition, although the above-mentioned example had the passage 590 and the throttle 591 provided in this passage 590, this waste oil passage 590 may be abolished if necessary.

The oil in the control pressure chamber 550 may leak out from between the bypass valve 540 and the cylinder bore 530, albeit in small amounts.

[Brief explanation of the drawing]

Fig. 1 is a configuration diagram showing one embodiment of the coupling mechanism of the present invention;
3 is a front view showing the side housing of the compressor shown in FIG. 1; FIGS. 4 and 5 are sectional views showing the control valve shown in FIG. 1; FIG. 6 is an explanatory diagram showing the relationship between the hydraulic pressure of the coupling mechanism shown in FIG. 1 and the hydraulic pressure of bypass valve operation, and FIG. 7 is a configuration diagram showing a refrigeration cycle in which the compressor shown in FIG. 1 is used. 103... Drive side shaft 220... Piston. 320... Drive side clutch plate, 330... Driven side clutch plate, 350... Driven side shaft, 600...
Compressor, 540... Bypass valve, 520... Bypass port 1-. 550... Control pressure chamber.

Claims (1)

[Claims] A drive-side shaft that rotates in response to driving force, a drive-side clutch plate that is arranged to be able to rotate integrally with the drive-side shaft, a driven-side clutch plate that is disposed opposite to this drive-side clutch plate, and this driven side. A driven shaft that rotates integrally with the clutch plate, a compressor that operates by receiving rotational force from the driven shaft to suck in, compress and discharge refrigerant, and a bypass port that communicates the compression chamber and suction chamber of the compressor. a bypass valve that opens and closes the bypass port; an oil pump that is driven by the driving shaft to suck and discharge oil; a piston that brings the driving clutch plate into contact with the driven clutch plate; an oil guide passage that guides the discharge hydraulic pressure from the pump to the pressure chamber on the back surface of the piston; a signal oil pressure passage that communicates the pressure chamber on the back surface of the piston with a control pressure chamber on the back surface of the bypass valve; A compressor coupling mechanism characterized by comprising a control valve that controls oil pressure flowing to an oil passage side.