KR20200009555A - Variable displacement swash plate type compressor - Google Patents

Abstract

The present invention relates to a variable-displacement swash plate-type compressor comprising a casing, a rotary shaft, a swash plate, a piston, and an inclination control mechanism to control an inclination angle of the swash plate. The inclination control mechanism includes a first flow path connecting a discharge chamber and a crank chamber and a second flow path connecting the crank chamber and a suction chamber. An orifice hole to decompress a fluid passing through the second flow path and an orifice control mechanism to control an effective flow cross-sectional area of the orifice hole are formed on the second flow path. The orifice hole and the orifice control mechanism can be formed to change the effective flow cross-sectional area from zero to a first area wider than zero when a differential pressure between the pressure of the crank chamber and the pressure of the suction chamber is increased and change the effective flow cross-sectional area to a second area wider than the first area when the differential pressure is further increased. Accordingly, quick control of a refrigerant discharge amount and compressor efficiency degradation prevention can be simultaneously achieved.

Description

VARIABLE DISPLACEMENT SWASH PLATE TYPE COMPRESSOR

The present invention relates to a variable displacement swash plate type compressor, and more particularly, to a variable displacement swash plate type compressor capable of adjusting an inclination angle of a swash plate by adjusting a pressure of a crankcase provided with a swash plate.

In general, a compressor that serves to compress a refrigerant in a vehicle cooling system has been developed in various forms, and such a compressor has a configuration that compresses a refrigerant to perform compression while performing a reciprocating motion and a rotational motion to perform a reciprocating motion. There is a rotary.

The reciprocating type includes a crank type for transmitting a driving force of a driving source to a plurality of pistons using a crank, a swash plate type for transmitting to a rotating shaft provided with a swash plate, and a wobble plate type using a wobble plate. There are vane rotary using vanes, scrolling using rotating scrolls and fixed scrolls.

Here, the swash plate type compressor is a compressor that compresses refrigerant by reciprocating a piston with a swash plate rotated together with a rotating shaft. Recently, the amount of refrigerant discharged is adjusted by adjusting the stroke of the piston by adjusting the inclination angle of the swash plate to improve the performance and efficiency of the compressor. It is formed by the so-called variable dose method to adjust.

1 is a perspective view showing a conventional variable displacement swash plate compressor, and is a perspective view showing a portion cut to show the internal structure.

Referring to FIG. 1, a conventional variable displacement swash plate compressor includes a casing 100 having a bore 114, a suction chamber S1, a discharge chamber S3, and a crank chamber S4, and the casing 100. Rotating shaft 210 is rotatably supported on the), the swash plate 220 is rotated in the crank chamber (S4) in conjunction with the rotary shaft 210, the swash plate 220 is linked to the bore (114) A piston 230 reciprocating therein and forming a compression chamber together with the bore 114, a valve mechanism 300 communicating and shielding the suction chamber S1 and the discharge chamber S3 with the compression chamber and the It includes an inclination control mechanism 400 for adjusting the inclination angle of the swash plate 220 with respect to the rotating shaft (210).

The inclination adjustment mechanism 400 includes a first flow path 430 for communicating the discharge chamber S3 with the crank chamber S4, and a second for communicating the crank chamber S4 with the suction chamber S1. The flow path 450 is included.

A pressure control valve (not shown) is formed in the first flow path 430 to open and close the first flow path 430.

An orifice hole 460 is formed in the second flow path 450 to reduce the pressure of the fluid passing through the second flow path 450.

In the conventional variable displacement swash plate type compressor according to such a configuration, when power is transmitted from the driving source (for example, an engine of a vehicle) (not shown) to the rotary shaft 210, the rotary shaft 210 and the swash plate 220 are provided. This is rotated together.

The piston 230 reciprocates in the bore 114 by converting the rotational motion of the swash plate 220 into a linear motion.

When the piston 230 moves from the top dead center to the bottom dead center, the compression chamber is communicated with the suction chamber S1 by the valve mechanism 300 and shielded from the discharge chamber S3. The refrigerant in the suction chamber S1 is sucked into the compression chamber.

When the piston 230 moves from the bottom dead center to the top dead center, the compression chamber is shielded from the suction chamber S1 and the discharge chamber S3 by the valve mechanism 300, and the refrigerant of the compression chamber is blocked. Is compressed.

When the piston 230 reaches the top dead center, the compression chamber is shielded from the suction chamber S1 by the valve mechanism 300 and communicates with the discharge chamber S3, The compressed refrigerant is discharged to the discharge chamber S3.

Here, the conventional variable displacement swash plate compressor is adjusted in the amount of refrigerant discharge as follows.

First, in stop, the refrigerant discharge amount is set to the minimum mode with the minimum. That is, the swash plate 220 is disposed close to the perpendicular to the rotation axis 210, the inclination angle of the swash plate 220 is close to zero (0). Here, the inclination angle of the swash plate 220 is measured as an angle between the rotation axis 210 of the swash plate 220 and the normal of the swash plate 220 with respect to the rotation center of the swash plate 220.

Next, once the operation is started, the refrigerant discharge amount is once adjusted to the maximum mode at the maximum. That is, the first flow path 430 is closed by the pressure control valve (not shown), and the refrigerant in the crank chamber S4 flows to the suction chamber S1 through the second flow path 450. The pressure of the crank chamber S4 is reduced to the suction pressure (pressure of the suction chamber S1). Accordingly, the pressure of the crank chamber S4 applied to the piston 230 is reduced to the minimum, the stroke of the piston 230 is increased to the maximum, and the inclination angle of the swash plate 220 is increased to the maximum. The refrigerant discharge amount is increased to the maximum.

Here, the principle of the adjustment of the refrigerant discharge amount, the piston 230 is mainly the moment of the swash plate by the difference in pressure by the pressure difference of the pressure of the crank chamber (S4) is subtracted from the pressure of the compression chamber acting on the piston 230 To form the inclination angle, the smaller the pressure of the crank chamber (S4), the inclination angle of the swash plate 220 is increased, the stroke of the piston 230 is increased, the refrigerant discharge amount is increased. On the other hand, as the pressure of the crank chamber S4 increases, the inclination angle of the swash plate 220 decreases, the stroke of the piston 230 decreases, and the amount of refrigerant discharged decreases.

Next, after the maximum mode, the opening amount of the first flow path 430 is adjusted by the pressure regulating valve (not shown) according to the required amount of refrigerant discharge, so that the pressure of the crank chamber S4 is adjusted. Accordingly, the pressure of the crank chamber S4 applied to the piston 230 is adjusted, the stroke of the piston 230 is adjusted, the inclination angle of the swash plate 220 is adjusted, and the amount of refrigerant discharge is adjusted. .

That is, for example, when the refrigerant discharge amount is required to decrease after the maximum amount of the refrigerant discharge amount is increased, the first flow path 430 is opened by the pressure control valve (not shown), but the first flow path 430 The opening amount is increased by the pressure regulating valve (not shown), so that the pressure of the crank chamber S4 is increased. Here, the refrigerant in the crank chamber S4 is discharged to the suction chamber S1 through the second flow path 450, but the suction chamber S is passed through the second flow path 450 in the crank chamber S4. The amount of refrigerant flowing into the suction chamber S1 from the discharge chamber S3 through the first flow path 430 is greater than that of the refrigerant discharged into S1, and the pressure of the crank chamber S4 is increased. Accordingly, the pressure of the crank chamber S4 applied to the piston 230 is increased, the stroke of the piston 230 is reduced, the inclination angle of the swash plate 220 is reduced, and the amount of refrigerant discharged is reduced. .

As another example, when it is necessary to increase the refrigerant discharge amount after the refrigerant discharge amount is reduced, the first flow path 430 is opened by the pressure control valve (not shown), and the opening amount of the first flow path 430 is adjusted to the pressure. Reduced by a valve (not shown), the pressure in the crank chamber S4 is reduced. Here, the refrigerant in the discharge chamber S3 flows into the suction chamber S1 through the first flow path 430, but the suction chamber (S) passes through the first flow path 430 in the discharge chamber S3. The pressure of the crank chamber S4 decreases because the amount of refrigerant discharged from the crank chamber S4 to the suction chamber S1 is greater than that of the refrigerant flowing into S1). Accordingly, the pressure of the crank chamber S4 applied to the piston 230 is reduced, the stroke of the piston 230 is increased, the inclination angle of the swash plate 220 is increased, and the amount of refrigerant discharged is increased. .

Meanwhile, when the refrigerant in the crank chamber S4 flows through the second flow path 450 to the suction chamber S1, the refrigerant is decompressed to the suction pressure level by the orifice hole 460 and thus the suction chamber The pressure in S1 is prevented from increasing.

However, in such a conventional swash plate type compressor, there is a problem in that it is not possible to simultaneously achieve rapid adjustment of the refrigerant discharge amount and prevention of a decrease in the compressor efficiency.

Specifically, as described above, the crank chamber S4 is in communication with the suction chamber S1 through the second flow path 450 in order to increase the amount of refrigerant discharge by decreasing the pressure of the crank chamber S4. And, in general, the cross-sectional area of the orifice hole 460 of the second flow path 450 is formed to the maximum possible in order to improve the response of the refrigerant discharge amount increase. That is, the refrigerant in the crank chamber (S4) is quickly discharged to the suction chamber (S1), the pressure of the crank chamber (S4) is rapidly reduced, the stroke of the piston 230 is increased quickly, the swash plate ( The orifice hole 460 is formed as a fixed orifice hole so that the inclination angle of 220 is rapidly increased so that the amount of refrigerant discharged is rapidly increased, and the cross-sectional area of the orifice hole 460 is used to cool the refrigerant passing through the second flow path 450. It is formed maximum in the range to fully depressurize. However, when the maximum cross-sectional area of the orifice hole 460 is formed, the amount of refrigerant leaking from the crank chamber S4 to the suction chamber S1 is significant. Accordingly, in order to adjust the pressure of the crank chamber S4 to a desired level in the minimum mode or the variable mode (the mode in which the refrigerant discharge amount is increased, maintained or decreased between the minimum mode and the maximum mode), the orifice hole 460 The amount of refrigerant flowing into the crank chamber S4 from the discharge chamber S3 should be increased through the first flow path 430 rather than the case where the cross-sectional area is relatively small. As a result, since the amount of refrigerant discharged into the cooling cycle of the compressed refrigerant is reduced, the power input to the compressor to increase the amount of refrigerant to be compressed in order to achieve the desired level of cooling or heating, and the compressor efficiency is lowered.

Japanese Patent Laid-Open No. 10-141223 (published: 1998.05.26.)

Accordingly, an object of the present invention is to provide a variable capacity swash plate type compressor capable of simultaneously achieving rapid adjustment of refrigerant discharge amount and prevention of compressor efficiency decrease.

The present invention, a casing having a bore, a suction chamber, a discharge chamber and a crank chamber to achieve the above object; A rotating shaft rotatably supported by the casing; A swash plate interlocked with the rotation shaft to rotate inside the crank chamber; A piston interlocked with the swash plate and reciprocating in the bore to form a compression chamber together with the bore; And a tilt control mechanism having a first flow path for communicating the discharge chamber with the crank chamber and a second flow path for communicating the crank chamber and the suction chamber so as to adjust the inclination angle of the swash plate with respect to the rotation axis. In the two flow paths, an orifice hole for depressurizing the fluid passing through the second flow path and an orifice adjusting mechanism for adjusting an effective flow cross-sectional area of the orifice hole are formed, and the orifice hole and the orifice adjusting mechanism include the pressure of the crank chamber and the When the differential pressure between the pressures of the suction chambers is increased, the effective flow cross-sectional area becomes a first area of zero (0) wider than zero, and when the differential pressure is increased further, the second effective flow cross-sectional area is larger than the first area. Provided is a variable capacity swash plate compressor that is formed to have an area.

The orifice hole may include a first orifice hole communicating with the crank chamber; A second orifice hole communicating with one side of the suction chamber; And a third orifice hole in communication with the other side of the suction chamber, wherein the orifice adjusting mechanism includes: a valve chamber in communication with the first orifice hole, the second orifice hole, and the third orifice hole; And a valve core reciprocating inside the valve chamber to adjust an opening amount of the first orifice hole, an opening amount of the second orifice hole, and an opening amount of the third orifice hole.

The orifice hole and the orifice adjusting mechanism may have the effective flow cross-sectional area equal to zero when the differential pressure is lower than the first pressure, and the effective when the differential pressure is higher than or equal to the first pressure and lower than the second pressure. When the flow cross section is wider than zero and narrower than the first area, and the differential pressure is higher than or equal to the second pressure and lower than the third pressure, the effective flow cross section is the first area, and the differential pressure The effective flow cross-sectional area is larger than the first area and narrower than the second area when the pressure is higher than or equal to the third pressure and lower than the fourth pressure, and when the differential pressure is higher than or equal to the fourth pressure, the orifice The flow cross section of the hole may be formed to be the second area.

The effective flow cross-sectional area is linearly increased in proportion to the differential pressure in a range where the differential pressure is higher than or equal to the first pressure and lower than the second pressure, and the differential pressure is higher than or equal to the second pressure and the third The pressure is maintained constant in a range lower than the pressure, and the differential pressure is increased in proportion to the differential pressure in a range higher than or equal to the third pressure and lower than the fourth pressure, but may increase nonlinearly.

The valve chamber may include a valve chamber inner circumferential surface guiding a reciprocating motion of the valve core; A valve chamber first front end surface positioned at one end side of the valve chamber inner circumferential surface; And a valve chamber second front end surface positioned at the other end side of the inner circumferential surface of the valve chamber. The valve core may include a valve core outer circumferential surface opposite to the valve chamber inner circumferential surface; A valve core first pressure surface opposite the valve chamber first front surface; And a valve core second pressure surface facing the valve chamber second front end surface. The first orifice hole communicates with the valve chamber at the valve chamber first front end surface and is opened and closed by the valve core first pressure surface, and the second orifice hole is located at one end side of the inner circumferential surface of the valve chamber. It may be in communication with the valve chamber and opened and closed by the valve core outer peripheral surface, the third orifice hole may be in communication with the valve chamber on the other end side of the valve chamber inner peripheral surface and may be opened and closed by the valve core outer peripheral surface.

A cross-sectional area of the second orifice hole is formed as the first area, an area obtained by adding the cross-sectional area of the second orifice hole to the cross-sectional area of the third orifice hole is formed as the second area, and a cross-sectional area of the first orifice hole is defined as the second area. It may be formed equal to or wider in area.

The inner diameter of the first orifice hole may be smaller than the outer diameter of the outer circumferential surface of the valve core.

The valve core first pressure surface may be formed to be spaced apart and in contact with the valve chamber first front end surface.

The valve core is formed such that a space between the valve core second pressure face and the valve chamber second tip face communicates with the third orifice hole when the valve core first pressure face contacts the valve chamber first tip face. Can be.

The orifice adjusting mechanism may further include an elastic member for pressing the valve core toward the first end surface side of the valve chamber.

The second orifice hole may communicate with the valve chamber at a portion of the inner circumferential surface of the valve chamber that contacts the first end surface of the valve chamber.

The third orifice hole may be in communication with the valve chamber at a portion of the inner circumferential surface of the valve chamber spaced apart from the second front end surface of the valve chamber.

The casing may include a cylinder block in which the bore is formed; A front housing coupled to one side of the cylinder block and having the crank chamber formed thereon; And a rear housing coupled to the other side of the cylinder block and having the suction chamber and the discharge chamber formed therein, the valve mechanism communicating and shielding the suction chamber and the discharge chamber with the compression chamber between the cylinder block and the rear housing. The rear housing includes a post portion extending from an inner wall surface of the rear housing and supported by the valve mechanism to prevent deformation of the rear housing, wherein the first orifice hole is formed in the valve mechanism; The valve chamber, the second orifice hole and the third orifice hole may be formed in the post portion.

The orifice hole and the orifice adjustment mechanism may be formed such that the effective flow cross section becomes zero when the compressor is stopped.

A variable displacement swash plate compressor according to the present invention includes a casing having a bore, a suction chamber, a discharge chamber, and a crank chamber; A rotating shaft rotatably supported by the casing; A swash plate interlocked with the rotation shaft to rotate inside the crank chamber; A piston interlocked with the swash plate and reciprocating in the bore to form a compression chamber together with the bore; And a tilt control mechanism having a first flow path for communicating the discharge chamber with the crank chamber and a second flow path for communicating the crank chamber and the suction chamber so as to adjust the inclination angle of the swash plate with respect to the rotation axis. In the two flow paths, an orifice hole for depressurizing the fluid passing through the second flow path and an orifice adjusting mechanism for adjusting an effective flow cross-sectional area of the orifice hole are formed, and the orifice hole and the orifice adjusting mechanism include the pressure of the crank chamber and the When the differential pressure between the pressures of the suction chambers is increased, the effective flow cross-sectional area becomes a first area of zero (0) wider than zero, and when the differential pressure is increased further, the second effective flow cross-sectional area is larger than the first area. It can be formed to be an area. As a result, it is possible to achieve rapid adjustment of the refrigerant discharge amount and prevention of a decrease in the compressor efficiency.

1 is a perspective view showing a conventional variable displacement swash plate compressor;
2 is a cross-sectional view showing a second flow path in a variable displacement swash plate compressor according to an embodiment of the present invention;
3 is an enlarged cross-sectional view showing part I of FIG. 2 and showing a state in which the differential pressure is lower than the first pressure;
4 is an enlarged cross-sectional view of part I of FIG. 2 and illustrates a state in which a differential pressure is higher than or equal to a first pressure and lower than a second pressure;
5 is an enlarged cross-sectional view of part I of FIG. 2 and illustrates a state in which a differential pressure is higher than or equal to a second pressure and lower than a third pressure;
FIG. 6 is an enlarged cross-sectional view of part I of FIG. 2 and illustrates a state in which a differential pressure is higher than or equal to a third pressure and lower than a fourth pressure;
FIG. 7 is an enlarged cross-sectional view of part I of FIG. 2 and illustrates a state in which a differential pressure is higher than or equal to a fourth pressure;
8 is a diagram showing a change in the effective flow cross-sectional area of the orifice hole according to the differential pressure in the variable displacement swash plate compressor of FIG.
9 is a cross-sectional view showing a second flow path in a variable displacement swash plate compressor according to another embodiment of the present invention;
10 is a diagram showing a change in the effective flow cross-sectional area of the orifice hole according to the differential pressure in the variable displacement swash plate compressor of FIG.
11 is a cross-sectional view showing a second flow path in a variable displacement swash plate compressor according to another embodiment of the present invention;
12 is a diagram showing a change in effective flow cross-sectional area of the orifice hole according to the differential pressure in the variable displacement swash plate compressor of FIG.
13 is a cross-sectional view showing a second flow path in a variable displacement swash plate compressor according to another embodiment of the present invention;
FIG. 14 is a diagram illustrating a change in effective flow cross-sectional area of an orifice hole according to a differential pressure in the variable displacement swash plate compressor of FIG. 13.

Hereinafter, a variable displacement swash plate compressor according to the present invention will be described in detail with reference to the accompanying drawings.

FIG. 2 is a cross-sectional view illustrating a second flow path in a variable displacement swash plate compressor according to an embodiment of the present invention, and FIG. 3 is an enlarged cross-sectional view of part I of FIG. 2, in which a differential pressure is lower than a first pressure. 4 is an enlarged cross-sectional view of part I of FIG. 2 and illustrates a state in which the differential pressure is higher than or equal to the first pressure and lower than the second pressure, and FIG. 5 shows part I of FIG. An enlarged cross-sectional view showing a state in which the differential pressure is higher than or equal to the second pressure and lower than the third pressure, and FIG. 6 is an enlarged cross-sectional view showing part I of FIG. 2 and the differential pressure is higher than the third pressure. 7 is a cross-sectional view illustrating a state in which the pressure is equal to and lower than the fourth pressure, and FIG. 7 is an enlarged cross-sectional view of part I of FIG. 2 and illustrates a state in which the differential pressure is higher than or equal to the fourth pressure, and FIG. Variable capacity swash plate pressure Depending on the pressure difference in the group is a chart showing the orifice holes the effective flow cross-sectional area changes.

Meanwhile, components not shown in FIGS. 2 to 7 refer to FIG. 1 for convenience of description.

2 to 7 and 1, the variable displacement swash plate compressor according to an embodiment of the present invention, the casing 100, the compression mechanism provided in the casing 100 and compresses the refrigerant 200 may be included.

The casing 100 is a cylinder block 110 in which the compression mechanism 200 is accommodated, a front housing 120 coupled to the front side of the cylinder block 110, and a rear side of the cylinder block 110. It may include a rear housing 130 to be coupled.

At the center side of the cylinder block 110 is formed a bearing hole 112 is inserted into the rotating shaft 210 to be described later, the piston 230 to be described later is inserted into the outer peripheral side of the cylinder block 110 and the piston 230 And a bore 114 forming a compression chamber together.

The bearing hole 112 may be formed in a cylindrical shape penetrating the cylinder block 110 along the axial direction of the cylinder block 110.

The bore 114 has a cylindrical shape that penetrates the cylinder block 110 along the axial direction of the cylinder block 110 at a portion spaced radially outwardly of the cylinder block 110 from the bearing hole 112. Can be formed.

In addition, the bore 114 is formed of n pieces so that the compression chamber is n, the n bore 114 is to be arranged along the circumferential direction of the cylinder block 110 around the bearing hole 112. Can be.

The front housing 120 may be fastened to the cylinder block 110 on the opposite side of the rear housing 130 based on the cylinder block 110.

Here, the cylinder block 110 and the front housing 120 may be fastened to each other so that a crank chamber S4 may be formed between the cylinder block 110 and the front housing 120.

The crank chamber S4 may accommodate the swash plate 220 to be described later.

The rear housing 130 may be fastened to the cylinder block 110 on the opposite side of the front housing 120 based on the cylinder block 110.

In addition, the rear housing 130 may be provided with a suction chamber S1 accommodating the refrigerant to be introduced into the compression chamber and a discharge chamber S3 accommodating the refrigerant discharged from the compression chamber.

The suction chamber S1 may be in communication with a refrigerant suction tube (not shown) for guiding the refrigerant to be compressed into the casing 100.

The discharge chamber S3 may be in communication with a refrigerant discharge tube (not shown) for guiding the compressed refrigerant to the outside of the casing 100.

The compression mechanism 200 sucks refrigerant from the suction chamber S1 into the compression chamber, compresses the sucked refrigerant in the compression chamber, and discharges the compressed refrigerant from the compression chamber to the discharge chamber S3. Can be formed.

Specifically, the compression mechanism 200, the rotating shaft 210 is rotatably supported by the casing 100 and is rotated by receiving a rotational force from a driving source (for example, the engine of the vehicle) (not shown), the rotating shaft It may include a swash plate 220 which is linked to the 210 and rotates in the crank chamber (S4), the piston 230 reciprocating in the bore 114 in conjunction with the swash plate 220. .

The rotation shaft 210 may be formed in a cylindrical shape extending in one direction.

In addition, one end of the rotating shaft 210 is inserted into the cylinder block 110 (more precisely, the bearing hole 112) to be rotatably supported, and the other end penetrates through the front housing 120 to form the casing ( Protruding out of the 100 may be connected to the driving source (not shown).

The swash plate 220 may be formed in a disc shape, and may be inclinedly fastened to the rotation shaft 210 in the crank chamber S4. Here, the swash plate 220 is fastened to the rotating shaft 210 so that the inclination angle of the swash plate 220 is variable, which will be described later.

The piston 230 is provided in n corresponding to the bore 114, each piston 230 may be formed to reciprocate in each bore 114 in conjunction with the swash plate 220.

Specifically, the piston 230, one end is inserted into the bore 114 and extending from the one end to the opposite side of the bore 114 is connected to the swash plate 220 in the crank chamber (S4) It may include the other end.

In addition, the variable displacement swash plate compressor according to the present embodiment may further include a valve mechanism 300 for communicating and shielding the suction chamber S1 and the discharge chamber S3 with the compression chamber.

The valve mechanism 300 may include a valve plate interposed between the cylinder block 110 and the rear housing 130, a suction lead interposed between the cylinder block 110 and the valve plate, and the valve plate and the valve plate. It may include a discharge lead interposed between the rear housing 130.

The valve plate may be formed in a substantially disk shape and include a suction port through which the refrigerant to be compressed passes and a discharge port through which the compressed refrigerant passes.

The suction ports may be formed in n so as to correspond to the compression chamber, and the n suction ports may be arranged along the circumferential direction of the valve plate.

The discharge ports may also be formed in n so as to correspond to the compression chamber, and the n discharge ports may be arranged along the circumferential direction of the valve plate at the centrifugal side of the valve plate with respect to the suction port.

The suction lead may have a substantially disc shape, and may include a suction valve for opening and closing the suction port, and a discharge hole for communicating the compression chamber and the discharge port.

The suction valve is formed in a cantilever shape, n pieces are formed to correspond to the compression chamber and the suction port, and the n suction valves may be arranged along the circumferential direction of the suction lead.

The discharge holes are formed through the suction lead at the base of the suction valve, and are formed in n to correspond to the compression chamber and the discharge port, and the n discharge holes may be arranged along the circumferential direction of the suction lead. have.

The discharge lead may have a substantially disc shape, and may include a discharge valve for opening and closing the discharge port, and a suction hole for communicating the suction chamber S1 with the suction port.

The discharge valve may be formed in a cantilever shape, and the discharge valve may be formed in n pieces so as to correspond to the compression chamber and the discharge port, and the n discharge valves may be arranged along the circumferential direction of the discharge lead.

The suction holes are formed through the discharge leads at the base of the discharge valve, and are formed in n so as to correspond to the compression chamber and the suction port, and the n suction holes may be arranged along the circumferential direction of the discharge leads. have.

In addition, the swash plate compressor according to an embodiment of the present invention may further include a discharge gasket interposed between the discharge lead and the rear housing 130.

In addition, the variable displacement swash plate compressor according to the present embodiment may further include an inclination adjustment mechanism 400 for adjusting an inclination angle of the swash plate 220 with respect to the rotation shaft 210.

The inclination control mechanism 400, the swash plate 220 is fastened to the rotary shaft 210, so that the inclination angle of the swash plate 220 is variablely fastened, is fastened to the rotary shaft 210 and the rotary shaft 210 It may include a rotor 410 and a sliding pin 420 connecting the swash plate 220 and the rotor 410 is rotated together.

The sliding pin 420 is formed of a cylindrical pin, the swash plate 220 is formed with a first insertion hole 222 into which the sliding pin 420 is inserted, the rotor 410 is the sliding pin ( A second insertion hole 412 into which the 420 is inserted may be formed.

The first insertion hole 222 may be formed in a cylindrical shape such that the sliding pin 420 is rotatable inside the first insertion hole 222.

The second insertion hole 412 may extend in one direction so that the sliding pin 420 may be moved along the second insertion hole 412.

Here, a central portion of the sliding pin 420 may be inserted into the first insertion hole 222, and an end of the sliding pin 420 may be inserted into the second insertion hole 412.

In addition, the inclination adjustment mechanism 400 adjusts the differential pressure (more precisely, the pressure of the crank chamber S4) between the pressure of the crank chamber S4 and the pressure of the suction chamber S1 to the swash plate 220. The first flow path 430 for communicating the discharge chamber S3 with the crank chamber S4 and the second flow path 450 for communicating the crank chamber S4 and the suction chamber S1 to adjust the inclination angle of the discharge chamber S3. ) May be included.

The first flow path 430 extends from the discharge chamber S3 to the crank chamber S4 through the rear housing 130, the valve mechanism 300, the cylinder block, and the rotation shaft 210. Can be.

In addition, a pressure control valve (not shown) may be formed in the first flow path 430 to open and close the first flow path 430.

The pressure control valve (not shown) may be formed of a so-called mechanical valve (MCV) or electronic valve (ECV).

The pressure regulating valve (not shown) not only closes and opens the first flow path 430, but also adjusts an amount of opening of the first flow path 430 when the first flow path 430 is opened. It can be formed to.

The second flow path 450 may extend from the crank chamber S4 to the suction chamber S1 through the cylinder block and the valve mechanism 300.

In the second flow path 450, an orifice hole 460 for reducing the pressure of the fluid passing through the second flow path 450 to prevent the pressure of the suction chamber S1 from rising, and a compressor efficiency due to refrigerant leakage. An orifice adjustment mechanism 470 may be formed to adjust the effective flow cross-sectional area of the orifice hole 460 to suppress the reduction.

Here, when defined with respect to some terms, the cross-sectional area of the orifice hole 460 is the area of the orifice hole 460 itself, and the flow cross-sectional area of the orifice hole 460 is the area through which the refrigerant passes among the cross-sectional areas of the orifice hole 460. The effective flow cross-sectional area of the orifice hole 460 is the flow cross-sectional area of the orifice hole 460 which becomes a bottleneck among the plurality of orifice holes 460 when the orifice hole 460 is formed in plural. That is, for example, there is one orifice hole having a cross-sectional area of 10 mm 2, and there is another orifice hole connected in series with the one orifice hole and having a cross-sectional area of 5 mm 2, with one orifice hole opening only by 2 mm 2. If the other orifice hole is opened by only 3 mm 2, the cross-sectional area of the one orifice hole is 10 mm 2, but the flow cross-sectional area of the one orifice hole is 2 mm 2, and the cross-sectional area of the other orifice hole is 5 mm 2, but the flow cross-sectional area of the other orifice hole is 3 mm 2. And the bottleneck of the whole orifice hole becomes that one orifice hole, where the effective flow cross section of the whole orifice hole is 2 mm 2 equal to the flow cross section of the one orifice hole.

Subsequently, the orifice hole 460 includes a first orifice hole 462 for communicating the crank chamber S4 and a valve chamber 472 to be described later, and one side of the suction chamber S1 and a valve chamber to be described later ( A second orifice hole 464 communicating with the 472 and a third orifice hole 466 communicating with the other side of the suction chamber S1 and the valve chamber 472 to be described later may be included.

Here, the first orifice hole 462, the second orifice hole 464 and the third orifice hole 466, the refrigerant flowing from the crank chamber (S4) is the first orifice hole (462). Some of the refrigerant decompressed by the first orifice hole 462 are decompressed through the second orifice hole 464 to be discharged into the suction chamber S1, and the first orifice hole 462 is reduced. Some of the refrigerant reduced by the pressure may be formed to be reduced in pressure through the third orifice hole 466 and discharged to the suction chamber S1.

The first orifice hole 462, the second orifice hole 464, and the third orifice hole 466 are each formed in a predetermined cross-sectional area, which will be described later.

The orifice adjusting mechanism 470 is a valve chamber 472 and the valve chamber 472 in communication with the first orifice hole 462, the second orifice hole 464, and the third orifice hole 466. A valve core 474 which is reciprocated in the and adjusts an opening amount of the first orifice hole 462, an opening amount of the second orifice hole 464, and an opening amount of the third orifice hole 466. It may include an elastic member 476 for applying an elastic force to the valve core 474.

The valve chamber 472 has a valve chamber inner circumferential surface 472a for reciprocating the valve core 474 and a valve chamber first front end surface 472b positioned at one end side of the valve chamber inner circumferential surface 472a. And a valve chamber second front end surface 472c positioned at the other end side of the valve chamber inner circumferential surface 472a.

The valve core 474 has a valve core outer circumferential surface 474a facing the valve chamber inner circumferential surface 472a, a valve core first pressure surface 474b facing the valve chamber first front end surface 472b, and the valve. And a valve core second pressure surface 474c opposite the chamber second front end surface 472c.

The outer diameter of the valve core outer peripheral surface 474a may be formed to be equal to the inner diameter of the valve chamber inner peripheral surface 472a so that the valve core outer peripheral surface 474a slides in close contact with the valve chamber inner peripheral surface 472a.

The valve core first pressure surface 474b may be formed parallel to the valve chamber first front end surface 472b to be in surface contact with the valve chamber first front end surface 472b.

The valve core second pressure surface 474c may be formed to be substantially parallel to the valve core first pressure surface 474b.

The elastic member 476 presses the valve core 474 toward the valve chamber first front end surface 472b, for example, the valve core second pressure surface 474c and the valve chamber second front end surface ( It may be formed of a compression coil spring provided between the 472c.

Here, the first orifice hole 462 is continuously opened to the valve core first pressure surface 474b so that the first orifice hole 462 can be opened and closed quickly during the reciprocating motion of the valve core 474. The valve chamber 472 may communicate with the valve chamber 472b so that pressure is applied. That is, an outlet of the first orifice hole 462 may be formed in the valve chamber first front end surface 472b.

The first orifice hole 462 has an inner diameter of the first orifice hole 462 so as to prevent the valve core 474 from being separated from the valve chamber 472. It can be formed smaller than the outer diameter of.

The second orifice hole 464 is the valve chamber 472 on the inner circumferential surface 472a of the valve chamber such that the opening degree of the second orifice hole 464 is gradually changed during the reciprocating motion of the valve core 474. Can be communicated with. That is, an inlet of the second orifice hole 464 may be formed on the inner circumferential surface 472a of the valve chamber.

The second orifice hole 464 may be configured to reduce the refrigerant discharged from the first orifice hole 462 prior to the third orifice hole 466. The valve chamber 472 may be communicated with an end portion (hereinafter, one end of the valve chamber inner circumferential surface 472a) adjacent to the chamber first front end surface 472b. That is, an inlet of the second orifice hole 464 may be formed at one end of the valve chamber inner circumferential surface 472a.

The second orifice hole 464 depressurizes the refrigerant discharged from the first orifice hole 462 as soon as the first orifice hole 462 is opened to guide the suction orifice to the suction chamber S1. An inlet of the second orifice hole 464 may be formed at a portion of one end of the inner circumferential surface 472a of the valve chamber that contacts the valve front end surface 472b.

The third orifice hole 466 is the valve chamber 472 on the inner circumferential surface 472a of the valve chamber such that the opening degree of the third orifice hole 466 is gradually changed during the reciprocating motion of the valve core 474. Can be communicated with. That is, an inlet of the third orifice hole 466 may be formed on the inner circumferential surface 472a of the valve chamber.

The third orifice hole 466 is configured such that the refrigerant discharged from the first orifice hole 462 is reduced in pressure later than the second orifice hole 464. It may be in communication with the valve chamber 472 at the end (hereinafter, the other end of the valve chamber inner peripheral surface 472a) remote from 472b. That is, an inlet of the third orifice hole 466 may be formed at the other end side of the valve chamber inner circumferential surface 472a.

In addition, the third orifice hole 466 is formed in the valve chamber more than the predetermined position when the valve core 474 is moved toward the valve chamber second front end surface 472c. The third orifice hole 466 such that a fluid damper is formed between the valve core second pressure surface 474c and the valve chamber second front end surface 472c to prevent movement toward the two front end surfaces 472c. ) May be formed at a portion spaced apart from the valve chamber second front end surface 472c among the other ends of the valve chamber inner circumferential surface 472a.

In addition, in the third orifice hole 466, the valve core first pressure surface 474b is the valve chamber first front end surface 472b such that a suction pressure is applied to the valve core second pressure surface 474c. When in contact with the third orifice hole 466 may be formed in communication with the space between the valve core second pressure surface 474c and the valve chamber second front end surface 472c.

On the other hand, the rear housing 130 includes a post portion 132 extending from the inner wall surface of the rear housing 130 and supported by the valve mechanism to prevent deformation of the rear housing 130, simplifying the structure and In order to reduce cost, the valve chamber 472, the second orifice hole 464 and the third orifice hole 466 are formed in the post part 132, and the first orifice hole 462 is It may be formed in the valve mechanism (particularly, the portion supporting the post portion 132).

Hereinafter, the operation and effects of the swash plate compressor according to the present embodiment will be described.

That is, when power is transmitted from the driving source (not shown) to the rotation shaft 210, the rotation shaft 210 and the swash plate 220 may be rotated together.

The piston 230 may be reciprocated in the bore 114 by converting the rotational motion of the swash plate 220 into a linear motion.

When the piston 230 moves from the top dead center to the bottom dead center, the compression chamber is communicated with the suction chamber S1 by the valve mechanism 300 and shielded from the discharge chamber S3. The refrigerant in the suction chamber S1 may be sucked into the compression chamber. That is, when the piston 230 moves from the top dead center to the bottom dead center, the suction valve opens the suction port, the discharge valve closes the discharge port, and the refrigerant in the suction chamber S1 sucks the suction port. It can be sucked into the compression chamber through the ball and the suction port.

When the piston 230 moves from the bottom dead center to the top dead center, the compression chamber is shielded from the suction chamber S1 and the discharge chamber S3 by the valve mechanism 300, and the refrigerant of the compression chamber is blocked. Can be compressed. That is, when the piston 230 moves from the bottom dead center to the top dead center, the suction valve closes the suction port, the discharge valve closes the discharge port, and the refrigerant in the compression chamber may be compressed.

When the piston 230 reaches the top dead center, the compression chamber is shielded from the suction chamber S1 by the valve mechanism 300 and communicates with the discharge chamber S3, Compressed refrigerant may be discharged to the discharge chamber S3. That is, when the piston 230 reaches the top dead center, the suction valve closes the suction port, the discharge valve opens the discharge port, and the refrigerant compressed in the compression chamber is discharged from the discharge hole and the discharge port. Through the port may be discharged to the discharge chamber (S3).

Here, the variable displacement swash plate compressor according to the present embodiment may be adjusted as follows.

First, when stopped, the refrigerant discharge amount may be set to the minimum mode of the minimum. That is, the swash plate 220 is disposed close to the vertical to the rotation axis 210, the inclination angle of the swash plate 220 may be close to zero (0). Here, the inclination angle of the swash plate 220 may be measured as an angle between the rotation axis 210 of the swash plate 220 and the normal of the swash plate 220 with respect to the rotation center of the swash plate 220.

Next, once the operation is started, it can be adjusted to the maximum mode once the refrigerant discharge amount is the maximum. That is, the first flow path 430 may be closed by the pressure control valve (not shown), and the pressure of the crank chamber S4 may be reduced to the suction pressure level. That is, the differential pressure between the pressure of the crank chamber S4 and the pressure of the suction chamber S1 may be reduced to a minimum. Accordingly, the pressure of the crank chamber S4 applied to the piston 230 is reduced to the minimum, the stroke of the piston 230 is increased to the maximum, and the inclination angle of the swash plate 220 is increased to the maximum. The refrigerant discharge amount can be increased to the maximum.

Next, after the maximum mode, the opening amount of the first flow path 430 may be adjusted by the pressure regulating valve (not shown), and the pressure of the crank chamber S4 may be adjusted according to the required amount of refrigerant discharge. have. That is, the differential pressure between the pressure of the crank chamber (S4) and the pressure of the suction chamber (S1) can be adjusted. Accordingly, the pressure of the crank chamber S4 applied to the piston 230 is adjusted, the stroke of the piston 230 is adjusted, the inclination angle of the swash plate 220 is adjusted, and the amount of refrigerant discharge is controlled. Can be.

That is, for example, when the refrigerant discharge amount is required to decrease after the maximum amount of the refrigerant discharge amount is increased, the first flow path 430 is opened by the pressure control valve (not shown), but the first flow path 430 Opening amount is increased by the pressure control valve (not shown), the pressure of the crank chamber (S4) can be increased. That is, the pressure difference between the pressure of the crank chamber S4 and the pressure of the suction chamber S1 may be increased. Accordingly, the pressure of the crank chamber S4 applied to the piston 230 is increased, so that the stroke of the piston 230 is reduced, the inclination angle of the swash plate 220 is reduced, and the amount of refrigerant discharged is reduced. Can be.

As another example, when it is necessary to increase the refrigerant discharge amount after the refrigerant discharge amount is reduced, the first flow path 430 is opened by the pressure control valve (not shown), and the opening amount of the first flow path 430 is adjusted to the pressure. Reduced by a valve (not shown), the pressure of the crank chamber (S4) can be reduced. That is, the differential pressure between the pressure of the crank chamber S4 and the pressure of the suction chamber S1 may be reduced. Accordingly, the pressure of the crank chamber S4 applied to the piston 230 is reduced, the stroke of the piston 230 is increased, the inclination angle of the swash plate 220 is increased, and the amount of refrigerant discharged is increased. Can be.

Here, in order to reduce the pressure of the crank chamber S4, that is, to reduce the pressure difference between the pressure of the crank chamber S4 and the pressure of the suction chamber S1, the first flow path 430 is closed or The opening amount of the first flow path 430 is decreased, so that the amount of refrigerant flowing into the crank chamber S4 from the discharge chamber S3 must be reduced, and the refrigerant in the crank chamber S4 is the crank chamber S4. The second flow path 450 for guiding the refrigerant in the crank chamber (S4) to the suction chamber (S1) and the suction chamber (S1) to prevent a rise in pressure for this purpose. The orifice hole 460 for reducing the pressure of the refrigerant passing through the flow path 450 is provided.

By the way, when the effective flow cross-sectional area of the orifice hole 460 is always constant regardless of the pressure of the crank chamber S4 (differential pressure between the pressure of the crank chamber and the pressure of the suction chamber), the rapid adjustment of the refrigerant discharge amount and the compressor efficiency There is a difficulty in achieving prevention of degradation simultaneously.

That is, when the effective flow cross-sectional area of the orifice hole 460 is formed to have a constant large area, the crank when the pressure of the crank chamber S4 (differential pressure between the pressure of the crank chamber and the pressure of the suction chamber) should be reduced. The refrigerant in the chamber S4 can be quickly discharged into the suction chamber S1, which is advantageous in terms of responsiveness, but the refrigerant in the crank chamber S4 is unnecessary when the pressure of the crank chamber S4 is to be maintained or increased. The leakage to the suction chamber (S1) may be disadvantageous in terms of efficiency.

On the other hand, when the effective flow cross-sectional area of the orifice hole 460 is formed to be a constant narrow area, when the pressure of the crank chamber (S4) (differential pressure between the pressure of the crank chamber and the pressure of the suction chamber) to be maintained or increased The amount of refrigerant leaking from the crank chamber S4 to the suction chamber S1 is reduced, which is advantageous in terms of efficiency, but the pressure of the crank chamber S4 (differential pressure between the pressure of the crank chamber and the pressure in the suction chamber) must be reduced. When the refrigerant in the crank chamber (S4) is difficult to discharge to the suction chamber (S1) may be disadvantageous in terms of responsiveness.

In consideration of this, in the present embodiment, the first orifice hole 462, the second orifice hole 464, the third orifice hole 466, and the orifice adjusting mechanism 470 may be provided. The first orifice hole 462 has the same cross-sectional area as the sum of the cross-sectional area of the second orifice hole 464 and the cross-sectional area of the third orifice hole 466. Can be formed. In addition, the second orifice hole 464 may be formed such that the cross-sectional area of the second orifice hole 464 is a predetermined first area A1. In addition, the third orifice hole 466 may be formed such that the sum of the cross-sectional area of the second orifice hole 464 and the cross-sectional area of the third orifice hole 466 becomes a predetermined second area A2. have. Here, the second area A2 may be formed to the maximum within a range in which the refrigerant passing through the second flow path 450 is sufficiently reduced in pressure. In addition, the opening amount of the first orifice hole 462, the opening amount of the second orifice hole 464, and the opening amount of the third orifice hole 466 are the valve core 474 of the orifice adjusting mechanism 470. The effective flow cross-sectional area of the orifice hole 460 may be adjusted to vary according to the pressure of the crank chamber S4 (differential pressure between the pressure of the crank chamber and the pressure of the suction chamber). Thereby, the rapid adjustment of the refrigerant discharge amount and the prevention of the compressor efficiency can be simultaneously achieved.

Specifically, when the differential pressure between the pressure of the crank chamber (S4) and the pressure of the suction chamber (S1) is lower than the first pressure (P1), the force applied to the valve core first pressure surface (474b) (crank chamber Force (S4) passing through the first orifice hole 462 and applied to the valve core first pressure surface 474b and the product of the pressure action area thereof is applied to the valve core second pressure surface 474c. (The product of the pressure applied from the suction chamber S1 through the third orifice hole 466 to the valve core second pressure surface 474c, the pressure acting area thereof, and the force of the force applied by the elastic member 476. May be less than or equal to Accordingly, as shown in FIG. 3, the valve core 474 is moved toward the valve chamber first front end surface 472b so that the valve core first pressure surface 474b is moved to the valve chamber first front end surface. By contacting 472b, the first orifice hole 462 can be closed by the valve core 474. Meanwhile, the second orifice hole 464 and the third orifice hole 466 may be closed by the valve core 474. In this case, the cross-sectional area of the first orifice hole 462 is the second area A2, but the flow cross-sectional area of the first orifice hole 462 may be zero. Accordingly, the first orifice hole 462 becomes the bottle neck of the orifice hole 460, and the effective flow cross-sectional area of the orifice hole 460 is the first orifice hole 462 as shown in FIG. The flow cross-sectional area of can be zero.

Here, the closing of the second orifice hole 464 and the third orifice hole 466 is that the second orifice hole 464 and the third orifice hole 466 are the valve core first pressure surface ( It does not communicate with the space between 474b and the valve chamber first front end surface 472b. In practice, the third orifice hole 466 is a space between the valve core second pressure surface 474c and the valve chamber second front end surface 472c such that suction pressure is applied to the valve core second pressure surface 474c. It is in communication with.

Subsequently, when the differential pressure between the pressure of the crank chamber S4 and the pressure of the suction chamber S1 is higher than or equal to the first pressure P1 and lower than the second pressure P2, the valve core first pressure The force applied to the surface 474b may be greater than the force applied to the valve core second pressure surface 474c. Accordingly, as shown in FIG. 4, the valve core 474 is moved toward the valve chamber second front end surface 472c, so that the valve core first pressure surface 474b is moved to the valve chamber first front end surface. Spaced apart from 472b, the first orifice hole 462 and the second orifice hole 464 may be opened by the valve core 474. Here, the first orifice hole 462 communicates with the valve chamber first front end surface 472b and may be completely opened at one time. On the other hand, the second orifice hole 464 communicates with one end of the inner circumferential surface 472a of the valve chamber, so that only a part thereof may be opened. The opening amount of the second orifice hole 464 may be gradually increased in proportion to the pressure difference between the pressure of the crank chamber S4 and the pressure of the suction chamber S1. Meanwhile, the third orifice hole 466 may still be closed by the valve core 474. In this case, the flow cross-sectional area of the first orifice hole 462 may be the second area A2 equal to the cross-sectional area of the first orifice hole 462. In addition, the flow cross-sectional area of the second orifice hole 464 may be an area larger than zero and smaller than the first area A1. The sum of the cross-sectional area of the flow of the second orifice hole 464 and the cross-sectional area of the third orifice hole 466 is larger than zero (0) of the cross-sectional area of the second orifice hole 464. It may be an area narrower than the area A1. Accordingly, the second orifice hole 464 becomes the bottle neck of the orifice hole 460, and the effective flow cross-sectional area of the orifice hole 460 is the second orifice hole 464 as shown in FIG. 8. It may be an area larger than zero and the area smaller than the first area A1.

And, when the pressure difference between the pressure of the crank chamber (S4) and the pressure of the suction chamber (S1) is higher than or equal to the second pressure (P2) and lower than the third pressure (P3), the valve core first pressure surface The force applied to 474b may be greater than the force applied to the valve core second pressure surface 474c. Accordingly, as shown in FIG. 5, the valve core 474 is further moved toward the valve chamber second front end surface 472c, so that the valve core first pressure surface 474b is moved to the valve chamber first line. Further spaced apart from the cross section 472b, the first orifice hole 462 and the second orifice hole 464 may be fully opened by the valve core 474. Meanwhile, the third orifice hole 466 may still be closed by the valve core 474. In this case, the flow cross-sectional area of the first orifice hole 462 may be the second area A2 equal to the cross-sectional area of the first orifice hole 462. In addition, the flow cross-sectional area of the second orifice hole 464 may be the first area A1. The sum of the flow cross-sectional area of the second orifice hole 464 and the flow cross-sectional area of the third orifice hole 466 becomes the first area A1 of the flow cross-sectional area of the second orifice hole 464. Can be. Accordingly, the second orifice hole 464 becomes the bottle neck of the orifice hole 460, and the effective flow cross-sectional area of the orifice hole 460 is the second orifice hole 464 as shown in FIG. 8. The first area A1 may be a flow cross-sectional area of.

And, when the pressure difference between the pressure of the crank chamber (S4) and the pressure of the suction chamber (S1) is higher than or equal to the third pressure (P3) and lower than the fourth pressure (P4), the valve core first pressure surface The force applied to 474b may be greater than the force applied to the valve core second pressure surface 474c. Accordingly, as shown in FIG. 6, the valve core 474 is further moved toward the valve chamber second front end surface 472c so that the valve core first pressure surface 474b is moved to the valve chamber first. Further spaced apart from the tip surface 472b, the first orifice hole 462, the second orifice hole 464, and the third orifice hole 466 may be opened by the valve core 474. . Here, the first orifice hole 462 and the second orifice hole 464 are completely open, but the third orifice hole 466 is in communication with the other end side of the valve chamber inner circumferential surface 472a so that only part of the opening is opened. Can be. The opening amount of the third orifice hole 466 may be gradually increased in proportion to the pressure difference between the pressure of the crank chamber S4 and the pressure of the suction chamber S1. On the other hand, the third orifice hole 466 is no longer in communication with the space between the valve core second pressure surface 474c and the valve chamber second front end surface 472c, and the valve core second pressure surface 474c. ) And the valve chamber second front end surface 472c may be a fluid damper that prevents the valve core 474 from moving further than a predetermined position toward the valve chamber second front end surface 472c. . In this case, the flow cross-sectional area of the first orifice hole 462 may be the second area A2 equal to the cross-sectional area of the first orifice hole 462. In addition, the flow cross-sectional area of the second orifice hole 464 is the first area A1 equal to the cross-sectional area of the second orifice hole 464, and the flow cross-sectional area of the third orifice hole 466 is zero ( It may be an area wider than 0) and narrower than the area obtained by subtracting the first area A1 from the second area A2. That is, the sum of the flow cross-sectional area of the second orifice hole 464 and the flow cross-sectional area of the third orifice hole 466 may be an area wider than the first area A1 and narrower than the second area A2. Can be. Accordingly, the second orifice hole 464 and the third orifice hole 466 become a bottle neck of the orifice hole 460, and the effective flow cross-sectional area of the orifice hole 460 is shown in FIG. As such, the sum of the flow cross-sectional area of the second orifice hole 464 and the flow cross-sectional area of the third orifice hole 466 may be larger than the first area A1 and narrower than the second area A2. have.

When the differential pressure between the pressure of the crank chamber S4 and the pressure of the suction chamber S1 is higher than or equal to the fourth pressure P4, the force applied to the valve core first pressure surface 474b is It may be greater than the force applied to the valve core second pressure surface 474c. Accordingly, as shown in FIG. 7, the valve core 474 is further moved toward the valve chamber second front end surface 472c, so that the valve core first pressure surface 474b is moved to the valve chamber first. Even more spaced apart from the tip surface 472b, the first orifice hole 462, the second orifice hole 464, and the third orifice hole 466 may be fully opened by the valve core 474. have. In this case, the flow cross-sectional area of the first orifice hole 462 may be the second area A2 equal to the cross-sectional area of the first orifice hole 462. In addition, the flow cross-sectional area of the second orifice hole 464 is the first area A1 equal to the cross-sectional area of the second orifice hole 464, and the flow cross-sectional area of the third orifice hole 466 is the second area. It may be an area obtained by subtracting the first area A1 from the second area A2 equal to the cross-sectional area of the three orifice holes 466. That is, the sum of the flow cross-sectional area of the second orifice hole 464 and the flow cross-sectional area of the third orifice hole 466 may be the second area A2. Accordingly, the second orifice hole 464 and the third orifice hole 466 together with the first orifice hole 462 become a bottle neck of the orifice hole 460, and the orifice hole 460 As shown in FIG. 8, the effective flow cross-sectional area is the sum of the flow cross-sectional area of the second orifice hole 464 and the flow cross-sectional area of the third orifice hole 466 and the cross-sectional area of the first orifice hole 462. It may be the second area A2.

Here, in the variable displacement swash plate type compressor according to the present embodiment, the effective flow cross-sectional area of the orifice hole 460 is the pressure difference between the pressure of the crank chamber S4 and the pressure of the suction chamber S1 (more precisely, the crank chamber). By varying from zero (0) to the second area A2 in proportion to the pressure of (S4), the differential pressure (more precisely, the crank chamber) between the pressure of the crank chamber S4 and the pressure of the suction chamber S1. When the pressure (S4)) is to be maintained or increased, the amount of refrigerant leaking from the crank chamber S4 to the suction chamber S1 may be reduced. That is, referring to FIG. 8, the effective flow cross-sectional area of the orifice hole 460 in a range in which a differential pressure between the pressure of the crank chamber S4 and the pressure of the suction chamber S1 is lower than the fourth pressure P4. This may be reduced than the second area A2. Accordingly, when the effective flow cross-sectional area of the orifice hole 460 is kept constant in the second area A2 regardless of the pressure difference between the pressure of the crank chamber S4 and the pressure of the suction chamber S1. When the differential pressure between the pressure of the crank chamber S4 and the pressure of the suction chamber S1 is to be maintained or increased, the amount of refrigerant leaking from the crank chamber S4 to the suction chamber S1 is hatched in FIG. 8. Can be reduced as in parts. As a result, the crank chamber S4 is discharged from the discharge chamber S3 through the first flow path 430 in order to adjust the pressure difference between the pressure of the crank chamber S4 and the pressure of the suction chamber S1 to a desired level. The amount of coolant flowing into the coolant may be reduced, and the amount of coolant discharged from the discharge chamber S3 through a coolant discharge tube (not shown) in a cooling cycle may be increased. Accordingly, even if the compressor does relatively little work (compression), it is possible to easily achieve the desired level of cooling or heating, so that the power required to drive the compressor can be reduced, and the compressor efficiency can be improved.

In addition, as the second area A2 is formed to a maximum within a range in which the refrigerant passing through the second flow path 450 is sufficiently reduced in pressure, the pressure of the crank chamber S4 and the suction chamber S1 may be reduced. When the differential pressure between the pressure is to be reduced, the refrigerant in the crank chamber (S4) can be quickly discharged to the suction chamber (S1), the response can be improved. That is, the refrigerant discharge amount can be adjusted quickly.

Meanwhile, as described above, when the differential pressure between the pressure of the crank chamber S4 and the pressure of the suction chamber S1 is lower than the first pressure P1, the effective flow cross-sectional area of the orifice hole 460 is zero (0). As a result, damage to the compressor can be prevented.

Specifically, the vehicle cooling system includes a condenser for condensing the high temperature and high pressure gaseous refrigerant discharged from the compressor into a low temperature and high pressure liquid refrigerant in addition to the compressor for compressing the low temperature and low pressure gaseous refrigerant into the high temperature and high pressure gaseous refrigerant, and the discharge from the condenser. And a vapor compression refrigeration cycle mechanism having an expansion valve for expanding the low temperature and high pressure liquid refrigerant into a low temperature low pressure liquid refrigerant and an evaporator for evaporating the low temperature low pressure liquid refrigerant discharged from the expansion valve to the low temperature low pressure gas phase refrigerant. .

In the vehicle cooling system according to this configuration, when a start signal is input, the compressor is driven to compress the refrigerant, and the refrigerant discharged from the compressor is circulated through the condenser, the expansion valve, and the evaporator, and is recovered to the compressor. The evaporator is heat exchanged with air, and a part of the air exchanged with the condenser and the evaporator is supplied to the passenger compartment of the vehicle and provides cooling, heating, and dehumidification.

Here, in the conventional case, there is a problem in that the compressor is driven and the compressor is damaged even when the oil stored in the compressor is insufficient for lubricating the sliding part of the compressor. More specifically, when the vehicle is left for a long time in a large cross environment, movement of refrigerant and oil occurs in the refrigeration cycle. That is, a migration phenomenon occurs. However, relatively viscous oils among refrigerants and oils moved from the compressor to the condenser, the expansion valve, and the evaporator do not flow back into the compressor, resulting in a shortage condition in which the amount of oil is smaller than the predetermined reference oil amount in the compressor. . When the compressor is driven in such an oil shortage condition, friction of the sliding part is increased, and sticking occurs, thereby causing a problem of damage to the compressor.

However, in the present embodiment, when the compressor is stopped, the pressure difference between the pressure of the crank chamber (S4) and the pressure of the suction chamber (S1) becomes zero (0) and lower than the first pressure (P1), One orifice hole 462 is closed by the valve core 474 so that the effective flow cross-sectional area of the orifice hole 460 can be zero. As a result, since the refrigerant and the oil cannot move between the crank chamber S4 and the suction chamber S1, the refrigerant and the oil inside the compressor can be suppressed from moving to the outside of the compressor. As a result, it is suppressed that the amount of oil in the compressor is smaller than the predetermined reference oil amount, and damage to the compressor due to oil shortage can be prevented.

On the other hand, in the present embodiment, so that the area of the hatched portion in Figure 8 is further increased (so that the amount of refrigerant leaking from the crank chamber S4 to the suction chamber S1 is further reduced), the pressure of the crank chamber S4 and The pressure of the crank chamber S4 and the pressure of the suction chamber S1 in a range in which a differential pressure between the pressure of the suction chamber S1 is higher than or equal to the first pressure P1 and lower than the second pressure P2. The effective flow cross-sectional area of the orifice hole 460 is gradually increased in proportion to the differential pressure therebetween, and the differential pressure between the pressure of the crank chamber S4 and the pressure of the suction chamber S1 is higher than the third pressure P3. The effective flow cross-sectional area is gradually increased in proportion to the pressure difference between the pressure of the crank chamber S4 and the pressure of the suction chamber S1 in a range equal to or lower than the fourth pressure P4.

In particular, an inlet of the second orifice hole 464 is formed in a substantially rectangular shape such that a differential pressure between the pressure of the crank chamber S4 and the pressure of the suction chamber S1 is higher than or equal to the first pressure and the second pressure is increased. In a range lower than the pressure, the effective flow cross-sectional area of the orifice hole 460 is formed to increase linearly in proportion to the pressure difference between the pressure of the crank chamber S4 and the pressure of the suction chamber S1.

In addition, an inlet of the third orifice hole 466 is formed to be substantially elliptical, such that a differential pressure between the pressure of the crank chamber S4 and the pressure of the suction chamber S1 is higher than or equal to the third pressure and is equal to the fourth. In the range lower than the pressure, the effective flow cross-sectional area of the orifice hole 40 is non-linearly increased in proportion to the pressure difference between the pressure of the crank chamber S4 and the pressure of the suction chamber S1.

However, the present invention is not limited thereto, and the effective flow cross-sectional area of the orifice hole 460 may be rapidly changed.

That is, for example, when the differential pressure between the pressure of the crank chamber S4 and the pressure of the suction chamber S1 is lower than the first pressure P1, the effective flow cross-sectional area becomes zero (0), and the crank chamber When the differential pressure between the pressure of S4 and the pressure of the suction chamber S1 is higher than or equal to the first pressure P1 and lower than the third pressure P3, the effective flow cross-sectional area is equal to the first area A1. When the differential pressure between the pressure of the crank chamber (S4) and the pressure of the suction chamber (S1) is higher than or equal to the third pressure (P3) and lower than or equal to the discharge pressure, the effective flow cross-sectional area of the second area ( A2) can be formed.

Meanwhile, in the present exemplary embodiment, the cross-sectional area of the second orifice hole 464 is formed as the first area A1, but as shown in FIG. 9, the cross-sectional area of the second orifice hole 464 is the first area. It may be formed narrower than (A1).

In this case, as shown in FIG. 10, the pressure difference between the pressure of the crank chamber S4 and the pressure of the suction chamber S1 is higher than or equal to the second pressure P2 and higher than the third pressure P3. When low, the effective flow cross section of the orifice hole 460 can be narrowed.

That is, when the area smaller than the first area A1 is called a new first area A1 ′, the pressure difference between the pressure of the crank chamber S4 and the pressure of the suction chamber S1 is the first pressure P1. The effective flow cross-sectional area of the orifice hole 460 is greater than zero and narrower than the new first area A1 ′ in the range higher than or equal to and lower than the second pressure P2, and the crank Effective flow cross-sectional area of the orifice hole 460 in a range in which the differential pressure between the pressure of the chamber S4 and the pressure of the suction chamber S1 is higher than or equal to the second pressure P2 and lower than the third pressure P3. This new first area A1 ′ may be obtained.

As a result, the crank chamber (S4) is in a range in which a differential pressure between the pressure of the crank chamber S4 and the pressure of the suction chamber S1 is higher than or equal to the first pressure P1 and lower than the third pressure P3. When the differential pressure between the pressure of S4 and the pressure of the suction chamber S1 should be reduced, the responsiveness may decrease somewhat, but the amount of refrigerant leaking from the crank chamber S4 to the suction chamber S1 may be reduced. have.

That is, the hatched portion in FIG. 10 may be wider than the hatched portion in FIG. 8. Accordingly, the compressor efficiency can be further improved.

In the present exemplary embodiment, the second orifice hole 464 communicates with the valve chamber 472 at a portion of one end of the valve chamber inner circumferential surface 472a that contacts the valve chamber first front end surface 472b. As shown in FIG. 11, the second orifice hole 464 may be formed to communicate with the valve chamber 472 at a portion spaced apart from the valve chamber first front end surface 472b.

In this case, as shown in FIG. 12, the opening timing of the orifice hole 460 may be delayed.

That is, when a pressure higher than the first pressure P1 is called a new first pressure P1 ′ and a pressure higher than the second pressure P2 is a new second pressure P2 ′, the crank chamber S4. Effective flow of the orifice hole 460 in a range in which the pressure difference between the pressure of the pressure difference of the suction chamber S1 is higher than or equal to the new first pressure P1 ′ and lower than the new second pressure P2 ′. The cross-sectional area is larger than zero (0) and narrower than the first area A1, and the differential pressure between the pressure of the crank chamber S4 and the pressure of the suction chamber S1 is the new second pressure P2 '. An effective flow cross-sectional area of the orifice hole 460 may be the first area A1 in a range that is higher than or equal to and lower than the third pressure P3.

As a result, the orifice is in a range in which a differential pressure between the pressure of the crank chamber S4 and the pressure of the suction chamber S1 is higher than or equal to the first pressure P1 and lower than the new second pressure P2 ′. The effective flow cross section of the hole 460 can be narrowed.

As a result, when the differential pressure between the pressure of the crank chamber S4 and the pressure of the suction chamber S1 is to be reduced, the response may be somewhat lowered, but from the crank chamber S4 to the suction chamber S1. The amount of refrigerant leaking can be further reduced.

That is, the hatched portion in FIG. 12 may be wider than the hatched portion in FIG. 8.

Thereby, the compressor efficiency can be further improved.

On the other hand, even if the second orifice hole 464 communicates with the valve chamber 472 at a portion of one end of the valve chamber inner circumferential surface 472a that is in contact with the valve chamber first front end surface 472b, the elastic member ( When the elastic modulus of 476 is high, the opening timing of the orifice hole 460 may be delayed, thereby further improving the compressor efficiency.

On the other hand, as shown in Figure 13, the elastic modulus of the elastic member 476 is formed to be low, the opening timing of the orifice hole 460 may be advanced.

That is, when a pressure lower than the first pressure P1 is called a newer first pressure P1 ″ and a pressure lower than the second pressure P2 is a newer second pressure P2 ″, the crank chamber The orifice hole 460 in a range in which a differential pressure between the pressure of S4 and the pressure of the suction chamber S1 is higher than or equal to the newer first pressure P1 ″ and lower than the newer second pressure P2 ″. ), The effective flow cross-sectional area is wider than zero and smaller than the first area A1, and the differential pressure between the pressure of the crank chamber S4 and the pressure of the suction chamber S1 is the newer second. The effective flow cross-sectional area of the orifice hole 460 may be the first area A1 when higher than or equal to the pressure P2 ″ and lower than the third pressure P3.

As a result, the pressure difference between the pressure of the crank chamber S4 and the pressure of the suction chamber S1 is higher than or equal to the newer first pressure P1 ″ and lower than the second pressure P2. The effective flow cross section of orifice hole 460 can be widened.

As a result, as shown in FIG. 14, the hatched portion becomes narrower than the hatched portion in FIG. 8, which is somewhat disadvantageous in terms of compressor efficiency, but the pressure of the crank chamber S4 and the suction chamber S1 The response can be improved when the differential pressure between the pressures is to be reduced (especially when adjusting to the maximum mode after the start of operation).

Herein, the elastic modulus of the elastic member 476 is better in terms of improving compressor efficiency and smaller in terms of responsiveness. The elastic member 476 mainly moves the valve core 474 to the valve chamber first front end surface ( Since the elastic modulus of the elastic member 476 is to return to the side 472b), the valve core (when the differential pressure between the pressure of the crank chamber S4 and the pressure of the suction chamber S1 becomes close to zero (0). It may be desirable to form 474 as small as possible within the range that can be moved toward the valve chamber first end surface 472b to improve the response.

Meanwhile, in the present exemplary embodiment, the cross-sectional area of the first orifice hole 462 is formed to be equal to the area of the sum of the cross-sectional area of the second orifice hole 464 and the cross-sectional area of the third orifice hole 466. It doesn't happen.

That is, the cross-sectional area of the first orifice hole 462 and the cross-sectional area of the second orifice hole 464 such that the first orifice hole 462 determines the maximum effective flow cross-sectional area of the orifice hole 460. The cross-sectional area of the three orifice holes 466 may be smaller than the sum of the areas.

Alternatively, the first orifice hole 462 has a larger cross-sectional area than the sum of the cross-sectional area of the second orifice hole 464 and the cross-sectional area of the third orifice hole 466. It may be formed.

However, when the first orifice hole 462, the second orifice hole 464, and the third orifice hole 466 are all open, the flow cross-sectional area of the orifice hole 460 is in the valve core 474. It is preferable that the cross-sectional area of the first orifice hole 462 is wider than or equal to the area of the sum of the cross-sectional area of the second orifice hole 464 and the cross-sectional area of the third orifice hole 466 to be continuously varied. Can be.

That is, the sum of the cross-sectional area of the second orifice hole 464 and the cross-sectional area of the third orifice hole 466 is formed as the second area A2, and the first orifice hole 462 is the second area. It may be desirable to be formed wider or equal to the area A2.

100: casing 110: cylinder block
114: bore 120: front housing
130: rear housing 132: post portion
210: rotating shaft 220: swash plate
230: piston 300: valve mechanism
400: inclination adjustment mechanism 430: first flow path
450: second euro 460: orifice hole
462: first orifice hole 464: second orifice hole
466: third orifice hole 470: orifice adjusting mechanism
472: valve chamber 472a: inner peripheral surface of the valve chamber
472b: valve chamber first front end surface 472c: valve chamber second front end surface
474: valve core 474a: valve core outer peripheral surface
474b: valve core first pressure surface 474c: valve core second pressure surface
476: elastic members A1, A1 ': first area
A2: 2nd area P1, P1 ', P1 ": 1st pressure
P2, P2 ', P2 ": second pressure P3: third pressure
P4: fourth pressure S1: suction chamber
S3: discharge chamber S4: crank chamber

Claims (14)

A casing 100 having a bore 114, a suction chamber S1, a discharge chamber S3 and a crank chamber S4;
A rotating shaft 210 rotatably supported by the casing 100;
A swash plate 220 interlocked with the rotation shaft 210 to rotate inside the crank chamber S4;
A piston (230) interlocked with the swash plate (220) to reciprocate in the bore (114) and form a compression chamber together with the bore (114); And
The first flow path 430 and the crank chamber S4 and the suction to communicate the discharge chamber S3 with the crank chamber S4 so as to adjust the inclination angle of the swash plate 220 with respect to the rotating shaft 210. It includes; the inclination adjustment mechanism 400 having a second flow path 450 for communicating the seal (S1),
The second flow path 450 is formed with an orifice hole 460 for depressurizing the fluid passing through the second flow path 450 and an orifice adjusting mechanism 470 for adjusting an effective flow cross-sectional area of the orifice hole 460. ,
The orifice hole 460 and the orifice adjusting mechanism 470 may have an effective flow cross-sectional area of zero (0) when the differential pressure between the pressure of the crank chamber S4 and the pressure of the suction chamber S1 is increased. Variable to have a first area A1, A1 'wider than 0) and the effective flow cross-sectional area to a second area A2 wider than the first area A1, A1' if the differential pressure is further increased. Capacity swash plate compressor. The method of claim 1,
The orifice hole 460 is,
A first orifice hole 462 in communication with the crank chamber S4;
A second orifice hole 464 communicating with one side of the suction chamber S1; And
And a third orifice hole 466 communicating with the other side of the suction chamber S1.
The orifice adjusting mechanism 470,
A valve chamber 472 in communication with the first orifice hole 462, the second orifice hole 464, and the third orifice hole 466; And
Reciprocating in the valve chamber 472 to adjust the opening amount of the first orifice hole 462, the opening amount of the second orifice hole 464 and the opening amount of the third orifice hole 466. A variable displacement swash plate compressor comprising a valve core (474). The method of claim 2,
The orifice hole 460 and the orifice adjustment mechanism 470,
If the differential pressure is lower than the first pressure P1, P1 ', P1 ″, the effective flow cross-sectional area becomes zero (0),
When the differential pressure is higher than or equal to the first pressure P1, P1 ′, P1 ″ and lower than the second pressure P2, P2 ′, P2 ″, the effective flow cross-sectional area is greater than zero and the first area It becomes smaller area than (A1, A1 '),
When the differential pressure is higher than or equal to the second pressures P2, P2 ', and P2 ″ and lower than the third pressure P3, the effective flow cross-sectional area becomes the first area A1, A1',
When the differential pressure is higher than or equal to the third pressure P3 and lower than the fourth pressure P4, the effective flow cross-sectional area is wider than the first areas A1 and A1 ′ and narrower than the second area A2. Become
And the flow cross-sectional area of the orifice hole (460) becomes the second area (A2) when the differential pressure is higher than or equal to the fourth pressure (P4). The method of claim 3,
The effective flow cross section is
The differential pressure is linearly increased in proportion to the differential pressure in a range higher than or equal to the first pressure and lower than the second pressure,
The differential pressure is kept constant in a range higher than or equal to the second pressure and lower than the third pressure,
The variable capacity swash plate compressor of claim 4, wherein the differential pressure is increased in proportion to the differential pressure in a range higher than or equal to the third pressure and lower than the fourth pressure. The method of claim 2,
The valve chamber 472 is,
A valve chamber inner circumferential surface 472a for reciprocating the valve core 474;
A valve chamber first front end surface 472b positioned at one end of the valve chamber inner circumferential surface 472a; And
And a valve chamber second front end surface 472c positioned at the other end side of the valve chamber inner circumferential surface 472a,
The valve core 474 is,
A valve core outer circumferential surface 474a opposite to the valve chamber inner circumferential surface 472a;
A valve core first pressure surface 474b opposite the valve chamber first front end surface 472b; And
And a valve core second pressure surface 474c opposite the valve chamber second front end surface 472c.
The first orifice hole 462 communicates with the valve chamber 472 at the valve chamber first front end surface 472b and is opened and closed by the valve core first pressure surface 474b,
The second orifice hole 464 communicates with the valve chamber 472 at one end of the valve chamber inner circumferential surface 472a and is opened and closed by the valve core outer circumferential surface 474a,
And the third orifice hole (466) is in communication with the valve chamber (472) at the other end side of the valve chamber inner peripheral surface (472a) and opened and closed by the valve core outer peripheral surface (474a). The method of claim 5,
The cross-sectional area of the second orifice hole 464 is formed in the first areas A1 and A1 ',
The sum of the cross-sectional area of the second orifice hole 464 and the cross-sectional area of the third orifice hole 466 is formed as the second area A2,
The cross-sectional area of the first orifice hole (462) is the same or wider than the second area (A2) variable displacement swash plate type compressor. The method of claim 5,
An inner diameter of the first orifice hole (462) is smaller than the outer diameter of the valve core outer peripheral surface (474a). The method of claim 7, wherein
The valve core first pressure surface (474b) is formed to be spaced apart and in contact with the valve chamber first front end surface (472b). The method of claim 8,
The valve core 474 has the valve core second pressure surface 474c and the valve chamber second front surface when the valve core first pressure surface 474b is in contact with the valve chamber first front surface 472b. A space displacement swash plate compressor having a space therebetween formed in communication with the third orifice hole 466. The method of claim 8,
The orifice adjusting mechanism (470) further includes an elastic member (476) for pressing the valve core (474) toward the valve chamber first front end surface (472b). The method of claim 5,
And the second orifice hole (464) communicates with the valve chamber (472) at a portion of the valve chamber inner peripheral surface (472a) that contacts the valve chamber first front end surface (472b). The method of claim 5,
And the third orifice hole (466) communicates with the valve chamber (472) at a portion of the valve chamber inner peripheral surface (472a) spaced apart from the valve chamber second front end surface (472c). The method of claim 2,
The casing 100 is,
A cylinder block 110 in which the bore 114 is formed;
A front housing 120 coupled to one side of the cylinder block 110 and having the crank chamber S4 formed therein; And
And a rear housing 130 coupled to the other side of the cylinder block 110 and having the suction chamber S1 and the discharge chamber S3 formed therein.
A valve mechanism 300 is disposed between the cylinder block 110 and the rear housing 130 to communicate and shield the suction chamber S1 and the discharge chamber S3 with the compression chamber.
The rear housing 130 includes a post portion 132 extending from the inner wall surface of the rear housing 130 and supported by the valve mechanism to prevent deformation of the rear housing 130,
The first orifice hole 462 is formed in the valve mechanism,
The valve chamber (472), the second orifice hole (464) and the third orifice hole (466) is formed in the post portion (132) variable displacement swash plate type compressor. The method of claim 1,
And the orifice hole (460) and the orifice adjustment mechanism (470) are formed such that the effective flow cross section becomes zero when the compressor is stopped.

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