VARIABLE DISPLACEMENT-TYPE COMPRESSOR FOR VEHICLE

TECHNICAL FIELD

The present specification relates to a variable displacement-type compressor for a vehicle.

BACKGROUND ART

As disclosed in Japanese Patent Laying-Open No. 2002-106473 (PTL 1), a variable displacement-type compressor mounted in a vehicle (a variable displacement-type compressor for a vehicle) is known. Such a compressor includes an electromagnetic clutch and an electromagnetic control valve. The motive power from an external drive source (for example, an engine) is transmitted to a rotation shaft through the electromagnetic clutch. Upon reception of electric power, the electromagnetic clutch operates to switch supply of the motive power from the external drive source to the rotation shaft to be started and stopped.

The rotation shaft is located inside a crank chamber. A piston is anchored to the rotation shaft through a swash plate. The swash plate rotates together with the rotation shaft to cause the piston to reciprocate so as to execute suction, compression and discharging of refrigerant. The electromagnetic control valve is used for controlling the discharge displacement of such a compressor. The electromagnetic control valve is operated upon reception of electric power. By the operation of opening and closing the electromagnetic control valve, the pressure inside the crank chamber is controlled to change the inclination angle of the swash plate. The inclination angle of the swash plate is changed to thereby control the discharge displacement.

The above-described compressor requires energizing means for supplying electric power from outside (for example, a vehicle-mounted battery) to the electromagnetic clutch, and energizing means for supplying electric power from outside to the electromagnetic control valve. These energizing means each are generally formed of a cable and a connector. The electric power from a vehicle-mounted battery or the like is supplied to the electromagnetic clutch and the electromagnetic control valve through the cable and the connector.

CITATION LIST
Patent Literature

PTL 1: Japanese Patent Laying-Open No. 2002-106473

SUMMARY OF INVENTION
Technical Problem

Various devices on the vehicle main body side are disposed around a variable displacement-type compressor for a vehicle. From the viewpoint of expanding the range in which peripheral devices can be disposed, the viewpoint of facilitating the operation of mounting a compressor on a vehicle main body, and the like, it is desirable that the cable and the connector used for energization to an electromagnetic clutch and an electromagnetic control valve each are formed of a smaller number of components so as to allow space saving.

The present specification aims to disclose a variable displacement-type compressor for a vehicle, for which a cable and a connector used for energization to an electromagnetic clutch and an electromagnetic control valve each are formed of a smaller number of components to thereby allow space saving.

Solution to Problem

A variable displacement-type compressor for a vehicle according to the present disclosure includes: a rotation shaft that rotates by motive power received from an external drive source; an electromagnetic clutch that has a first electromagnetic coil and switches supply of the motive power from the external drive source to the rotation shaft to be started and stopped by an operation of the first electromagnetic coil; an electromagnetic control valve that has a second electromagnetic coil and controls a discharge displacement of the variable displacement-type compressor for a vehicle by an operation of the second electromagnetic coil; a first connector that has an input terminal portion and an output terminal portion, the first connector being integrated with and electrically connected to one of the electromagnetic clutch and the electromagnetic control valve, disposed at a position away from the other one of the electromagnetic clutch and the electromagnetic control valve, the input terminal portion being connectable to a vehicle-side connector, and the output terminal portion being electrically connectable to the other one; and a second connector that is provided separately from the other one, connected to the other one through a cable, and connected to the output terminal portion of the first connector. Energization from the vehicle-side connector to the electromagnetic clutch and the electromagnetic control valve is performed through the input terminal portion.

According to the above-described configuration, each of the cable and the connector used for energization to the electromagnetic clutch and the electromagnetic control valve can be formed of a smaller number of components.

In the variable displacement-type compressor for a vehicle, the first connector may be integrated with the electromagnetic control valve. The electromagnetic control valve may have a resin portion formed by resin molding and fixing the second electromagnetic coil. The first connector may be provided integrally with the resin portion.

According to the above-described configuration, space can be further saved as compared with the case where the first connector is not integrated with the electromagnetic control valve.

In the variable displacement-type compressor for a vehicle, the second electromagnetic coil may be connected to the input terminal portion through a first power feed line and a first ground line. The cable may include a second power feed line and a second ground line. The first electromagnetic coil may be electrically connected to the input terminal portion through the second power feed line and the second ground line. Each of the first ground line and the second ground line may be electrically connected to a common ground line provided in the vehicle-side connector.

According to the above-described configuration, the compressor and the vehicle main body side can be connected to each other by the vehicle-side connector provided with three lines including a pair of power supply lines and a common ground line.

In the variable displacement-type compressor for a vehicle, the first connector may be integrated with the electromagnetic clutch. The electromagnetic clutch may have a resin portion formed by resin molding and fixing the first electromagnetic coil. The first connector may be provided integrally with the resin portion.

According to the above-described configuration, space can be further saved as compared with the case where the first connector is not integrated with the electromagnetic clutch.

In the variable displacement-type compressor for a vehicle, the first electromagnetic coil may be connected to the input terminal portion through a first power feed line and a first ground line. The cable may include a second power feed line and a second ground line. The second electromagnetic coil may be electrically connected to the input terminal portion through the second power feed line and the second ground line. Each of the first ground line and the second ground line may be electrically connected to a common ground line provided in the vehicle-side connector.

In the variable displacement-type compressor for a vehicle, an outer surface of a housing accommodating the rotation shaft may be provided with an engaging piece that engages with the cable to regulate movement of the cable.

According to the above-described configuration, positioning of the cable allows high convenience (high workability) to be achieved, for example, during conveyance of the compressor.

Advantageous Effects of Invention

According to the variable displacement-type compressor for a vehicle disclosed in the present specification, each of a cable and a connector used for energization to an electromagnetic clutch and an electromagnetic control valve can be formed of a smaller number of components.

BRIEF DESCRIPTION OF DRAWINGS

FIG. 1 is a side view showing the external appearance configuration of a variable displacement-type compressor for a vehicle (a compressor 10) in the first embodiment.

FIG. 2 is a cross-sectional view showing the internal configuration of the variable displacement-type compressor for a vehicle (the compressor 10) in the first embodiment.

FIG. 3 is a cross-sectional view showing, in an enlarged manner, an electromagnetic control valve 30, connectors 38, 48 and the like provided in the variable displacement-type compressor for a vehicle (the compressor 10) in the first embodiment.

FIG. 4 is a diagram schematically showing a variable displacement-type compressor for a vehicle (a compressor 10Y) in Comparative Example 1.

FIG. 5 is a diagram schematically showing a variable displacement-type compressor for a vehicle (a compressor 10Z) in Comparative Example 2.

FIG. 6 is a cross-sectional view showing, in an enlarged manner, an electromagnetic control valve 30, connectors 38, 48 and the like provided in a variable displacement-type compressor for a vehicle (a compressor 10A) in the second embodiment.

FIG. 7 is a cross-sectional view showing, in an enlarged manner, an electromagnetic clutch 20, an electromagnetic control valve 30, connectors 38, 48, and the like provided in a variable displacement-type compressor for a vehicle (a compressor 10B) in the third embodiment.

DESCRIPTION OF EMBODIMENTS

The embodiments for implementing the invention will be hereinafter described with reference to the accompanying drawings. In the following description, the same or corresponding components will be designated by the same reference characters, and description thereof may not be repeated.

First Embodiment

Referring to FIGS. 1 to 3, a variable displacement-type compressor for a vehicle (hereinafter also simply referred to as a compressor 10) in the first embodiment will be described. FIG. 1 is a side view showing the external appearance configuration of the compressor 10. FIG. 2 is a cross-sectional view showing the internal configuration of the compressor 10.

(Variable Displacement-Type Compressor for Vehicle (Compressor 10))

As shown in FIGS. 1 and 2 (mainly FIG. 2), the compressor 10 includes a cylinder block 1, pistons 1b, a valve unit 2, a front housing 3, a rear housing 5, a rotation shaft 6, a circlip 6a, a swash plate 7, a link mechanism 7d, a pair of shoes 7e, 7f, an inclination angle reducing spring 8a, a return spring 8b, a lip seal 9a, bearings 9b, 9c, 9e, a lug plate 9f, an electromagnetic clutch 20, an electromagnetic control valve 30, a cable 40, an interconnection member 50, and connectors 38, 48.

As will be described later in detail, in the present embodiment, the connector 38 functions as a “first connector having an input terminal portion 38b and an output terminal portion 38a”, and the connector 48 functions as a “second connector connected to the output terminal portion 38a of the first connector”. The electromagnetic control valve 30 functions as “one of the electromagnetic clutch 20 and the electromagnetic control valve 30”, and the electromagnetic clutch 20 functions as “the other one of the electromagnetic clutch 20 and the electromagnetic control valve 30”.

The cylinder block 1 is disposed between the front housing 3 and the rear housing 5. The cylinder block 1, the front housing 3, and the rear housing 5 form a housing of the compressor 10, in which the rotation shaft 6 is accommodated. The housing (the front housing 3 in this case) has an outer surface provided with an engaging piece 80 (FIG. 1). The engaging piece 80 may be provided integrally with a member forming the housing or may be formed by a clip or the like prepared separately from the housing and attached to the housing.

The valve unit 2 is provided between the cylinder block 1 and the rear housing 5. The cylinder block 1 and the front housing 3 are provided with a shaft hole 1h and a shaft hole 3h, respectively, through which the rotation shaft 6 is inserted. The bearing 9c is provided between the shaft hole 1h and the rotation shaft 6. The lip seal 9a and the bearing 9b are provided between the shaft hole 3h and the rotation shaft 6. The rotation shaft 6 receives motive power transmitted from an engine (not shown) through the electromagnetic clutch 20 (described later).

A crank chamber 9 is formed inside the cylinder block 1 and the front housing 3. The rotation shaft 6, the swash plate 7, and the lug plate 9f are disposed inside the crank chamber 9. The bearing 9e is provided between the lug plate 9f and the front housing 3. The swash plate 7 is coupled to the rotation shaft 6, and the lug plate 9f is fitted onto the rotation shaft 6. The inclination angle reducing spring 8a is provided between the lug plate 9f and the swash plate 7. The lug plate 9f and the swash plate 7 are connected to each other through the link mechanism 7d. The circlip 6a is attached to the rotation shaft 6. The return spring 8b is provided between the circlip 6a and the swash plate 7.

The cylinder block 1 is provided with a plurality of cylinder bores 1a. Each of the pistons 1b is accommodated inside each of the plurality of cylinder bores 1a. A compression chamber 1c is formed between the piston 1b and the valve unit 2. The shoes 7e and 7f are provided between the piston 1b and the swash plate 7. The swash plate 7 rotates together with the rotation shaft 6 so as to be wobbled. The wobbling motion of the swash plate 7 is converted by the shoes 7e and 7f into a reciprocating motion of the piston 1b.

The cylinder block 1 is provided with a path 7a and a path 7c (partially). The rear housing 5 is provided with paths 4a, 4b, a suction chamber 5a, a suction port 5c, a discharge chamber 5b, a discharge port 5d, a receiving hole 5e, and a path 7c (remainder). The electromagnetic control valve 30 is received in the receiving hole 5e. The suction chamber 5a and the receiving hole 5e are connected to each other through the path 4a. The crank chamber 9 and the suction chamber 5a are connected to each other through the path 7a. The refrigerant gas inside the crank chamber 9 is introduced through the path 7a (also referred to as a gas bleed path) to the suction chamber 5a.

The crank chamber 9 and the receiving hole 5e are connected to each other through the path 7c. The discharge chamber 5b and the receiving hole 5e are connected to each other through the path 4b. The refrigerant gas inside the discharge chamber 5b is introduced through the paths 4b and 7c (also referred to as a gas supply path) to the crank chamber 9. This gas supply path is opened and closed by the electromagnetic control valve 30 that will be described later.

(Electromagnetic Clutch 20 and Cable 40)

The front housing 3 has a front end provided with a hollow cylindrical boss portion 3a. The rotation shaft 6 is disposed so as to extend through the inside of the boss portion 3a. The front end portion of the rotation shaft 6 is operatively coupled to an engine (an example of an external drive source) (not shown) through the electromagnetic clutch 20. The electromagnetic clutch 20 includes an electromagnetic coil 21 (a first electromagnetic coil), a stator 22, a rotor 23, an armature 24, a hub 25, a bearing 26, and an elastic member 27.

The electromagnetic coil 21 is incorporated in the stator 22. The stator 22 is fixed to the front housing 3 and located inside the rotor 23. The rotor 23 is rotatably supported by the boss portion 3a through the bearing 26 that is provided on the outer circumferential side of the boss portion 3a. The rotor 23 is coupled to the engine through a belt (not shown). The armature 24 has a disc shape and faces the rotor 23 in the shaft direction. The hub 25 serves to couple the armature 24 and the rotation shaft 6. The inner circumferential surface of the elastic member 27 is joined to the outer circumferential side of the hub 25 while the outer circumferential surface of the elastic member 27 is joined to the armature 24.

The cable 40 is connected to the electromagnetic coil 21 of the electromagnetic clutch 20. The cable 40 has a length such that it can extend from a portion of the cable 40 connected to the electromagnetic coil 21 to a position in the vicinity of the connector 38 (described later). The engaging piece 80 (FIG. 1) provided in the front housing 3 engages with the cable 40 to regulate movement of the cable 40. The electric power from outside (for example, a vehicle-mounted battery) is supplied to the electromagnetic coil 21 through the cable 40.

Specifically, the cable 40 includes a power feed line 41 (a second power feed line) and a ground line 42 (a second ground line). A power feed-side end portion and a ground-side end portion of the electromagnetic coil 21 are pulled out from the electromagnetic clutch 20. One end of the power feed line 41 is connected to the power feed-side end portion of the electromagnetic coil 21 not through a connector in a substantially undetachable manner. One end of the ground line 42 is connected to the ground-side end portion of the electromagnetic coil 21 not through a connector in a substantially undetachable manner. The substantially undetachable manner of connection means the state where the coil wire of the electromagnetic coil 21 is connected to each line not through a connector. In the substantially undetachable manner of connection, a coil wire is not intended to be detached from each line, unlike the manner of connection using a connector. By way of example, a metal fitting terminal attached to an end of the coil wire and a conducting wire portion exposed from a sheath at one end of the line are directly connected so as to come into contact with each other.

(Connector 48)

FIG. 3 is a cross-sectional view showing, in an enlarged manner, the electromagnetic control valve 30, the connector 48 and the like provided in the compressor 10. As shown in FIGS. 2 and 3, the other end of the power feed line 41 and the other end of the ground line 42 are integrated with the connector 48. The connector 48 is formed of a resin material having an insulating property. The connector 48 is a member provided separately from the electromagnetic clutch 20 and connected through the cable 40 to the electromagnetic clutch 20 (the electromagnetic coil 21). Metal fitting terminals 41a and 42a are fixed inside the connector 48. The other end of the power feed line 41 is attached to the metal fitting terminal 41a while the other end of the ground line 42 is attached to the metal fitting terminal 42a. The electric power from outside (for example, a vehicle-mounted battery) is supplied to the electromagnetic coil 21 (FIG. 2) through the metal fitting terminals 41a, 42a and the cable 40 (the power feed line 41 and the ground line 42).

(Electromagnetic Control Valve 30 and Interconnection Member 50)

As shown in FIG. 3, the electromagnetic control valve 30 includes a valve body 31, an opening spring 31t, an electromagnetic coil 32 (the second electromagnetic coil), a bellows 33, a spring 33t, an accommodation cylinder 34, a fixed iron core 35, a movable iron core 36, a follower spring 36t, and a resin portion 37.

The electromagnetic control valve 30 is provided with a valve chamber 31s and a pressure-sensitive chamber 33s. The electromagnetic control valve 30 is further provided with: a suction pressure introduction port 33a being in communication with the pressure-sensitive chamber 33s; a valve chamber port 31b being in communication with the valve chamber 31s; a valve hole 31h being in communication with the valve chamber 31s; and a control port 31c being in communication with the valve hole 31h. The valve chamber 31s is in communication with the discharge chamber 5b (FIG. 2) through the valve chamber port 31b and the path 4b (FIG. 2). The pressure-sensitive chamber 33s is in communication with the suction chamber 5a (FIG. 2) through the suction pressure introduction port 33a and the path 4a (FIG. 2). The control port 31c is in communication with the crank chamber 9 (FIG. 2) through the path 7c (FIG. 2).

The opening spring 31t is provided inside the valve chamber 31s and serves to apply force to the valve body 31 in the direction in which the valve hole 31h is opened. The bellows 33 and the spring 33t are provided inside the pressure-sensitive chamber 33s. The bellows 33 is operatively coupled to the valve body 31. The spring 33t serves to apply force to the bellows 33 so as to extend toward the valve hole 31h. The force applied from the spring 33t acts on the valve body 31 in the direction in which the valve hole 31h is opened.

The accommodation cylinder 34 is provided inside the electromagnetic coil 32. The accommodation cylinder 34 has a hollow cylindrical shape having a bottom. The opening of the accommodation cylinder 34 is fitted on the fixed iron core 35 located adjacent to the valve chamber 31s. The movable iron core 36 is provided inside the accommodation cylinder 34. The movable iron core 36 has a hollow cylindrical shape having a bottom and is capable of reciprocating in a space between the fixed iron core 35 and the inner bottom surface of the accommodation cylinder 34. The movable iron core 36 is operatively coupled to the valve body 31. The follower spring 36t is provided between the inner bottom surface of the accommodation cylinder 34 and the movable iron core 36. The follower spring 36t applies force to the movable iron core 36 in the direction toward the fixed iron core 35. The force applied from the follower spring 36t acts on the valve body 31 in the direction in which the valve hole 31h is closed. The follower spring 36t is smaller in elastic modulus than the opening spring 31t.

The interconnection member 50 is connected to the electromagnetic coil 32 of the electromagnetic control valve 30. The electric power from outside (for example, a vehicle-mounted battery) is supplied to the electromagnetic coil 32 through the interconnection member 50. Specifically, the interconnection member 50 includes a power feed line 51 (a first power feed line) and a ground line 52 (a first ground line). One end of the power feed line 51 is connected to the power feed-side end portion of the electromagnetic coil 32 not through a connector in a substantially undetachable manner. One end of the ground line 52 is connected to the ground-side end portion of the electromagnetic coil 32 not through a connector in a substantially undetachable manner.

The accommodation cylinder 34 has a bottom portion provided integrally with the resin portion 37 by resin molding. The resin portion 37 is formed of a resin material having an insulating property and integrated with the bottom portion of the accommodation cylinder 34 to thereby fix the electromagnetic coil 32. A portion located on the one end side (the electromagnetic coil 32 side) of the power feed line 51 and a portion located on the one end side (the electromagnetic coil 32 side) of the ground line 52 are sealed by the resin portion 37.

(Connector 38)

In the present embodiment, the connector 38 is integrated with the electromagnetic control valve 30 and electrically connected to the electromagnetic control valve 30. Specifically, the connector 38 is disposed at a position away from the electromagnetic clutch 20 and provided integrally with the resin portion 37 at a position of the resin portion 37 on the side opposite to the accommodation cylinder 34. The connector 38 is formed integrally with the resin portion 37 by the same member as the resin portion 37 that is integrated with the bottom portion of the accommodation cylinder 34. In the present embodiment, the interconnection member 50 is integrated with the connector 38. A portion located on the other end side of the power feed line 51 and a portion located on the other end side of the ground line 52 are integrated with the connector 38.

The connector 38 has an output terminal portion 38a and an input terminal portion 38b. The output terminal portion 38a is electrically connectable to the electromagnetic clutch 20 through the cable 40. The input terminal portion 38b is connectable to a vehicle-side connector 68. The electromagnetic coil 21 is electrically connected to the input terminal portion 38b through the power feed line 41 and the ground line 42. The electromagnetic coil 32 is connected to the input terminal portion 38b through the power feed line 51 and the ground line 52. The output terminal portion 38a is a recessed space formed inside the connector 38, and metal fitting terminals 51a and 52a are fixed inside the output terminal portion 38a. The input terminal portion 38b is a recessed space formed inside the connector 38, and metal fitting terminals 51b, 52b, and 53b are fixed inside the input terminal portion 38b.

The other end of the power feed line 51 is attached to the metal fitting terminal 53b. The metal fitting terminal 51a and the metal fitting terminal 51b are electrically conductive to each other through an inner conductor inside the connector 38. The metal fitting terminal 51a and the metal fitting terminal 51b may be integrally formed of one metal member. The metal fitting terminal 52a and the metal fitting terminal 52b are electrically conductive to each other through the inner conductor inside the connector 38. The metal fitting terminal 52a and the metal fitting terminal 52b may also be similarly integrally formed of one metal member. The other end of the ground line 52 is connected to an inner conductor that allows electrical conduction between the metal fitting terminal 52a and the metal fitting terminal 52b (or a member integrally forming the metal fitting terminals 52a and 52b).

(Vehicle-Side Cable 60 and Vehicle-Side Connector 68)

A vehicle-side cable 60 is connected to the compressor 10 (FIGS. 1 and 2) through the vehicle-side connector 68. Referring to FIG. 3, specifically, the vehicle-side cable 60 extending from a vehicle main body includes power supply lines 61, 63, and a ground line 62 (a common ground line). One end of the power supply line 61, one end of the ground line 62, and one end of the power supply line 63 are integrated with the vehicle-side connector 68. The other ends of these lines are connected to a vehicle-mounted battery (not shown) and the like.

The vehicle-side connector 68 is formed of a resin material having an insulating property. Metal fitting terminals 61c, 62c, and 63c are fixed inside the vehicle-side connector 68. One end of the power supply line 61 is attached to the metal fitting terminal 61c, one end of the ground line 62 is attached to the metal fitting terminal 62c, and one end of the power supply line 63 is attached to the metal fitting terminal 63c.

(Connection Between Connectors 38, 48 and Vehicle-Side Connector 68)

By inserting the connector 48 into the output terminal portion 38a (as indicated by an arrow AR48), the connector 48 is connected to the output terminal portion 38a, so that the connector 48 can be connected to the connector 38. The output terminal portion 38a is opened in the direction from the connector 38 toward the electromagnetic coil 21, thereby suppressing steep curving of the cable 40 (excessive twisting and bending of the cable 40) connected to the output terminal portion 38a. By inserting the vehicle-side connector 68 into the input terminal portion 38b (as indicated by an arrow AR68), the vehicle-side connector 68 is connected to the input terminal portion 38b, so that the vehicle-side connector 68 can be connected to the connector 38. Thereby, the vehicle-side cable 60 is electrically connected to the cable 40 and the interconnection member 50. The energization from the vehicle side (the vehicle-side cable 60 side) to the electromagnetic clutch 20 and the electromagnetic control valve 30 is performed through the input terminal portion 38b (the metal fitting terminals 51b, 52b, and 53b).

Specifically, the power supply line 61 provided in the vehicle-side cable 60 is electrically connected to the power feed-side end portion of the electromagnetic coil 21 through the metal fitting terminals 61c, 51b, 51a, and 41a and the power feed line 41. The ground line 62 provided in the vehicle-side cable 60 is electrically connected to the ground-side end portion of the electromagnetic coil 32 through the metal fitting terminals 62c, 52b and the ground line 52, and electrically connected to the ground-side end portion of the electromagnetic coil 21 through the metal fitting terminals 62c, 52b, 52a, and 42a and the ground line 42. In other words, the ground line 42 and the ground line 52 each are electrically connected to the ground line 62 provided in the vehicle-side connector 68. The power supply line 63 provided in the vehicle-side cable 60 is electrically connected to the power feed-side end portion of the electromagnetic coil 32 through the metal fitting terminals 63c, 53b and the power feed line 51.

(Operation of Electromagnetic Clutch 20)

During energization to the electromagnetic coil 21, the stator 22 attracts the armature 24 by magnetic force, and the armature 24 is moved against the elastic force of the elastic member 27 and comes into contact with the rotor 23. The motive power from the rotor 23 is transmitted to the armature 24, the hub 25, and the rotation shaft 6. Then, the armature 24, the hub 25, and the rotation shaft 6 rotate integrally with the rotor 23.

During non-energization to the electromagnetic coil 21, the armature 24 is located away from the rotor 23. The armature 24, the hub 25, and the rotation shaft 6 are separated from the rotor 23. The motive power from the engine is not transmitted to the rotation shaft 6. In this way, by the operation of the electromagnetic coil 21, the electromagnetic clutch 20 switches supply of the motive power from the external drive source (for example, an engine) to the rotation shaft 6 to be started and stopped. The electromagnetic clutch 20 switches supply of the motive power from the external drive source to the rotation shaft 6 to be started and stopped, with the result that the rotation shaft 6, and therefore, the compressor 10 can be driven at an appropriate timing.

(Operation of Electromagnetic Control Valve 30)

During energization to the electromagnetic coil 32, the suction force commensurate with the value of the input current to the electromagnetic coil 32 occurs between the fixed iron core 35 and the movable iron core 36. This suction force acts on the valve body 31 in the direction in which the valve hole 31h is closed. The suction pressure introduced from the suction chamber 5a through the path 4a and the suction pressure introduction port 33a into the pressure-sensitive chamber 33s is changed. Then, the bellows 33 is displaced according to this change in suction pressure. The actuation force that displaces the bellows 33 is transmitted to the valve body 31.

The degree of opening of the valve hole 31h defined by the valve body 31 is determined by the balance among: the pressing force acting on the valve body 31 by excitation of the electromagnetic coil 32; the pressing force acting on the valve body 31 by the change in suction pressure inside the pressure-sensitive chamber 33s; and the pressing force acting on the valve body 31 by the opening spring 31t. The degree of opening of the valve hole 31h becomes smaller, to thereby reduce the flow rate of the refrigerant gas that flows from the discharge chamber 5b through the path 4b, the valve chamber port 31b, the valve chamber 31s, the valve hole 31h, the control port 31c, and the path 7c into the crank chamber 9. The refrigerant gas inside the crank chamber 9 is introduced into the suction chamber 5a through the path 7a. The degree of opening of the valve hole 31h becomes smaller to thereby reduce the pressure inside the crank chamber 9, thereby changing the inclination angle of the swash plate 7 in accordance with the pressure difference between the inside of the crank chamber 9 and the inside of the cylinder bores 1a.

The degree of opening of the valve hole 31h becomes larger to thereby increase the flow rate of the refrigerant gas that flows from the discharge chamber 5b through the path 4b, the valve chamber port 31b, the valve chamber 31s, the valve hole 31h, the control port 31c, and the path 7c into the crank chamber 9. The degree of opening of the valve hole 31h becomes larger to thereby increase the pressure inside the crank chamber 9, thereby changing the inclination angle of the swash plate 7 in accordance with the pressure difference between the inside of the crank chamber 9 and the inside of the cylinder bores 1a. In other words, as the internal pressure in the crank chamber 9 decreases, the inclination angle of the swash plate 7 increases, thereby increasing the discharge displacement of the compressor 10. As the internal pressure in the crank chamber 9 increases, the inclination angle of the swash plate 7 decreases, thereby reducing the discharge displacement of the compressor 10.

The operation of opening and closing the electromagnetic control valve 30 changes in accordance with the level of the value of the input current to the electromagnetic coil 32. When the value of the input current to the electromagnetic coil 32 becomes larger, the opening and closing operation is performed at a low suction pressure. When the value of the input current to the electromagnetic coil 32 becomes smaller, the opening and closing operation is performed at a high suction pressure. By operating the electromagnetic coil 32 to change the inclination angle of the swash plate 7 so as to maintain the preset suction pressure in this way, the electromagnetic control valve 30 adjusts the discharge displacement of the refrigerant gas of the compressor 10. As described above, the compressor 10 implements a configuration of a refrigeration circuit for a vehicle together with an external circuit (not shown) so as to allow air conditioning inside a vehicle cabin and the like.

Comparative Example

The functions and effects achieved by the compressor 10 in the first embodiment will be hereinafter described while comparing with the functions and effects in Comparative Examples 1 and 2 that are shown in FIG. 4 and FIG. 5, respectively.

Comparative Example 1

FIG. 4 is a diagram schematically showing a compressor 10Y in Comparative Example 1. The compressor 10Y in Comparative Example 1 includes a connector 48 integrated with an interconnection member 40Y, and a connector 38 integrated with an interconnection member 50Y. Unlike the first embodiment, the compressor 10Y does not employ the configuration in which the connector 48 and the connector 38 are directly connected to each other. A vehicle-side connector 68a integrated with a vehicle-side cable 60a is connected to the connector 48. A vehicle-side connector 68b integrated with a vehicle-side cable 60b is connected to the connector 38.

In the case of the compressor 10Y, the vehicle-side cable 60a for supplying electric power to the electromagnetic coil 21 and the vehicle-side cable 60b for supplying electric power to the electromagnetic coil 32 are disposed separately from each other. On the vehicle main body side, a total of two cables (two bunches) including the vehicle-side cables 60a and 60b need to be prepared. In the case of the above-described first embodiment, the total number of connectors used for connection between the compressor 10 and the vehicle main body side is three, that is, the connectors 38, 48 and the vehicle-side connector 68. In the case of Comparative Example 1, the total number of connectors used for connection is four, that is, the connectors 38, 48, and the vehicle-side connectors 68a, 68b. When a bracket is used for fixing the vehicle-side cables 60a and 60b to the compressor 10Y, two brackets including: a bracket for fixing the vehicle-side cable 60a; and a bracket for fixing the vehicle-side cable 60b may be required in total. In the case of the above-described first embodiment, the cable 40 can be fixed to a housing with one engaging piece 80.

Comparative Example 2

FIG. 5 is a diagram schematically showing a compressor 10Z in Comparative Example 2. The compressor 10Z in Comparative Example 2 includes: a connector 48 integrated with a cable 40; a connector 38 integrated with an interconnection member 50; a sub-harness 90; and connectors 90a and 90b. Unlike the first embodiment, the compressor 10Z also does not employ a configuration in which the connector 48 and the connector 38 are directly connected to each other. The connector 48 has an output terminal portion 48a and an input terminal portion 48b. The connector 90a integrated with one end of the sub-harness 90 is connected to the output terminal portion 48a. The connector 90b integrated with the other end of the sub-harness 90 is connected to the connector 38. A vehicle-side connector 68 integrated with a vehicle-side cable 60 is connected to the input terminal portion 48b of the connector 48.

In the case of the compressor 10Z, only one cable (one bunch) that is the vehicle-side cable 60 needs to be prepared on the vehicle main body side, unlike the compressor 10Y in the above-described Comparative Example 1. However, since the compressor 10Z includes the sub-harness 90, the number and the cost of components in the compressor 10Z are higher than those in the case of the first embodiment. The total number of connectors used for connection between the compressor 10Z and the vehicle main body side is five, that is, the connectors 38, 48, 90a, 90b, and the vehicle-side connector 68 in Comparative Example 2, which is greater (by three) than that in the case of the first embodiment.

Functions and Effects in First Embodiment

According to the compressor 10 in the first embodiment, the total number of connectors used for connection between the compressor 10 and the vehicle main body side is three, and therefore, is advantageous in that the number of connectors can be reduced as compared with the cases in Comparative Examples 1 and 2. When comparing the first embodiment with Comparative Example 1 (FIG. 4), the compressor 10 in the first embodiment is advantageous in that it only has to include one cable (one bunch) that is the vehicle-side cable 60 on the vehicle main body side. When comparing the first embodiment with Comparative Example 2 (FIG. 5), the compressor 10 in the first embodiment does not include the sub-harness 90. Thus, the compressor 10 in the first embodiment is advantageous in that its component number and component cost are smaller than those in Comparative Example 2.

In the compressor 10 in the first embodiment, a cable and a connector used for energization to the electromagnetic clutch 20 and the electromagnetic control valve 30 each are formed of a smaller number of components as compared with those in Comparative Examples 1 and 2, thereby allowing space saving. Thus, in the case of the compressor 10, the range in which the peripheral devices of the compressor 10 can be disposed can be readily expanded as compared with the cases in Comparative Example 1 and 2, thereby allowing space saving. Accordingly, the operation of mounting the compressor 10 in the vehicle main body can be facilitated.

In the compressor 10 in the first embodiment, the connector 38 is integrated with the electromagnetic control valve 30. Thus, space is saved as compared with the case where the connector 38 is not integrated with the electromagnetic control valve 30 (for example, as compared with the case where the connector 38 is provided separately from the resin portion 37). In particular, since the connector 38 is provided integrally with the resin portion 37, space is further saved.

In the compressor 10 in the first embodiment, each of the ground line 52 (the first ground line) and the ground line 42 (the second ground line) is electrically connected to the ground line 62 (a common ground line) provided in the vehicle-side connector 68. According to this configuration, the compressor 10 and the vehicle main body side can be connected to each other through the vehicle-side cable 60 that has a total of three lines including the power supply lines 61, 63 and the ground line 62.

In the compressor 10 in the first embodiment, the engaging piece 80 is provided on the outer surface of the housing (the front housing 3 in this case). The engaging piece 80 engages with the cable 40 to thereby regulate the movement of the cable 40. Positioning of the cable 40 allows high convenience (high workability) to be achieved, for example, during conveyance of the compressor 10.

Second Embodiment

Referring to FIG. 6, a compressor 10A in the second embodiment will be described. FIG. 6 is a cross-sectional view showing, in an enlarged manner, an electromagnetic control valve 30, connectors 38, 48 and the like provided in the compressor 10A. The compressors 10 and 10A are different from each other in the following points.

In the compressor 10A in the second embodiment, a ground line 52 on the side of an electromagnetic control valve 30 and a ground line 42 on the side of an electromagnetic clutch 20 (see FIG. 2) are not provided as an electrically common line. Metal fitting terminals 51a and 52a are fixed inside an output terminal portion 38a. Metal fitting terminals 51b, 52b, 53b, and 54b are fixed inside an input terminal portion 38b. Metal fitting terminals 61c, 62c, 63c, and 64c are fixed inside a vehicle-side connector 68.

A power supply line 61 provided in a vehicle-side cable 60 is electrically connected to the power feed-side end portion of an electromagnetic coil 21 (FIG. 2) through the metal fitting terminals 61c, 51b, 51a, 41a, and a power feed line 41. A ground line 62 provided in the vehicle-side cable 60 is electrically connected to the ground-side end portion of the electromagnetic coil 21 (FIG. 2) through the metal fitting terminals 62c, 52b, 52a, 42a, and a ground line 42.

A power supply line 63 provided in the vehicle-side cable 60 is electrically connected to the power feed-side end portion of an electromagnetic coil 32 through the metal fitting terminals 63c, 53b and a power feed line 51. A ground line 64 provided in the vehicle-side cable 60 is electrically connected to the ground-side end portion of the electromagnetic coil 32 through the metal fitting terminals 64c, 54b and a ground line 52.

Similarly to the above-described first embodiment, also in the compressor 10A, a cable and a connector used for energization to the electromagnetic clutch 20 (see FIG. 2) and the electromagnetic control valve 30 each are formed of a smaller number of components, as compared with the cases in Comparative Examples 1 and 2, thereby allowing space saving. Thus, also in the compressor 10A, the range in which the peripheral devices of the compressor 10A can be disposed can be readily expanded as compared with the cases in Comparative Examples 1 and 2, thereby allowing space saving. Accordingly, the operation of mounting the compressor 10A in the vehicle main body can be facilitated.

In the cases of the first and second embodiments, each of the ground line 42 from the electromagnetic coil 21 and the ground line 52 from the electromagnetic coil 32 is connected to the vehicle-side cable 60 so as to establish a ground through the vehicle-side cable 60. A ground may be established for one or both of the ground lines 42 and 52 not through the vehicle-side cable 60. The ground lines 42 and 52 may be directly connected to a housing or the like of a compressor so as to establish a ground through the housing or the like. Even in the case where this configuration is adopted, the power feed line 41 and the power feed line 51 are connected in the same connection manner as those disclosed in the above-described first and second embodiments, so that the above-described similar functions and effects can be achieved.

Third Embodiment

Referring to FIG. 7, a compressor 10B in the third embodiment will be described. FIG. 7 is a cross-sectional view showing, in an enlarged manner, an electromagnetic clutch 20, an electromagnetic control valve 30, connectors 38, 48, and the like provided in the compressor 10B. The compressors 10 and 10B1 are different from each other in the following points.

In the compressor 10B in the third embodiment, the connector 48 functions as a “first connector having an input terminal portion 48b and an output terminal portion 48a”, and the connector 38 functions as a “second connector connected to the output terminal portion 48a”. The electromagnetic clutch 20 functions as “one of the electromagnetic clutch 20 and the electromagnetic control valve 30” while the electromagnetic control valve 30 functions as “the other one of the electromagnetic clutch 20 and the electromagnetic control valve 30”.

(Interconnection Member 40B)

Specifically, an interconnection member 40B is connected to an electromagnetic coil 21 of the electromagnetic clutch 20. The electric power from outside (for example, a vehicle-mounted battery) is supplied to the electromagnetic coil 21 through the interconnection member 40B. The interconnection member 40B includes a power feed line 41 (a first power feed line) and a ground line 42 (a first ground line). A power feed-side end portion and a ground-side end portion of the electromagnetic coil 21 are pulled out from the electromagnetic clutch 20. One end of the power feed line 41 is connected to the power feed-side end portion of the electromagnetic coil 21 not through a connector in a substantially undetachable manner. One end of the ground line 42 is connected to the ground-side end portion of the electromagnetic coil 21 not through a connector in a substantially undetachable manner.

The electromagnetic clutch 20 is provided with a resin portion 47 formed integrally with the electromagnetic coil 21 by resin molding. The resin portion 47 is formed of a resin material having an insulating property and integrated with the electromagnetic coil 21 and a stator 22 to thereby fix the electromagnetic coil 21. A portion located on the one end side (the electromagnetic coil 21 side) of the power feed line 41 and a portion located on the one end side (the electromagnetic coil 21 side) of the ground line 42 are sealed by the resin portion 47.

(Connector 48)

In the present embodiment, the connector 48 is integrated with the electromagnetic clutch 20 and also electrically connected to the electromagnetic clutch 20. Specifically, the connector 48 is disposed at a position away from the electromagnetic control valve 30 and provided integrally with the electromagnetic coil 21 at a position of the resin portion 47 on the side opposite to the electromagnetic coil 21. The connector 48 is formed integrally with the resin portion 47 by the same member as that of the resin portion 47 that is integrated with the electromagnetic coil 21. In the present embodiment, the interconnection member 40B is integrated with the connector 48. A portion located on the other end side of the power feed line 41 and a portion located on the other end side of the ground line 42 are integrated with the connector 48.

The connector 48 has an output terminal portion 48a and an input terminal portion 48b. The output terminal portion 48a is electrically connectable to the electromagnetic control valve 30 through a cable 50B. The input terminal portion 48b is connectable to a vehicle-side connector 68. The electromagnetic coil 21 is connected to the input terminal portion 48b through the power feed line 41 and the ground line 42. An electromagnetic coil 32 is electrically connected to the input terminal portion 48b through a power feed line 51 and a ground line 52. The output terminal portion 48a is a recessed space formed inside the connector 48, and metal fitting terminals 51a and 52a are fixed inside the output terminal portion 48a. The input terminal portion 48b is a recessed space formed inside the connector 48, and metal fitting terminals 51b, 52b, and 53b are fixed inside the input terminal portion 48b.

The other end of the power feed line 41 is attached to the metal fitting terminal 53b. The metal fitting terminal 51a and the metal fitting terminal 51b are electrically conductive to each other through an inner conductor inside the connector 48. The metal fitting terminal 51a and the metal fitting terminal 51b may be integrally formed of one metal member. The metal fitting terminal 52a and the metal fitting terminal 52b are electrically conductive to each other through an inner conductor inside the connector 48. The metal fitting terminal 52a and the metal fitting terminal 52b may also be similarly integrally formed of one metal member. The other end of the ground line 42 is connected to the inner conductor (or a member forming the metal fitting terminals 52a and 52b integrally) through which the metal fitting terminal 52a and the metal fitting terminal 52b are electrically conductive to each other.

(Cable 50B)

The cable 50B is connected to the electromagnetic coil 32 of the electromagnetic control valve 30. The electric power from outside (for example, a vehicle-mounted battery) is supplied to the electromagnetic coil 32 through the cable 50B. The cable 50B has a length such that it can extend from a portion of the cable 50B connected to the electromagnetic coil 32 to a position in the vicinity of the connector 48. An engaging piece 80 (see FIG. 1) may be provided on the outer surface of the front housing 3 such that the engaging piece 80 regulates the movement of the cable 50B.

The cable 50B includes the power feed line 51 (a second power feed line) and the ground line 52 (a second ground line). One end of the power feed line 51 is connected to the power feed-side end portion of the electromagnetic coil 32 not through a connector in a substantially undetachable manner. One end of the ground line 52 is connected to the ground-side end portion of the electromagnetic coil 32 not through a connector in a substantially undetachable manner.

An accommodation cylinder 34 has a bottom portion provided integrally with a resin portion 37 by resin molding. The resin portion 37 is formed of a resin material having an insulating property and is integrated with the bottom portion of the accommodation cylinder 34 to thereby fix the electromagnetic coil 32. A portion located on the one end side (the electromagnetic coil 32 side) of the power feed line 51 and a portion located on the one end side (the electromagnetic coil 32 side) of the ground line 52 are sealed by the resin portion 37. The other end of the power feed line 51 and the other end of the ground line 52 are pulled out from the resin portion 37 to the outside of the electromagnetic control valve 30 and integrated with the connector 38.

(Connector 38)

The connector 38 is a member provided separately from the electromagnetic control valve 30 and connected through the cable 50B to the electromagnetic control valve 30 (the electromagnetic coil 32). Metal fitting terminals 51t and 52t are fixed inside the connector 38. The other end of the power feed line 51 is attached to the metal fitting terminal 51t. The other end of the ground line 52 is attached to the metal fitting terminal 52t. The electric power from outside (for example, a vehicle-mounted battery) is supplied to the electromagnetic coil 32 through the metal fitting terminals 51t, 52t and the cable 50B (the power feed line 51 and the ground line 52).

(Vehicle-Side Cable 60 and Vehicle-Side Connector 68)

A vehicle-side cable 60 extending from the vehicle main body has power supply lines 61, 63 and a ground line 62 (a common ground line). One end of the power supply line 61, one end of the ground line 62, and one end of the power supply line 63 are integrated with the vehicle-side connector 68. The other ends of these lines are connected to a vehicle-mounted battery (not shown) and the like.

(Connection Between Vehicle-Side Connector 68 and Each of Connectors 38, 48)

By inserting the connector 38 into the output terminal portion 48a, the connector 38 is connected to the output terminal portion 48a, so that the connector 38 can be connected to the connector 48. By inserting the vehicle-side connector 68 into the input terminal portion 48b, the vehicle-side connector 68 is connected to the input terminal portion 48b, so that the vehicle-side connector 68 can be connected to the connector 48. Thereby, the vehicle-side cable 60 is electrically connected to the interconnection member 40B and the cable 50B. Energization to the electromagnetic clutch 20 and the electromagnetic control valve 30 from the vehicle side (the vehicle-side cable 60 side) is performed through the input terminal portion 48b (the metal fitting terminals 51b, 52b, and 53b).

Specifically, the power supply line 61 provided in the vehicle-side cable 60 is electrically connected to the power feed-side end portion of the electromagnetic coil 32 through the metal fitting terminals 61c, 51b, 51a, 51t, and the power feed line 51. The ground line 62 provided in the vehicle-side cable 60 is electrically connected to the ground-side end portion of the electromagnetic coil 21 through the metal fitting terminals 62c, 52b and the ground line 42, and also, electrically connected to the ground-side end portion of the electromagnetic coil 32 through the metal fitting terminals 62c, 52b, 52a, 52t, and the ground line 52. In other words, each of the ground line 42 and the ground line 52 is electrically connected to the ground line 62 provided in the vehicle-side connector 68. The power supply line 63 provided in the vehicle-side cable 60 is electrically connected to the power feed-side end portion of the electromagnetic coil 21 through the metal fitting terminals 63c. 53b and the power feed line 41.

Also according to the compressor 10B in the third embodiment, the total number of connectors used for connection between the compressor 10B and the vehicle main body side is three. Thus, the compressor 10B in the third embodiment is advantageous in that the number of connectors can be reduced as compared with the cases in Comparative Examples 1 and 2. When comparing the third embodiment with Comparative Example 1 (FIG. 4), the compressor 10B in the third embodiment is advantageous in that it only has to include one cable (one bunch) that is the vehicle-side cable 60 on the vehicle main body side. When comparing the third embodiment with Comparative Example 2 (FIG. 5), the compressor 10B in the third embodiment does not include the sub-harness 90. Thus, the compressor 10B in the third embodiment is advantageous in that its component number and component cost are smaller than those in Comparative Example 2.

In the compressor 10B in the third embodiment, each of a cable and a connector used for energization to the electromagnetic clutch 20 and the electromagnetic control valve 30 are formed of a smaller number of components as compared with those in Comparative Examples 1 and 2, thereby allowing space saving. Thus, also in the case of the compressor 10B, the range in which the peripheral devices of the compressor 10B can be disposed can be readily expanded as compared with the cases in Comparative Examples 1 and 2, thereby allowing space saving. Accordingly, the operation of mounting the compressor 10B in the vehicle main body can be facilitated.

In the compressor 10B in the third embodiment, the connector 48 is integrated with the electromagnetic clutch 20. As compared with the case where the connector 48 is not integrated with the electromagnetic clutch 20 (for example, as compared with the case where the connector 48 is provided separately from the resin portion 47), space is saved. In particular, since the connector 48 is provided integrally in the resin portion 47, space is further saved.

Also in the compressor 10B in the third embodiment, each of the ground line 42 (the first ground line) and the ground line 52 (the second ground line) is electrically connected to the ground line 62 (a common ground line) provided in the vehicle-side cable 60. The compressor 10B and the vehicle main body side can be connected to each other through the vehicle-side cable 60 having a total of three lines including the power supply lines 61, 63 and the ground line 62.

Also in the compressor 10B in the third embodiment, the engaging piece 80 (FIG. 1) is provided on the outer surface of the housing (the front housing 3 in this case). The engaging piece 80 engages with the cable 50B so as to regulate the movement of the cable 50B. Positioning of the cable 50B allows high convenience (high workability) to be achieved, for example, during conveyance of the compressor 10B.

Other Embodiments

In each of the above-described embodiments, the crank chamber 9 and the suction chamber 5a are connected to each other through the path 7a, so that refrigerant gas inside the crank chamber 9 is introduced into the suction chamber 5a through the path 7a (also referred to as a gas bleed path). The refrigerant gas inside the discharge chamber 5b is introduced into the crank chamber 9 through the paths 4b and 7c (also referred to as a gas supply path). In the above description regarding the first embodiment, the electromagnetic control valve 30 serves to open and close this gas supply path, but the electromagnetic control valve 30 may be configured to open and close the path 7a (the gas bleed path). Even when this configuration is adopted, the same functions and effects as those in each of the above-described embodiments can be achieved.

Although the embodiments have been described as above, the above disclosures are illustrative and non-restrictive in every respect. The technical scope of the present invention is defined by the terms of the claims, and is intended to include any modifications within the meaning and scope equivalent to the terms of the claims.

REFERENCE SIGNS LIST

- 1 cylinder block, 1a cylinder bore, 1b piston, 1c compression chamber, 1h, 3h shaft hole, 2 valve unit, 3 front housing, 3a boss portion, 4a, 4b, 7a, 7c path, 5 rear housing, 5a suction chamber, 5b discharge chamber, 5c suction port, 5d discharge port, 5e receiving hole, 6 rotation shaft, 6a circlip, 7 swash plate, 7d link mechanism, 7e, 7f shoe, 8a inclination angle reducing spring, 8b return spring, 9 crank chamber, 9a lip seal, 9b, 9c, 9e, 26 bearing, 9f lug plate, 10, 10A, 10B, 10Y, 10Z compressor, 20 electromagnetic clutch, 21, 32 electromagnetic coil, 22 stator, 23 rotor, 24 armature, 25 hub, 27 elastic member, 30 electromagnetic control valve, 31 valve body, 31b valve chamber port, 31c control port, 31h valve hole, 31s valve chamber, 31t opening spring, 33 bellows, 33a suction pressure introduction port, 33s pressure-sensitive chamber, 33t spring, 34 accommodation cylinder, 35 fixed iron core, 36 movable iron core. 36t follower spring, 37, 47 resin portion, 38, 48, 90a, 90b connector, 38a, 48a output terminal portion, 38b, 48b input terminal portion, 40, 50B cable, 40B, 40Y, 50, 50Y interconnection member, 41, 51 power feed line, 41a, 42a, 51a, 51b, 51t, 52a, 52b, 52t, 53b, 54b, 61c, 62c, 63c, 64c metal fitting terminal, 42, 52, 62, 64 ground line, 60, 60a, 60b vehicle-side cable, 61, 63 power supply line, 68, 68a, 68b vehicle-side connector, 80 engaging piece, 90 sub-harness.

VARIABLE DISPLACEMENT-TYPE COMPRESSOR FOR VEHICLE

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