JPS62247195A - Vane type rotary compressor - Google Patents

Abstract

PURPOSE:To improve the performance, by opening a plurality of auxiliary discharge ports formed at opening ends of auxiliary discharge passages branched from a discharge passage into a compression chamber defined on the rear side of a high compression chamber in a rotating direction of a rotor along the rotating direction of the rotor. CONSTITUTION:A plurality of auxiliary discharge passages 37 are branched from a discharge passage 20, and a plurality of auxiliary discharge ports 35 and 36 at opening ends of the auxiliary discharge passages 37 and opened along a rotating direction of a rotor 6 into a compression chamber on the rear side of a high compression chamber in the rotating direction of the rotor 6. With this arrangement, a sufficient discharge open area may be obtained, and a compressed refrigerant gas is not increased in pressure to a value greater than a required value. Accordingly, a stable discharge gas may be obtained to improve the performance of a compressor.

Description

[Detailed description of the invention] A6 Objective of the invention (1)! FIELD OF THE INVENTION The present invention relates to a vane type rotary compressor, and more specifically, to a vane type rotary compressor.
The present invention relates to a vane rotation pressure wA11 suitable for a variable capacity vehicular refrigerant compressor.

(2) Conventional technology Regarding the so-called variable capacity type vane rotary compressor, the typical prior art is JP-A-55-1.
As shown in Japanese Patent No. 19994, a bypass capacity control method is adopted.

According to this control method, by opening the bypass passage into the compression chamber, a part of the refrigerant gas compressed in the compressor is
is returned to the iIm suction port, thereby reducing the compression capacity. By controlling the compression capacity in this way, the driving force of the compressor, that is, the load, is reduced as necessary. The location of the port is limited to the area closest to the final end of compression so that the maximum amount of compressed gas can be discharged, and the discharge port is opened in an area where the clearance between the rotor and cylinder is extremely small. . For this reason, the clearance formed by the rotor and cylinder is constricted, so providing a throat groove ensures a clear clearance and prevents constriction.

However, the larger the throat groove, the less the restriction, but on the other hand, the throat groove cannot be made large because compressed high-temperature, high-pressure gas flows into the next compression chamber, reducing performance.As a result, the throat groove becomes compressed during discharge. The gas has a higher pressure than necessary, resulting in an increase in the discharge gas pressure and horsepower consumption, which has the drawback of deteriorating the performance of the compressor.

(3) Problems to be Solved by the Invention In view of the above-mentioned circumstances, the present invention aims to provide a discharge passage structure capable of stabilizing discharge gas pressure and improving performance in a variable capacity vane rotary compressor. purpose.

B1 Structure and operation of the invention (1) Means for solving the problems According to the present invention, a rotor having a plurality of vanes is housed in a housing forming a cylinder chamber, and these cylinders, chambers, vanes and rotor In a vane type rotary compressor, a discharge port is provided in a high compression chamber on the terminal side in the rotation direction of the rotor among a plurality of volume chambers formed by
An auxiliary discharge passage is provided branching off from the discharge passage communicating with the discharge port, and the auxiliary discharge port as the open end of the auxiliary discharge passage is connected to the compression chamber located on the rear side in the rotational direction of the rotor than the high compression chamber. Multiple openings are provided along the direction of rotation.

(2) Operation The refrigerant gas between adjacent vanes is compressed by the rotation of the rotor and is discharged from the discharge passage as a high-pressure gas. At this time, by providing the sub-discharge port, a sufficient discharge opening area is obtained, so that the compressed gas is discharged from the discharge passage without being compressed more than necessary.

(3) Examples The present invention will be explained in detail below with reference to one drawing.

FIG. 1 shows a vehicular refrigerant compressor device to which the present invention is applied.

This compressor device includes a compression 411, a pair of on-off valves 2.3 provided in this compressor 1, and a control wave for controlling the opening and closing of this on-off valve 2.3! 14.

The compressor 1 is a so-called vane rotary compressor, and includes a rotor 6 having a plurality of beads 75 on the outer periphery.

It includes a housing 7 in which the rotor 6 is housed.

The rotor 6 has a rotor body 9 rotatably supported by a rotating shaft 8, and a plurality of vane grooves 10 into which the vanes 5 are loosely fitted are formed on the outer periphery of the rotor body 9. Note that the rotating shaft 8 is 'rr!', not shown. , the magnetic clutch is connected to the output shaft of the vehicle engine.

The housing 7 includes a housing body 11, an upper housing 12 attached to the upper part of the housing body 11,
and a side housing 13 attached to the side of the housing body 11. Note that the side housing 13 includes a first
It is attached to the back side and the front side of the housing main body 11 in the paper of the figure.

A cylinder chamber 14 is defined within the housing body 11 by the side housing 13. In the inner circumferential wall surface 15 of the cylinder chamber 14, a suction port (17) and a discharge port (18) are opened on the starting end side and the terminal end side, respectively, along the rotational direction 16 of the rotor 6. Note that the suction port 17 is recessed so as to extend along the rotational direction 16 of the rotor 6. Discharge port 1
The throat groove 8 is made as small as possible by forming sub-discharge ports 35 and 36, which will be described later. /X housing body 11 and upper housing 12 each port) 17.
A suction passage 19 and a discharge passage 20 communicating with 18 are formed, respectively. Note that the discharge passage 20 includes a passage portion 20a formed in the housing body 11 and an upper housing 1.
2, and a passageway portion 20b formed in the passageway portion 20a.

A check valve 21 is interposed between 20b. This reverse valve 21
a reed valve 21a that covers the open end of the passage portion 20a;
The reed valve 21a includes a regulating plate 21b that regulates the deflection of the reed valve 21a, and is configured to allow refrigerant gas to flow from the passage portion 20a to the passage portion 20b. A valve chamber 24 for accommodating the check valve 21 is defined in the upper housing 12 by the housing body 11 .

Further, an unload port 25 is opened in the inner circumferential wall surface 15 of the cylinder chamber 14 near the discharge port 18 . This unload port 25 communicates with the suction passage 19 via an unload passage 26.

This unloading passage 26 is formed in the housing body 11 and the side housing 13, and the opening/closing valve 2 is interposed in the middle of this unloading passage 26.

The first on-off valve 2 divides the unload passage 26 into a passage part 26a communicating with the suction passage 19 and a passage part 26b communicating with the unload port 25. A stop valve 27 is interposed.

This check valve 27 is configured to allow flow of refrigerant gas from the unload port 25 to the first on-off valve 2 side.
Like the check valve 21 described above, it is composed of a reed valve 27a and a regulating plate 27b. In addition, the housing body 11 includes
A valve chamber 28 for accommodating the check valve 27 is formed.

The inner surface of the cylinder chamber 14! Xt30, that is, on the side surface of the side housing 13, there is a suction port 17 on the front side of the suction port 17 in the rotational direction 16 of the rotor 6.
A bypass bow 31 is opened so as to be located at an intermediate position between the discharge port 18 and the discharge port 18. This bypass port 31
As shown in FIG. 2, the hole has a long hole shape extending in the longitudinal direction that matches the phase of the vane 5 so that it can be aligned with the side surface of the rotating vane 5 (shape S indicated by a chain double-dashed line). Furthermore, the dimension d2 in the width direction perpendicular to the longitudinal direction of the bypass port 31 is made smaller than the plate thickness di of the vane 5.

This bypass port 31 is communicated with the suction port 17 via a bypass passage 32. This bypass passage 32 is formed in the housing body 11 and the side housing 13,
The on-off valve 3 of the wS2 is located in the middle of this bypass passage 32.
is interposed. By this opening/closing jr3, the bypass passage 3
2 is divided into a passage portion 32a communicating with the suction port 17 and a passage portion 32b communicating with the bypass port 31.

A check valve 33 is interposed in the middle of this passage portion 32b. The check valve 33 is configured to allow the flow of refrigerant gas from the bypass port 31 to the second on-off valve 3 side.
1, it is composed of a reed valve 33a and a regulating plate 33b. Additionally, a check valve 33 is provided in the side housing 13.
A valve chamber 34 is formed for accommodating the.

Similar to the bypass port 31, a plurality of sub-discharge ports 35 and 36 are opened in the inner side wall 30 of the cylinder chamber 14. These sub-discharge ports 35° 36 are located on the front side of the bypass port 31 in the rotational direction 16 of the rotor 6,
That is, they are opened at intervals along the rotational direction 16 so as to be located at an intermediate position between the bypass port 31 and the discharge port 18. These sub-discharge ports 35, 3
The relationship between the rotating vane 5 and the bypass bow is the same as the above-mentioned bypass bow. It has a long hole shape extending in the longitudinal direction. Furthermore, the width direction dimension d3 perpendicular to the longitudinal direction of sub-discharge port) 35.36
is made smaller than the plate thickness dl of the vane 5.

The sub-discharge ports 35 and 36 also have a sufficient opening area, and the area is reasonably determined in accordance with the capacity control amount of the compression capacity of the compressor 2. Furthermore, the sub-discharge port 35.3
Position 6 is provided in the vicinity of reaching the discharge pressure of the acupressure edge characteristic.

These sub-discharge ports (35, 36) are communicated with the valve chamber 24 via a sub-discharge passage 37. This sub-discharge passage 37 is formed in the side housing 13, and a pair of check valves 3B and 39 are interposed in the middle of this sub-discharge passage 37, corresponding to each sub-discharge port 35, 36. These check valves 38.3
9, the sub-discharge passage 37 is connected to each sub-discharge bow) 35.3
6, and a passage portion 37c that communicates with the valve chamber 24. These check valves 38, 39 are connected to the valve chamber 24 from each sub-discharge port 35, 3B.
Like the check valve 21, it is configured by reed valves 38a, 39a and regulation plates 38b, 39b to allow the flow of refrigerant gas to the side. Also.

A valve chamber 40 is formed in the side housing 13 for accommodating a check valve 38,39. The check valves 38, 39 are connected to each sub-discharge port 35, 36 via passage portions 37a, 37b.
Since each sub-discharge port 3
5. Check valve 3B from 36.

The dead volume up to 39 is made as small as possible.

The first on-off valve 2 is a so-called electromagnetic valve, and includes a solenoid 50 and a fixed core 5 which is activated by electric power of the solenoid 50.
a movable core 52 that is magnetically attracted to the movable core 52;
The on-off valve 2 includes a valve body 53 that operates integrally with the on-off valve 2, and a coil spring 54 that biases the square body 53 to the closed state.
A bellows 55 for pressure correction is attached to the refrigerant gas in order to prevent an undesired drag force from acting on the magnetic attraction force due to the pressure difference between the front and back pressures of the refrigerant gas between the first passage portions 26a, 26b. Further, the communication hole 53a formed in the valve body 53 guides the pressure in the unloading passage 26 into the bellows 55 to equalize the pressure, thereby making it easy to open and close the eleven bodies 53. coil spring 54
The biasing force is adjusted by adjusting screw a56.

The first on-off valve 2 configured in this manner is controlled to be fully open or fully open, on and off, by energizing the solenoid 50 by the control device 4.

The second on-off valve 3 is configured similarly to the first on-off valve 2,
Solenoid 60, fixed core 61. Movable core 62, valve body 6
3. M through hole 6 including coil spring 64 and bellows 65
3a and the adjustment screw cap 66 are also the same.

This second on-off valve 3 is operated by a solenoid 6 controlled by a control device 4.
0 power energization, more specifically, by changing the energizing power, free opening control from fully open to fully open, that is, linear opening control is performed.

In the vehicle refrigerant compressor device configured as described above, the cylinder chamber 14 is divided into a plurality of volume chambers by each vane 5. That is, it is divided into a suction chamber 14a in which the suction chamber 17 is opened, a high compression chamber 14c located near the discharge port 18, and a compression chamber 14b located between the suction chamber 14a and the high compression chamber 14c. (see figure 2),
More specifically, the volume of each volume chamber 14a-14c gradually changes from increasing to decreasing as the eccentric rotor 6 rotates, and the high compression chamber 14c has a higher compression than the compression chamber 14b. . As a result, the compressor 1 exerts a pumping action of suctioning and compressing the refrigerant gas.

In such a pump action, when the first and second on-off valves 2 and 3 are closed, all of the compressed cold gas is discharged from the discharge bow 18 to the discharge passage 20, and the compressor l The compression capacity is fully utilized. In addition, when the first on-off valve 2 is open, most of the compressed refrigerant gas is returned from the unload port 25 to the suction passage 19 via the unload passage 26, and the compressor 1 has a compression capacity of is almost suppressed. Furthermore, the first opening/closing j ``2
is closed and the second on-off valve 3 is opened, a portion of the refrigerant gas compressed to a relatively low pressure flows into the bypass port 3.
1 to the suction port 17 via the bypass passage 32, and part of the compression capacity of the compressor 1 is suppressed depending on the opening degree of the second on-off valve 2. Note that when the first on-off valve 2 is open, the second on-off valve 3 is also in a fully open state,
As a result, the compression ability of compression@i is further reliably suppressed, as is clear from the description of L.

In this way, by controlling the opening and closing of the first and second on-off valves 2.3, the compression volume of the compression @i is made variable with high accuracy and over a wide range.

Also, bypass bow) 31 and sub-discharge port 35.36
are elongated holes extending in the longitudinal direction of the vane 5 so as to be aligned with the side surfaces of the vane 75, and the dimensions d2 and d3 in the width direction perpendicular to the longitudinal direction are smaller than the plate thickness di of the vane 5. Because.

Compressed refrigerant gas flows through these ports 31, 35° 36
There is no leakage to the volume chamber on the rear side of the vane 5 in the rotational direction.

Furthermore, since the sub-discharge ports 35 and 36 are provided, when the compression pressure of the refrigerant gas in the high compression chamber 14c becomes higher than a predetermined pressure, this compressed refrigerant gas flows through the sub-discharge passage 37. Since the refrigerant gas is flowed into the chamber 24 of the discharge port 18 through the outlet port 18, the refrigerant gas is not excessively compressed, and the engine power for driving the compressor 4111 can also be saved. Since the discharge ports 35 and 36 are arranged at intervals from each other along the rotational direction of the rotor 6, compression pressures corresponding to their positions can be obtained.

In other words, the discharge pressure of the refrigerant gas can be arbitrarily set depending on the number and position of the sub-discharge ports.

wS3 With reference to the diagram, the control device 4 includes a plurality of memories Ml,
M2. A processing device 70 having M3... and a first and second on-off valve 2.3 according to a signal from the processing device 70.
The processing device i! includes a drive circuit 71 for opening and closing the processing device i! In order to control the first and second on-off valves 2.3 according to the operating conditions of the vehicle engine, the environment inside and outside the vehicle, and the conditions set by the operator, signals as parameters representing these conditions are input to 170. Ru.

For example, the opening Th of a throttle valve (not shown) provided in the means for supplying the air-fuel mixture to the vehicle engine, and the voltage vb of the battery installed in the vehicle are selected as parameters representing the above-mentioned operating conditions. . In addition, −1 (for example, the vehicle interior temperature Tr, solar radiation amount Sr, and outside air temperature TO are selected as parameters representing the environmental conditions inside and outside the vehicle.Furthermore, as parameters representing the operator's setting conditions, 1, for example, the set temperature Ts in the vehicle interior is selected. is selected.

The processing device 70 processes these parameters Th and Vb.

Tr, Sr, To, Tsc7) Controls opening and closing of the first and second on-off valves 2.3 via the drive circuit 71 according to input signals.

The function of the processing device a170 will be explained according to the following operation mode.

(A) When the battery voltage vb is lower than the reference value In this mode (A), the first and second on-off valves 2゜3 are opened, thereby reducing the load on the vehicle engine regarding the driving force of the compression 411. be done.

This mode (^) assumes that the voltage consumption of the battery is high or the electromotive force of the battery is low, and in such cases, the load on the vehicle engine is reduced as much as possible. Let me reduce it to.

In other words, the cooling capacity is suppressed and the power generating capacity of the generator connected to the output shaft of the engine is increased so that the battery can be sufficiently charged.

(B) When the vehicle is in an accelerating state In this mode (B), the first and second on-off valves 2 and 3 are opened similarly to the above-mentioned mode (^), thereby increasing the pressure fIM
The load on the vehicle engine related to the driving force of the machine is reduced. This provides sufficient vehicle engine power for acceleration.

(C) When the acceleration state ends In this mode (C), the first on-off valve 2 is closed and the second on-off valve 3 is opened for a certain period of time at a certain opening degree, for example, for mending. It is said that This results in compression 4I! when the acceleration state ends! The compression capacity of No. 1 is partially restored and the cooling action is started.

The reason why the second on-off valve 3 is set to the expansion state is that when the acceleration state ends, various conditions for controlling the pressure generator are changing, and so-called anticipatory control is performed. This is for the purpose of

(D) When controlling in relation to the vehicle interior temperature In this aspect (B), the set temperature Ts in the vehicle interior and the actual temperature Tr in the vehicle interior are controlled.
The first and second on-off valves 2.3 depending on the degree of temperature difference between
This controls the compression a according to the required cooling capacity.
The objective is to obtain a compression capacity of l. Note that the actual sensible temperature inside the vehicle is influenced by environmental conditions inside and outside the vehicle interior, such as the amount of solar radiation Sr, so the set temperature Ts is corrected based on these conditions.

The above temperature difference is the set temperature Ts inside the vehicle and the outside temperature To.
, solar radiation Sr, and vehicle interior temperature Tr, and process the data? t7770 Read into memory 0 Next, set temperature Ts inside the vehicle interior by outside temperature TO and solar radiation amount S
r, calculate and issue the corrected set temperature Ts',
This temperature difference is controlled by dividing it into three values based on experimental or empirical values. In other words, a very large value and a value of 31st order are b
, a value with little difference is set as C, and the capacity of the compression 411 is changed according to each temperature IW difference. Also, the compensation pressure setting temperature Ts' or below! 1 (it is also defined as -d when the indoor temperature Tr drops, and the capacity of the compressor 1 is also controlled by this value.

In this way, mode (D) is controlled further divided into the following states.

(D-1) When the corrected set temperature Ts' and the vehicle interior temperature are almost the same This mode (D-1) Te is a case where there is a relationship of -d≦Tr-Ts'<b, and in this case, Second on-off valve 3
The degree of opening of the valve is controlled by so-called map control to achieve relatively minute temperature control.

(D-2) Compression 4I! 1, when the vehicle interior temperature Tr is higher than the corrected set temperature Ts' by a predetermined temperature difference and lower than the temperature difference a for cooling down (b≦
T r -Ts'< a) In this aspect (D-2), there is a relatively large temperature difference between the vehicle interior temperature Tr and the corrected set temperature Ts'.

Because it is necessary to lower the temperature inside the vehicle in a short period of time.

At the initial stage of startup, the compression 411 exerts 100% compression capacity, and when the temperature becomes different, the opening of the second on-off valve 3 is slightly opened to moderate the rapid cooling state and prevent excessive cooling. . After that, if the temperature falls within the predetermined temperature range, the above-mentioned mode (D
- It is operated in the same way as 1).

In this mode (D-2), since the temperature is optimally controlled according to the stage of the temperature difference, there is no excessive cooling compared to the conventional method, and the driving force of the pressure mal is not wasted. Nor.

(D-3) At the time of starting the compressor l, when the vehicle interior temperature Tr is higher than the corrected set temperature Ts' by a predetermined temperature difference a or more (a≦Tr-Ts') This aspect (D-3) , when the temperature difference between the vehicle interior temperature Tr and the corrected set temperature Ts' is very large.

It is consciously controlled to a rapid cooling state below the set temperature Ts. Due to the extremely large temperature difference, the vehicle interior temperature Tr
and has a large heat capacity.

By rapidly cooling the temperature to below the set temperature Ts, that is, by cooling it down, the temperature felt on the skin of the human body also feels comfortable and cool.

In this embodiment (D-3), when the temperature inside the vehicle is very high, such as on a midsummer day, the supercooling state is temporarily set lower than the set temperature Ts in consideration of the skin sensation of the human body, and then the compression 4I! Capacity control of l is approximately 100%. After that, the temperature rises and the system returns to normal cooling mode without putting any load on the engine.

(D-4) At the time of starting the compression 411, if the vehicle interior temperature Tr is lower than the corrected set temperature Ts'' by a predetermined temperature difference -d or more, g (Tr-Ts'<-d) This mode (D-4 ), then the predetermined temperature difference −
Since it is lower than d, there is no need to operate the compressor l and io
0% capacity control. When the temperature rises, the second on-off valve 2 is operated to control the temperature by map control.

In this mode (D-4), when there is no need for cooling from the beginning, the capacity of the compressor 1 is controlled at almost 100%, thereby preventing the engine output from being wasted.

As mentioned above, the operating conditions of the vehicle engine.

The first and f! The on-off valves 2 and 3 of S2 are appropriately controlled, reducing the load on the engine as much as possible and achieving an effective cooling effect.

The above-described embodiments illustrate one embodiment of the present invention.
Various design modifications can be made based on the basic technical idea of the present invention. The following embodiments are included within the technical scope of the present invention.

■ The check valves 38 and 39 interposed in the passage portion 37a of the sub-discharge ports 35 and 36 are not limited to the embodiment composed of a reed valve and a regulating plate, and may have other structures (for example, a spring biasing force). (e.g., one that closes the port with

(2) The bypass port 31 does not have to be a tunnel, and may have a plurality of openings as shown by the imaginary line 31'.

(2) The first and ff12 on-off valves 2.3 are not limited to on-off type or proportional control type solenoid valves, but may also be frequency type solenoid valves.

(2) The first and second on-off valves 2.3 do not need to be electromagnetic valves, and diaphragm valves controlled by pressure can be used.

(2) The number of vanes 5 in the compression 411 does not have to be three as shown in the embodiment.

According to the present invention, the cylinder chamber is shaped like 5',
A rotor having a plurality of vanes is housed in a housing, and a plurality of volume chambers are formed by the cylinder chamber, the vanes and the rotor.

In a two-vane rotary compressor in which a discharge port is provided in a high compression chamber at the end of the rotational direction of the rotor, a sub-discharge passage is provided that branches into a discharge passage communicating with the discharge port,
The auxiliary discharge port as the opening end of the auxiliary discharge passage is opened by #i number of openings along the rotational direction of the rotor in the compression chamber located on the rear side in the rotational direction of the rotor than the high compression chamber. The compressed refrigerant gas does not become under high pressure, so a stable discharge gas pressure is obtained, and the performance of the compressor is improved.

Furthermore, since the pressure does not become higher than necessary, the horsepower consumption of the compressor can be reduced.

[Brief explanation of drawings]

The drawings show an embodiment of the two-vane rotary compressor of the present invention; FIG. 1 is a partially expanded vertical sectional view of one embodiment, FIG. 2 is a partially enlarged sectional view, and FIG. 3 is a wooden vane rotary compressor. It is a control system diagram of a compressor. ■... Pressure fliA machine, 5... Vane, 6... Rotor, 7... Housing, 14... Cylinder chamber, 14
a... Suction chamber, 14b... Compression chamber, 14c... High compression chamber, 17... Suction port, 18... Discharge port, 20... Discharge passage, 26... Unload passage ,3
2... Bypass passage, 35° 36... Sub-discharge port, 37... Sub-discharge passage, 38° 39... Reverse 1-hi valve

Claims (1)

[Scope of Claims] 1) A rotor having a plurality of vanes is housed in a housing forming a cylinder chamber, and among a plurality of volume chambers formed by the cylinder chamber, the vanes, and the rotor, the rotation direction of the rotor is In a vane type rotary compressor in which a discharge port is provided in a high compression chamber on the terminal side, a sub-discharge passage is provided branching off from the discharge passage communicating with the discharge port, and the sub-discharge port serves as the open end of the sub-discharge passage. A vane-type rotary compressor, characterized in that a compression chamber located on the rear side in the rotational direction of the rotor than the high compression chamber has a plurality of openings along the rotational direction of the rotor. 2) The sub-discharge passage is provided with a check valve that allows outflow from the sub-discharge port to the discharge passage side when the pressure in the compression chamber becomes higher than a predetermined pressure. The vane type rotary compressor described in .