Information
-
Patent Grant
-
6398516
-
Patent Number
6,398,516
-
Date Filed
Wednesday, September 8, 199925 years ago
-
Date Issued
Tuesday, June 4, 200222 years ago
-
Inventors
-
Original Assignees
-
Examiners
Agents
-
CPC
-
US Classifications
Field of Search
-
International Classifications
-
Abstract
A control valve is provided to be mainly used in a clutch-less compressor of the type in which displacement of the compressor is varied depending on the inclination of a drive plate which varies depending on the crank pressure. The control valve includes biasing means that applies force to a valve body, a force transferring member that urges the valve body to forcibly open the valve, and a solenoid assembly to actuate the force transferring member. The valve remains closed when no electric current is supplied to the solenoid assembly, regardless of the crank pressure or the suction pressure. This facilitates minimum displacement operation of the compressor for a desired period of time and therefore makes the valve suitable for a clutch-less type compressor that is directly connected to an engine with a belt and/or a pulley.
Description
BACKGROUND OF THE INVENTION
The present invention relates to compressors and controls valves for compressors, and more particularly, to variable displacement compressors and control valves employed in such compressors.
A typical type of variable displacement compressor employs an inclinable drive plate housed in a crank chamber. The inclination of the drive plate is changed to vary the displacement of the compressor. A control valve adjusts the pressure in the crank chamber (crank pressure Pc) to alter the inclination of the drive plate. Japanese Unexamined Patent Publication No. 6-26454 describes a compressor that employs such a control valve. The compressor has a bleeding passage that connects a crank chamber to a suction chamber (which is connected to the outlet of an evaporator). The control valve is located in the bleeding passage and includes an electromagnetic coil, a bellows, a valve body attached to the bellows, a valve chamber accommodating the bellows and the valve body, and a valve port connecting the crank chamber and the suction chamber. The target of the pressure in the suction chamber (target suction pressure) is adjusted by changing the current flowing through the electromagnetic coil. The refrigerant gas in the suction chamber is drawn into the valve chamber. The pressure of the suction chamber (suction pressure Ps) communicated to the valve chamber moves the valve body and changes the opened area of the valve port. This adjusts the amount of refrigerant gas that is released into the suction chamber from the crank chamber and thus controls the crank pressure Pc. The force of the bellows acts on the valve body to close the valve port, while the crank pressure Pc acts on the valve body to open the valve port.
In automobile air-conditioning systems, clutchless variable displacement compressors are often employed since they are lighter than compressors having clutches. A clutchless compressor is directly connected to an external drive source, or engine, by a pulley and a transmission belt without using an electromagnetic clutch. Since engine power is constantly transmitted to the compressor, the displacement of the compressor must be minimized by moving the drive plate to a minimum inclination position when the passenger compartment does not require cooling or when the cooling load is extremely small.
The control valve described in the Japanese patent publication can be employed in a clutchless variable displacement compressor. However, it is rather difficult to maintain the drive plate at the minimum inclination position and operate the compressor in a minimum displacement state. This is because the control valve must be either completely closed or minimally opened to maximize the crank pressure Pc and hold the drive plate at the minimum inclination position. Since the crank pressure Pc acts to open the control valve, it becomes difficult to keep the control valve closed or minimally opened as the crank pressure Pc increases. As a result, the crank pressure Pc cannot be increased sufficiently to hold the drive plate at the minimum inclination position and maintain minimum displacement operation. If minimum displacement cannot be continued when cooling is not necessary, engine power is consumed by the compressor in an inefficient manner. This diminishes the merits of clutchless compressors.
SUMMARY OF THE INVENTION
Accordingly, it is an objective of the present invention to provide a control valve that regulates the release of gas from a crank chamber in a clutchless variable displacement compressor. It is a further objective of the present invention to provide a clutchless variable displacement compressor that can continue minimum inclination operation as long as necessary.
To achieve the above objectives, the present invention provides a control valve for use with a compressor. The compressor is generally of the type that has a drive plate that inclines with respect to the axis of a drive shaft. The drive plate connects a piston to the drive shaft to convert rotation of the drive shaft into linear reciprocation of the piston within a cylinder bore. The compressor has a crank chamber which accommodates the drive plate. The pressure of the crank pressure is a crank pressure. The compressor also has a suction chamber into which gas is introduced from an external refrigerant circuit. The pressure of the suction chamber is a suction pressure. The compressor also includes a bleeding passage that permits flow of gas from the crank chamber to the suction chamber. Displacement of the compressor is varied depending on the inclination of the drive plate, which varies depending on the crank pressure.
In one aspect of the present invention, a control valve includes a valve chamber that forms a part of the blending passage. A valve seat defines a crank chamber side region and a suction chamber side region in the valve chamber. A valve port is formed in the valve seat to connect the two regions. A valve body engages and disengages from the valve seat to close and open the valve port, respectively. The control valve also includes a force transferring member. One of the valve body and the force transferring member is located in the crank chamber side region while the other is located in the suction chamber side region. A first spring urges the valve body toward the valve seat. A solenoid assembly generates an electromagnetic biasing force that is dependent upon the level of an electric current supplied to the solenoid assembly. The solenoid assembly urges the valve body in a direction away from the valve seat in accordance with the biasing force. The valve body remains engaged with the valve seat to close the valve port, regardless of the crank pressure or the suction pressure, when no electric current is supplied to the solenoid assembly.
This aspect of the present invention facilitates minimum displacement operation of the compressor for a desired period of time and therefore makes the valve suitable for a clutch-less type compressor that is directly connected to an engine with a belt and/or a pulley.
Other aspects and advantages of the present invention will become apparent from the following description, taken in conjunction with the accompanying drawings, illustrating by way of example the principles of the invention.
BRIEF DESCRIPTION OF THE DRAWINGS
The features of the present invention that are believed to be novel are set forth with particularity in the appended claims. The invention, together with objects and advantages thereof, may best be understood by reference to the following description of the presently preferred embodiments together with the accompanying drawings in which:
FIG. 1
is a cross-sectional view showing a variable displacement compressor to which control valves according to the present invention are applied;
FIG. 2
is a cross-sectional view showing a control valve according to the first embodiment;
FIG. 3
is a cross-sectional view showing a control valve according to the second embodiment;
FIG. 4
is a cross-sectional view showing a control valve according to the third embodiment; and
FIG. 5
is a cross-sectional view showing a control valve according to the fourth embodiment.
DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS
Four control valves (four embodiments) for variable displacement compressors will now be described with reference to the drawings. Each control valve is employed in the compressor shown in FIG.
1
. In the drawings, like numerals are used for like elements throughout.
[First Embodiment]
As shown in
FIG. 1
, a variable displacement compressor includes a cylinder block
1
having a plurality of cylinder bores
1
a
(only one shown). A front housing
2
is fixed to the front end of the cylinder block
1
. The front housing
2
houses a crank chamber
3
. A rear housing
4
is fixed to the rear end of the cylinder block
1
with a valve plate
5
arranged in between. The cylinder block
1
, the front housing
2
, and the rear housing
4
define a compressor housing. A suction plate
6
having suction flaps
6
a
is arranged on the front side of the valve plate
5
, while a discharge plate
7
having discharge flaps
7
a
is arranged on the rear side of the valve plate
5
. The central portion of the rear housing
4
houses a discharge chamber
9
. A suction chamber
8
extends about the discharge chamber
9
in the peripheral portion of the rear housing
4
. A suction port
5
a
and a discharge port
5
b
extend through the valve plate
5
in correspondence with each cylinder bore
1
a.
Each suction port
5
a
connects the suction chamber
8
with the associated cylinder bore
1
a.
Each cylinder bore
1
a
is connected to the discharge chamber
9
by the associated discharge port
5
b.
A rotary shaft
12
is rotatably supported by a pair of bearings
13
in the cylinder block
1
and the front housing
2
. One end of the rotary shaft
12
is directly connected to an external drive source, or engine E, by a pulley
10
and a power transmission belt
11
, which are indicated by broken lines. A rotor
14
is fixed to the rotary shaft
12
in the crank chamber
3
to rotate integrally with the rotary shaft
12
. A thrust bearing
15
is arranged between the rotor
14
and the inner wall of the front housing
2
. A pair of arms
14
a
having elongated holes
14
b
extend from the rotor
14
. A pin
16
is inserted through the elongated holes
14
b
to pivotally connect the rotor
14
to a drive plate
17
, which permits the drive plate
17
to incline.
The drive plate
17
has a hub
17
a.
A sleeve
19
, which slides axially along the rotary shaft
12
, is connected to the inner wall of the hub
17
a
by two connecting pins
20
(only one shown in FIG.
1
), which are arranged on opposite sides of the rotary shaft
12
. A wobble plate
18
is fitted He to the hub
17
a
and is supported so that it is rotatable relative to the drive plate
17
. A guide rod
21
extends through the crank chamber
3
to prohibit rotation of the wobble plate
18
, while guiding the inclination of the wobble plate
18
. A piston
22
is retained in each cylinder bore
1
a
and connected to the wobble plate
18
by a piston rod
23
. A coil spring
25
is arranged on the rotary shaft
12
between the sleeve
19
and a ring
24
, which is secured to the rotary shaft
12
. The spring
25
biases the drive plate
17
and the wobble plate
18
in a direction that increases their inclination.
When the power transmitted from the engine E rotates the rotary shaft
12
, the drive plate
17
rotates, while inclined at a certain angle, and produces undulated motion of the wobble plate
18
. This causes each piston rod
23
to reciprocate the associated piston
23
with a stroke corresponding to the inclination of the drive plate
17
. During the reciprocation of each piston
23
, refrigerant gas is drawn into the associated cylinder bore
1
a
from the suction chamber
8
, compressed, and then discharged into the discharge chamber
9
in a cyclic manner.
The drive plate
17
and the wobble plate
18
function as a drive mechanism or a swash plate. The parameters that determine the inclination of the drive plate
17
includes the moment of the centrifugal force produced during rotation of the drive plate
17
, the moment of the biasing force produced by the spring
25
and the moment of the refrigerant gas pressure. The product of inertia of the drive mechanism is determined and the spring
25
is selected such that the centrifugal force moment and the spring force moment constantly act to increase the inclination of the drive plate. The refrigerant gas pressure moment refers to the moment produced by the interrelation of the compression reaction acting on the pistons
22
of the cylinder bores
1
a
undergoing the compression stroke, the interior pressure of the cylinder bores
1
a
undergoing the suction stroke, and the interior pressure of the crank chamber
3
(crank pressure Pc) acting as a back pressure applied to the pistons
22
. When the crank pressure Pc is high such that the gas pressure moment (which acts to decrease the inclination of the drive mechanism) becomes greater than the moments acting to increase the inclination of the drive plate
17
(i.e., the centrifugal force moment and the spring force moment), the drive plate
17
moves to the minimum inclination position (e.g., the position where the angle between a plane perpendicular to the rotary shaft
12
and the drive plate
17
is 3° to 5°). The drive plate
17
can also be arranged at an arbitrary inclination angle between the minimum and maximum inclination angles by decreasing the crank pressure Pc and balancing the gas pressure moment with the centrifugal force and spring force moments. The crank pressure Pc is controlled to alter the inclination of the drive plate
17
in order to change the stroke of the pistons
22
and vary the displacement of the compressor.
As shown in
FIGS. 1 and 2
, the discharge chamber
9
and the suction chamber
8
are connected to each other through an external refrigerant circuit
30
. The external refrigerant circuit
30
and the compressor forms a cooling circuit of an automobile air-conditioning system. The external refrigerant circuit
30
includes a condenser
31
, an expansion valve
32
, and an evaporator
33
. A temperature detector
32
a
is located at the outlet of the evaporator
33
. The expansion valve
32
functions as a variable throttling element located between the condenser
31
and the evaporator
33
. In other words, the opening size of the expansion valve
32
is feedback controlled in accordance with the temperature detected by the temperature detector
32
a
and the vaporizing pressure (i.e., the pressure at the inlet or outlet of the evaporator
33
). The expansion valve
32
functions to produce a difference between the pressure of the condenser
31
and that of the evaporator
33
and supplies the evaporator
33
with liquefied refrigerant, the amount of which corresponds to the thermal load. This adjusts the amount of refrigerant flowing through the external refrigerant circuit
30
such that the refrigerant is superheated to an appropriate level by the evaporator
33
.
As shown in
FIG. 2
, a further temperature sensor
34
is arranged in the vicinity of the evaporator
33
. The temperature sensor
34
detects the temperature of the evaporator
33
and sends evaporator temperature data to a computer
38
, which controls the air-conditioning system. In addition to the temperature sensor
34
, a passenger compartment temperature sensor
35
for detecting the temperature of the passenger compartment, a temperature adjustor
36
for setting the temperature of the passenger compartment, an air-conditioner switch
37
for actuating the air-conditioning system, and an electronic control unit (ECU) for electronically controlling the engine E are connected to the input side of the computer
38
. The output side of the computer
38
is connected to a drive circuit
39
which is used to energize a coil
67
of a control valve
40
A (described later).
The computer
38
computes a current I for energizing the coil
67
based on external data, such as the evaporator temperature detected by the temperature sensor
34
, the passenger compartment temperature detected by the passenger compartment temperature sensor
35
, the desired passenger compartment temperature set by the temperature adjustor
36
, the ON/OFF state of the air-conditioner switch
37
, and information sent from the ECU that is related the engine E (i.e., whether the engine is running and the engine speed). The drive circuit
39
then receives a command from the computer
38
to supply the control valve
40
A with the current I to energize the coil
67
and adjust the opening size of the control valve
40
A.
The structure of the control valve
40
A, which adjusts the amount of refrigerant gas released from the crank chamber
3
to control the crank chamber Pc, will now be described with reference to FIG.
2
. In the compressor of
FIG. 1
, refrigerant gas enters the crank chamber
3
through the slight space between each piston
22
and the wall of the associated cylinder bore
1
a.
This gas is referred to as blowby gas. That is, blowby gas leaks into the crank chamber
3
through the space between the piston
22
undergoing the compression stroke and the wall of the associated cylinder bore
1
a.
The control valve
40
A includes a valve mechanism
42
, which is housed in a valve housing
41
, and a solenoid
60
, which is coupled to the housing
41
. A valve chamber
43
is defined in the valve housing
41
.
An annular valve seat
44
extends along the inner wall of the valve housing
41
at a mid-section of the valve chamber
43
. In the valve chamber
43
, an upper region (crank chamber side region)
43
a
is defined above the valve seat
44
and a lower region (suction chamber side region)
43
b
is defined below the valve seat
44
. A valve port
45
connecting the upper and lower regions extends through the center of the valve seat
44
.
An entrance port
48
extends through the wall of the at valve housing
41
at the upper region
43
a
of the valve chamber
43
. An exit port
49
extends through the wall of the valve housing
41
at the lower region
43
b
of the valve chamber
43
. A passage
50
extending through the compressor is connected with the entrance port
48
. The passage
50
connects the crank chamber
3
to the upper region
43
a.
A further passage
51
extending through the compressor is connected with the exit port
49
. The passage
51
connects the lower region
43
b
to the suction chamber
8
. Accordingly, a bleeding passage is defined between the crank chamber
3
and the suction chamber
8
by the passage
50
, the entrance port
48
, the valve chamber
43
, the exit port
49
, and the passage
51
.
A valve element
46
is retained in the upper region
43
a
of the valve chamber
43
. The valve element
46
is movable in the axial direction (vertical direction of the control valve
40
A in
FIG. 2
) such that it moves toward or away from the valve seat
44
. When the valve element
46
contacting the valve seat
44
, the valve element
46
closes the valve port
45
and disconnects the upper region
43
a
from the lower region
43
b.
The valve element
46
is cylindrical and has a step formed on its outer surface. A spring
47
is held between the step on the valve element
46
and a step formed on the inner wall of the valve housing
41
. The spring
47
constantly biases the valve element
46
toward the valve seat
44
(i.e., in a direction closing the valve port
45
).
A bellows
52
, or pressure sensitive membrane device, is arranged in the upper region
43
a
of the valve chamber
43
. The effective area A of the bellows
52
is equal to the opening area B of the lower region
43
b
(A=B). The effective area A of the bellows
52
is the area that is effective in applying a net force to the bellows
52
as a result of the net pressure applied to the bellows
52
. An adjustor
53
is screwed into the top portion of the valve housing
41
. The upper end of the bellows
52
is fixed to the adjustor
53
.
The interior of the bellows
52
is in a vacuum, or is depressurized, and accommodates a spring
52
a.
The spring
52
a
biases the lower end of the bellows
52
downward. The refrigerant gas in the crank chamber
3
is drawn into the upper region
43
a
of the valve chamber
43
through the passage
50
and the entrance port
48
. Thus, the lower, movable end of the bellows
52
abuts against or moves away from the valve element
46
depending on the level of the crank pressure Pc. The location of the valve element
46
in the valve chamber
43
determines the opening size of the control valve
40
A (i.e., the opening size of the bleeding passage).
The solenoid
60
, which forms the lower part of the control valve
40
A, has a cup-like retainer
61
. A fixed steel core
62
is fitted into the upper portion of the retainer
61
. The fixed core
62
defines a solenoid chamber
63
in the retainer
61
. A movable steel core
64
, which serves as a plunger, moves axially in the solenoid chamber
63
.
A solenoid rod
65
, or force transferring member, extends through the center of the fixed core
62
. A bearing
68
is arranged between the fixed core
62
and the solenoid rod
65
so that the rod
65
is movable in the axial direction. A passage extends along the bearing
68
to equalize the pressures at the upper and lower sides of the bearing
68
.
The upper end of the solenoid rod
65
is located in the lower region
43
b
of the valve chamber
43
, to which the pressure of the suction chamber
8
(suction pressure Ps) is applied. The lower end of the solenoid rod
65
is located in the solenoid chamber
63
and fitted into a bore extending through the center of the movable core
64
. The movable core
64
and the solenoid rod
65
are fixed to each other. Thus, the movable core
64
and the solenoid rod
65
move integrally with each other in the axial direction. A spring
66
is arranged between the movable core
64
and the fixed core
62
. The spring
66
biases the movable core
64
and the solenoid rod
65
in the downward direction of FIG.
2
.
A coil
67
is wound about the fixed and movable cores
62
,
64
. The computer
38
commands the drive circuit
39
so that current I flows through the coil
67
. This causes the coil
67
to produce an electromagnetic force corresponding to the current I. The electromagnetic force attracts the movable core
64
toward the fixed core
62
and moves the solenoid rod
65
away from the solenoid
60
in the axial direction. This, in turn, pushes the valve element
46
away from the solenoid
60
. The opening size of the control valve
40
A is determined by the distance between the valve element
46
and the valve seat
44
.
If the air-conditioner switch
37
is ON when the engine E is running, the computer
38
obtains the temperature of the evaporator detected by the temperature sensor
34
and the difference between the passenger compartment temperature detected by the passenger compartment temperature sensor
35
and the temperature set by the temperature adjustor
36
. The computer
38
then uses this data to compute the current I for energizing the coil
67
using a formula, which is predetermined by a control program. The drive circuit
39
is then commanded to energize the coil
67
in accordance with the computed current I. This produces an electromagnetic attraction, or upward biasing force F of the solenoid rod
65
. The biasing force F determines the opening size of the control valve
40
A and controls the crank pressure Pc and the suction pressure Ps.
The control valve
40
A serves to control the inclination of the drive plate by adjusting the crank pressure Pc. More specifically, if the coil
67
is energized to open the control valve
40
A, the gas in the crank chamber
3
is drawn into the suction chamber
8
through the bleeding passage. If the amount of blowby gas entering the crank chamber
3
becomes less than the amount of refrigerant gas flowing through the bleeding passage from the crank chamber
3
to the suction chamber
8
, the crank pressure Pc decreases. This increases the inclination of the drive plate
17
. If the amount of blowby gas entering the crank chamber
3
becomes greater than the amount of refrigerant gas flowing through the bleeding passage from the crank chamber
3
to the suction chamber
8
, the crank pressure Pc increases. This decreases the inclination of the drive plate
17
. If the amount of refrigerant gas entering the crank chamber
3
becomes equal to that leaving the crank chamber
3
, the crank pressure Pc becomes constant, which holds the drive plate
17
at its current inclination.
The control valve
40
A also serves to control the suction pressure Ps without influence from the crank pressure Pc.
The downward biasing force of the bellows
52
(including the spring
52
a
) is represented by f
0
, the downward biasing force of the spring
47
is represented by f
1
, the downward biasing force of the spring
66
is represented by f
2
, and the electromagnetic attraction of the movable core
64
generated when the coil
67
is energized (i.e., the upward biasing force of the solenoid rod
65
) is represented by F. As described above, the effective area of the bellows
52
is represented by A and the opening area of the lower region
43
b
of the valve chamber
43
is represented by B.
The biasing force applied to the valve element
46
by the solenoid
60
in the valve opening (upward) direction is represented by (F−f
2
). The biasing force applied to the valve element
46
by the valve mechanism
42
in the valve closing (downward) direction is represented by (f
0
−Pc×A+f
1
). The biasing force applied to the valve element
46
by the difference between the pressures of the upper and lower regions
43
a,
43
b
of the valve chamber
43
is represented by (Pc−Ps)B. The relationship between the three biasing forces is indicated by equation (1). Equation (2) is derived from equation (1).
F−f
2
=f
0
−Pc×A+f
1
+(
Pc−Ps
)
B
(1)
PsB=f
0
+f
1
+f
2
−F+Pc
(
B−A
) (2)
The effective area A is equal to the opening area B. Thus, the suction pressure Ps can be represented as indicated by equation (3), which is derived from equation (2).
Ps
=(
f
0
+f
1
+f
2
−F
)/
B
(3)
In equation (3), the biasing forces f
0
, f
1
, and f
2
are predetermined constants and the biasing force F is a function of the current I for energizing the coil
67
. Thus, the suction pressure Ps varies in accordance with the current I of the coil
67
and is not affected by the crank pressure Pc. The biasing force f
0
of the bellows
52
can be changed by adjusting the position of the adjustor
53
.
The computer
38
computes the current I for energizing the coil
67
based on the input data to control the opening size of the control valve
40
A. This adjusts the inclination of the drive plate and varies the displacement of the compressor. Furthermore, the pressure of the suction chamber
8
(suction pressure Ps), which is substantially the same as the outlet pressure Ps′ of the evaporator
33
, is adjusted and maintained at a value close to the target suction pressure Pset. Thus, the control valve
40
A and the computer
38
vary the displacement of the compressor such that the outlet pressure Ps′ of the evaporator
33
, which reflects the cooling load, is stabilized at a value close to the target suction pressure Pset. The solenoid
60
of the control valve
40
A and the computer
38
function to control the opening of the control valve
40
A such that the suction pressure Ps becomes substantially the same as the target suction pressure Pset. Furthermore, the solenoid
60
and the computer
38
change the target suction pressure Pset by controlling the current I for energizing the coil
67
.
If the air-conditioner switch
37
is OFF when the engine E is running or if the cooling load is small when the switch
37
is ON, the computer
38
controls the drive circuit
39
to stop energizing the coil
67
. This eliminates the electromagnetic attraction between the cores
62
,
64
and nullifies the upward biasing force F of the solenoid rod (F=0). As a result, the downward biasing force f
2
of the spring
66
in the solenoid
60
moves the movable core
64
and the solenoid rod
65
downward and separates the upper end of the solenoid rod
65
from the valve element
46
. In this state, the biasing force f
1
of the spring
47
and the biasing force (Pc−Ps) B of the differential pressure between the upper and lower regions
43
a,
43
b
of the valve chamber
43
cause the valve element
46
to contact the valve seat
44
.
If the crank pressure Pc is greater than the biasing force f
0
of the bellows
52
(f
0
≦Pc×A) when cooling is not required (the Coil
67
being de-energized), the movable lower end of the bellows
52
separates from the valve element
46
and thus does not bias the valve element
46
. On the other hand, if the biasing force f
0
of the bellows
52
is greater than the crank pressure Pc (f
0
>Pc×A) when cooling is not required, the lower end of the bellows
52
biases the valve element
46
in the direction that closes the control valve
40
A. In each case, the crank pressure Pc does not act to bias the valve element
46
in the direction opening the control valve
40
A and the valve element
46
is kept in contact with the valve seat
44
. Thus, the valve
40
A is completely closed and the flow of refrigerant gas in the bleeding passage from the crank chamber
3
to the suction chamber
8
is stopped. This causes the blowby gas to increase the crank pressure Pc and move the drive plate
17
to the minimum inclination position.
The advantages of the first embodiment will now be described.
The valve element
46
is kept in contact with the valve seat
44
and is unaffected by the crank pressure PC and the suction pressure Ps when the coil
67
of the solenoid
60
is not energized. Since the control valve
40
A remains closed when the air-conditioner switch
37
is OFF or when the cooling load is small, the crank pressure Pc increases and holds the drive plate
17
at the minimum inclination position. Thus, the compressor can perform minimum displacement operation continuously. Accordingly, the control valve
40
A is optimal for employment in a clutchless type variable displacement compressor such as that shown in FIG.
1
.
In the control valve
40
A, the effective area A of the bellows
52
is equal to the opening area B. This causes the current I flowing through the coal to directly determine the suction pressure Ps. Therefore, the target suction pressure Pset may be selected from a range that corresponds to the controllable range of the current I (I
min
to I
max
). Accordingly, the target suction pressure Pset can be selected from a relatively wide range when controlling the control valve
40
A.
[Second Embodiment]
A control valve
40
B according to a second embodiment of the present invention will now be described with reference to FIG.
3
. The valve element, the solenoid rod, and the movable core employed in the control valve
40
B of
FIG. 3
differ from those of the control valve
40
A of FIG.
2
.
In the control valve
40
A of
FIG. 2
, the valve element
46
and the solenoid rod
65
are separate, and the solenoid rod
65
and the movable core
64
are integrally joined with each other. However, in the control valve
40
B of
FIG. 3
, a valve element
46
a
and a solenoid rod
46
b
are integrally formed, and the movable core
64
is separate from the rod
46
b.
The control valve
40
B of the second embodiment has the same advantages as the control valve
40
A of the first embodiment.
[Third Embodiment]
A control valve
40
C according to the present invention will now be described with reference to FIG.
4
. Although the control valve
40
C includes a valve mechanism
42
and a solenoid
60
like the control valve
40
A of
FIG. 2
, the structure of the valve mechanism
42
differs from that of the control valve
40
A.
In the control valve
40
C of
FIG. 4
the valve mechanism
42
includes a valve housing
41
, which is defined by a main body
41
a,
a generally cylindrical first cover
41
b
located a above the main body
41
a,
and a cap-like second cover
41
c
located above the first cover
41
b.
The valve housing
41
houses a valve chamber
43
. A valve seat
44
extends along the wall of the middle portion of the valve chamber
43
. An upper region (crank chamber side region)
43
a
is defined above the valve seat
44
in the valve chamber
43
, and a lower region (suction chamber side region)
43
b
is defined below the valve seat
44
in the valve chamber
43
.
An entrance port
48
extends through the peripheral wall of the second cover
41
c
from the upper region
43
a
of the valve chamber
43
. A passage
50
extending through the compressor is connected with the entrance port
48
. The passage
50
connects the upper region
43
a
to the crank chamber
3
. An exit port
49
extends through the peripheral wall of the main body
41
a.
A passage
51
extending through the compressor is connected with the exit port
49
. The passage
51
connects the lower region
43
b
to the suction chamber
8
. Accordingly, a bleeding passage is defined between the crank chamber
3
and the suction chamber
8
by the passage
50
, the entrance port
48
, the valve chamber
43
, the exit port
49
, and the passage
51
.
A valve element
46
is retained in the upper region
43
a
of the valve chamber
43
. The valve element
46
is movable in the axial direction (vertical direction of the control valve
40
C) toward or away from the valve seat
44
. When the valve element
46
contacts the valve seat
44
, the valve element
46
closes the valve port
45
and disconnects the upper region
43
a
from the lower region
43
b.
The valve element
46
is cylindrical but has an upper step and a lower step. A spring
47
is held between the lower step and a step formed on the inner wall of the first cover
41
b.
The spring
47
constantly biases the valve element
46
toward the valve seat
44
(i.e., in a direction closing the valve port
45
).
A bellows
52
is arranged in the upper region
43
a
of the valve chamber
43
. The effective area A of the bellows
52
is equal to the opening area B of the lower region
43
b
(A=B). As shown in
FIG. 4
, the upper end of the bellows
52
is engaged with an indentation formed in the top part of the second cover
41
c.
A spring
54
is arranged between the lower end of the bellows
52
and the upper step of the valve element
46
. The bellows
52
is pressed against the second cover
41
c
and is held between the second cover
41
c
and the valve element
46
. Thus, the upper end of the bellows
52
is fixed, and the lower end of the bellows
52
is movable.
The interior of the bellows
52
is in a vacuum, or is depressurized, and accommodates a spring
52
a.
The spring
52
a
biases the lower movable end of the bellows
52
axially toward the valve element
46
. Refrigerant gas is drawn into the upper region
43
a
of the valve chamber
43
through the passage
50
and the entrance port
48
. Thus, the bellows
52
expands and presses against the valve element
46
or contracts and separates from the valve element
46
depending on the crank pressure Pc. The opening size of the control valve
40
C (i.e., the opening size of the bleeding passage) is adjusted in accordance with the location of the valve element
46
in the valve chamber
43
. The pressure of the suction chamber
8
(suction pressure Ps) is applied to the lower region
43
b
of the valve chamber
43
.
The control valve
40
C, which is used in the compressor of
FIG. 1
, functions in the same manner as the control valve
40
A of the first embodiment. If the air-conditioner switch
37
is ON when the engine E is running, the computer
38
energizes the coil
67
to adjust the opening size of the control valve
40
C. This determines the inclination of the drive plate
17
, the compressor displacement, and the suction pressure Ps. The spring
54
functions as part of the bellows
52
. Thus, the downward biasing force f
0
of the bellows
52
includes the force of the springs
54
and
52
a.
Accordingly, equations (1) to (3) are also applied to the control valve
40
C of FIG.
4
. Thus, the suction pressure Ps is determined by the current I that energizes the coil
67
without influence from the crank pressure Pc.
If the air-conditioner switch
37
is OFF when the engine E is running or if the cooling load is small when the air-conditioner switch is ON, the computer
38
stops the flow of current to the coil
67
. This permits the spring
66
to move the movable core
64
and the solenoid rod
65
downward and separates the upper end of the solenoid rod
65
from the valve element
46
. As a result, the biasing force f
1
of the spring
47
and the biasing force (Pc−Ps) B produced by the differential pressure between the upper and lower regions
43
a,
43
b
of the valve chamber
43
are applied to the valve element
46
, which causes the valve element
46
to contact the valve seat
44
. The crank pressure Pc does not act to move the valve element
46
in a direction opening the control valve
40
C. Thus, the control valve
40
C is fully closed which prevents the flow of refrigerant gas through the bleeding passage from the crank chamber
3
to the suction chamber
8
. As a result, blowby gas increases the crank pressure Pc and moves the drive plate
17
toward the minimum inclination position. Accordingly, the control valve
40
C of
FIG. 4
has the same advantages as the control valve
40
A of FIG.
2
.
[Fourth Embodiment]
A control valve
40
D according to a fourth embodiment of the present invention will now be described with reference to FIG.
5
. The valve body, the solenoid rod, and the movable core differ from those of the control valve
40
C of FIG.
4
.
In the control valve
40
C of
FIG. 4
, the valve element
46
and the solenoid rod
65
are separate, and the solenoid rod
65
and the movable core
64
are integrally joined with each other. However, in the control valve
40
D of
FIG. 5
, a valve element
46
a
and a solenoid rod
46
b
are integrally formed. Furthermore, the solenoid rod
46
b
and the movable core
64
are separate as in the embodiment of FIG.
3
.
Although the structure of the control valve
40
D differs from that of the control valve
40
C, the control valves
40
C,
40
D have substantially the same advantages.
It should be apparent to those skilled in the art that the present invention may be embodied in many other specific forms without departing from the spirit or scope of the invention. Particularly, it should be understood that the present invention may be embodied in the following forms.
A bellows
52
is employed in each of the above embodiments. However, the bellows
52
may be replaced by a diaphragm.
Each of the control valves
40
A-
40
D may be employed in a compressor that uses a clutch to transmit the power of an external drive source to the compressor.
The present invention may be employed in a compressor that uses a swash plate or an inclined cam plate as the drive plate.
The present examples and embodiments are to be considered as illustrative and not restrictive, and the invention is not to be limited to the details given herein, but may be modified within the scope and equivalence of the appended claims.
Claims
- 1. A control valve for a compressor, wherein the compressor has a drive plate that inclines with respect to the axis of a drive shaft, the drive plate connecting a piston to the drive shaft to convert rotation of the drive shaft into linear reciprocation of the piston within a cylinder bore, a crank chamber accommodating the drive plate, the pressure, a suction chamber into which gas is introduced from an external refrigerant circuit, the pressure of the suction chamber being a suction pressure, a bleeding passage permitting flow of gas from the crank chamber to the suction chamber, wherein displacement of the compressor is varied depending on the inclination of the drive plate, which varies depending on the crank pressure, the control valve comprising:a valve chamber forming a part of the bleeding passage; a valve seat defining a crank chamber side region and a suction chamber side region in the valve chamber; a valve port formed in the valve seat to connect the two regions; a valve body engaging and disengaging from the valve seat to close and open the value port, respectively; a solenoid rod, wherein either the valve body or the solenoid rod is located in the crank chamber side region; a first spring for urging the valve body toward the valve seat; a solenoid assembly generating an electromagnetic biasing force that is dependent upon the level of an electric current supplied to the solenoid assembly, wherein the solenoid assembly urges the valve body via the solenoid rod in a direction away from the valve seat in accordance with the biasing force; wherein the valve body remains engaged with the valve seat to close the valve port, regardless of the crank pressure or the suction pressure, when no electric current is supplied to the solenoid assembly, and the valve body and the solenoid rod are located in the crank chamber side region and the suction chamber side region, respectively; and wherein the control valve further comprises a pressure sensitive device that is located in the crank chamber side region of the valve chamber and engages and disengages from the valve body, wherein the pressure sensitive device urges the valve body toward the valve seat such that the pressure sensitive device, the first spring, the valve body, the solenoid rod and the solenoid assembly are connected to one another.
- 2. The control valve according to claim 1, wherein the pressure sensitive device has the same effective area as that of an opening of the valve port in the suction chamber side region.
- 3. The control valve according to claim 1, wherein the pressure sensitive device is a bellows.
- 4. The control valve according to claim 2, wherein the pressure sensitive device is a bellows.
- 5. The control valve according to claim 3, wherein the solenoid assembly comprises a coil, a movable core for urging the solenoid rod in accordance with the electromagnetic force generated by the coil, and a second spring for biasing the movable core against the force of the movable core.
- 6. The control valve according to claim 4, wherein the solenoid assembly comprises a coil, a movable core for urging the solenoid rod in accordance with the electromagnetic force generated by the coil, and a second spring for biasing the movable core against the force of the movable core.
- 7. The control valve according to claim 6, wherein the movable core is integrally formed with the solenoid rod.
- 8. The control valve according to claim 6, wherein the valve body is integrally formed with the solenoid rod.
- 9. The control valve according to claim 1, wherein the compressor is directly connected to an engine with a pulley and a belt, such that the compressor is driven at all times that the engine is running.
- 10. A compressor comprising:a cylinder block having a cylinder bore; a piston; a drive shaft; a drive plate that inclines with respect to the axis of the drive shaft, the drive plate connecting the piston and the drive shaft such that rotation of the drive shaft is converted into linear reciprocation of the piston in the cylinder bore, wherein the displacement of the compressor is varied depending on the stroke of the piston, which varies depending on the inclination of the drive plate; a crank chamber accommodating the drive plate, the pressure of the crank chamber being a crank pressure; a suction chamber for receiving gas from an external refrigerant circuit, the pressure of the suction chamber being a suction pressure; a bleeding passage permitting flow of gas from the crank chamber to the suction chamber; a control valve including: a valve chamber forming a part of the bleeding passage; a valve seat located in the valve chamber, the valve seat defining a crank chamber side region and a suction chamber side region in the valve chamber; a valve port formed in the valve seat to connect the two regions of the valve chamber; a valve body that engages and disengages from the valve seat to close and open the valve port, respectively; a solenoid rod wherein either the valve body or is located in the crank chamber side region; a first biasing means for biasing the valve body toward the valve seat; an actuator means that is activated and deactivated in response to a signal, the actuator means generating a biasing force in accordance with the signal when activated, which urges the valve body via the solenoid rod in a direction away from the valve seat; wherein the valve body remains engaged with the valve seat to close the valve, regardless of the crank pressure or the suction pressure, while the actuator means is deactivated, and the valve body and the solenoid rod are located in the crank chamber side region and the suction chamber side region, respectively; and wherein the control valve further includes a pressure sensitive device that is located in the crank chamber side region of the valve chamber and engages and disengages from the valve body, wherein the pressure sensitive device urges the valve body toward the valve seat in accordance with the crank pressure, such that the pressure sensitive device, the first biasing means, the valve body, the toward the valve seat in accordance with the crank pressure, such that the pressure sensitive device, the first biasing means, the valve body, the solenoid rod, and the actuator means are connected to one another.
- 11. The compressor according to claim 10, wherein the pressure sensitive device of the control valve has the same effective area as that of an opening of the valve port in the suction chamber side region.
- 12. The compressor according to claim 10, wherein the pressure sensitive device is a bellows.
- 13. The compressor according to claim 11, wherein the pressure sensitive device is a bellows.
- 14. The compressor according to claim 12, wherein the signal is a variable electric current and wherein the actuator means of the control valve includes a coil that generates an electromagnetic force based on the level of the electric current, a movable core that urges the solenoid rod in accordance with the electromagnetic force, and a second biasing means for biasing the movable core against the force of the movable core.
- 15. The compressor according to claim 13, wherein the signal is a variable electric current and the actuator means of the control valve includes a coil that generates an electromagnetic force based on the level of the electric current, a movable core that urges the solenoid rod in accordance with the electromagnetic force, and a second biasing means for biasing the movable core against the force of the movable core.
- 16. The compressor according to claim 15, wherein the movable core of the actuator means is integrally formed with the solenoid rod.
- 17. The compressor according to claim 15, wherein the valve body of the control valve is integrally formed with the solenoid rod.
- 18. The compressor according to claim 14, wherein the compressor is directly connected to an engine with a pulley and a belt, such that the compressor is driven at all times that the engine is running.
Priority Claims (1)
Number |
Date |
Country |
Kind |
10-256577 |
Sep 1998 |
JP |
|
US Referenced Citations (9)
Number |
Name |
Date |
Kind |
5145325 |
Terauchi |
Sep 1992 |
A |
5205718 |
Fujisawa et al. |
Apr 1993 |
A |
5242274 |
Inoue |
Sep 1993 |
A |
5242275 |
Terauchi et al. |
Sep 1993 |
A |
5607286 |
Takenaka et al. |
Mar 1997 |
A |
5702235 |
Hirota et al. |
Dec 1997 |
A |
5797730 |
Kawaguchi et al. |
Aug 1998 |
A |
5807076 |
Kawaguchi et al. |
Sep 1998 |
A |
6010312 |
Suitou et al. |
Jan 2000 |
A |
Foreign Referenced Citations (3)
Number |
Date |
Country |
197 33 099 |
Feb 1998 |
DE |
448 372 |
Sep 1991 |
EP |
06-26454 |
Feb 1994 |
JP |