SLANT PLATE TYPE COMPRESSOR WITH VARIABLE DISPLACEMENT MECHANISM

Abstract: A slant plate type compressor (10) with a capacity or displacement adjusting mechanism is disclosed. The compressor (10) includes a housing (20) having a cylinder block (21) provided with a plurality of cylinders and a crank chamber (22). A piston (71) is slidably fitted within each of the cylinders (70) and is reciprocated by a drive mechanism which includes a member having a surface with an adjustable incline angle. The incline angle is controlled by the pressure in the crank chamber (22). The pressure in crank chamber (22) is controlled by control mechanism which comprises a pas­ sageway communicating between the crank chamber (22) and a suction chamber (241), a first valve device (19) to control the closing and opening of the passageway and a second valve device (290) to control pressure in an actuat­ ing chamber (263). The first valve device includes a bellows valve element (193) and a valve shifting element (195). The valve shifting element (195) of which one end is exposed in the actuating chamber (263) is coupled to the bellows (193) to apply a force to the bellows (193) at another end and thereby shift a control point of the bellows in response changes in the actuating chamber pressure.

Description: The present invention relates to a refrigerant compressor, and more particularly, to a slant plate type compressor, such as a wobble plate type compressor, with a variable displacement mechanism suitable for use in an automotive air conditioning system. It has been recognized that it is desirable to provide a slant plate type piston compressor with a displacement or capacity adjusting mechanism to control the compression ratio in response to demand. As disclosed in U.S. Patent No. 4,428,718, the compression ratio may be controlled by changing the slant angle of the sloping surface of a slant plate in response to the operation of a valve control mechanism. The slant angle of the slant plate is adjusted to maintain a constant suction pressure in response to a change in the heat load of the evaporator of an external circuit including the compressor or a change in rotation speed of the compressor. In an air conditioning system, a pipe member connects the outlet of an evaporator to the suction chamber of the compressor. Accordingly, a pressure loss occurs between the suction chamber and the outlet of the evaporator which is directly proportional to the suction flow rate therebetween as shown in Figure 10. As a result, when the capacity of the compressor is adjusted to maintain a constant suction chamber pressure in response to appropriate changes in the heat load or the rotation speed of the compressor, the pressure at the evaporator outlet increases. This increase in evaporator outlet pressure results in an undesirable decrease in the heat exchange ability of the evaporator. Above-mentioned U.S. Patent No. 4,428,718 discloses a valve control mechanism to eliminate this problem. The valve control mechanism, which is responsive to both suction and discharge pressure, provides controlled communication of both suction and discharge fluid with the compressor crank chamber and thereby controls compressor displacement. The compressor control point for displacement change is shifted to maintain a nearly constant pressure at the evaporator outlet portion by means of this compressor displacement control. The valve control mechanism makes use of the fact that the discharge pressure of the compressor is roughly directly proportional to the suction flow rate. However, in the above-mentioned valve control mechanism, a single movable valve member, formed of a number of parts, is used to control the flow of fluid both between the discharge chamber and the crankcase chamber, and between the crankcase chamber and the suction chamber. Thus, extreme precision is required in the formation of each part and in the assembly of the large number of parts into the control mechanism in order to attempt to assure that the valve control mechanism operates properly. Furthermore, when the heat load of the evaporator or the rotation speed of the compressor is changed quickly, discharge chamber pressure increases and an excessive amount of discharge gas flows into the crank chamber from the discharge chamber through a communication passage of the valve control mechanism due to a lag time to such the action between the operation of the valve control mechanism and the response of the external circuit including the compressor. As a result of the excessive amount of discharge gas flow, a decrease in compression efficiency of the compressor and a decline of durability of the compressor internal parts occurs. To overcome the above-mentioned disadvantage, Japanese Patent Application Publication No. 1-142276 proposes a slant plate type compressor with the variable displacement mechanism which is developed to take advantage of the relationship between discharge pressure and suction flow rate. That is, the valve control mechanism of this Japanese '276 publication is designed to have a simple physical structure and to operate in a direct manner on a valve controlling element is response to discharge pressure changes, thereby resolving the complexity, excessive discharge flow and slow response time problems of the prior art. However, in the both U.S. '718 Patent and Japanese '276 publication, the valve control mechanism maintains pressure in the evaporator outlet at the certain value by means of compensating the pressure loss occurring between the evaporator outlet and the compressor suction chamber in direct response to pressure in the compressor discharge chamber as shown in Figure 9. Accordingly, a value of compensating the pressure loss is determined by a value of the discharge chamber pressure with one correspondence, that is, only one value of compensating the pressure loss corresponds to only one value of the discharge chamber pressure. Furthermore, when the displacement of the compressor is controlled in response to characteristic of an automotive air conditioning system, such as, the temperature of passenger compartment air or the temperature of air leaving from the evaporator in addition to the change in the heat load of the evaporator or the change in rotation speed of the compressor to operate the automotive air conditioning system more elaborately, it is required flexibly to compensate the pressure loss. Therefore, the above-mentioned technique of the prior art regarding the compensation for the pressure loss is not suited to the elaborate operation of the automotive air conditioning system. Accordingly, it is an object of this invention to provide a slant plate type piston compressor having a capacity adjusting mechanism, which compensates the pressure loss, for suitable use in an elaborately operated automotive air conditioning system. A slant plate type compressor in accordance with the present invention includes a housing having a cylinder block, a front end plate at one end and a rear end plate at its other end, the cylinder block being provided with a plurality of cylinders and a crank chamber adjacent the cylinders; a plurality of pistons with each piston slidably fitted within a respective one of the cylinders; a drive mechanism coupled to the pistons to reciprocate the pistons within the cylinders, the drive mechanism including a drive shaft rotatably supported in the housing, a rotor coupled to the drive shaft and rotatable therewith, and coupling means for drivingly coupling the rotor to the pistons such that the rotary motion of the rotor is converted into reciprocating motion of the pistons, the coupling means including a member having a surface disposed at an inclination relative to the drive shaft, the angle of inclination of the member being adjustable to vary the stroke length of the pistons and hence the capacity of the compressor; the rear end plate having a suction chamber and a discharge chamber; a first passageway between the crank chamber and the suction chamber; an actuating chamber disposed in the housing; first valve means for controlling the closing and opening of the first passageway to vary the capacity of the compressor by adjusting the angle of inclination, the first valve control means including a valve element opening and closing the first passageway, and shifting means having one end coupled to the valve element and another end exposed in the actuating chamber, for shifting a control point of the valve element in response to changes in pressure in the actuating chamber; second valve control means for controlling pressure in the actuating chamber; means for sensing the control point of the valve element; means for determining whether the control point of the valve element is changed or not on the basis of a sensed air conditioning condition and the sensed control point; and means for sending a control signal to the second valve control means to vary the pressure in the actuating chamber. In the accompanying drawings: Figure 1 is a vertical longitudinal sectional view of a wobble plate type refrigerant compressor in accordance with a first embodiment of the present invention; Figure 2 is an enlarged partially sectional view of first and second valve control mechanisms shown in Figure 1; Figure 3 is a vertical longitudinal sectional view of a wobble plate type refrigerant compressor in accordance with a second embodiment of the present invention; Figure 4 is a vertical longitudinal sectional view of a wobble plate type refrigerant compressor in accordance with a third embodiment of the present invention; Figure 5 is a vertical longitudinal sectional view of a wobble plate type refrigerant compressor in accordance with a fourth embodiment of the present invention; Figure 6 a graph illustrating an operating characteristic produced by the compressor in Figures 1, 3 and 4; Figure 7 a graph illustrating an operating characteristic produced by the compressor in Figure 5; Figure 8 a graph illustrating an operating characteristic produced by the compressor in Figures 1, 3, 4 and 5; Figure 9 is a graph illustrating an operating characteristic produced by the compressor in the prior art; and Figure 10 is a graph showing the relationship between the pressure loss occurring between the evaporator outlet portion and the compressor suction chamber to the suction flow rate. With reference to Figure 1, the construction of a slant plate type compressor, specifically a wobble plate type refrigerant compressor 10 in accordance with a first embodiment of the present invention is shown. Compressor 10 of Figure 1 includes cylindrical housing assembly 20 having cylinder block 21, front end plate 23 at one end of cylinder block 21, crank chamber 22 formed between cylinder block 21 and front end plate 23, and rear end plate 24 attached to the other end of cylinder block 21. Front end plate 23 is mounted on cylinder block 21 forward (to the left in Figure 1) of crank chamber 22 by plurality of bolts 101. Rear end plate 24 is mounted on cylinder block 21 at its opposite end by plurality of bolts (not shown). Valve plate 25 is located between rear end plate 24 and cylinder block 21. Opening 231 is centrally formed in front end plate 23 for supporting drive shaft 26 by bearing 30 disposed in opening 231. The inner end portion of drive shaft 26 is rotatably supported by bearing 31 disposed within central bore 210 of cylinder block 21. Bore 210 extends to a rearward end surface of cylinder block 21 to receive first valve control mechanism 19 as described in detail bellow. Cam rotor 40 is fixed on drive shaft 26 by pin member 261 and rotates with shaft 26. Thrust needle bearing 32 is disposed between the inner end surface of front end plate 23 and the adjacent axial end surface of cam rotor 40. Cam rotor 40 includes arm 41 having pin member 42 extending therein. Slant plate 50 is adjacent cam rotor 40 and includes opening 53 through which passes drive shaft 26. Slant plate 50 includes arm 51 having slot 52. Cam rotor 40 and slant plate 50 are connected by pin member 42, which is inserted in slot 52 to create a hinged joint. Pin member 42 is suitably disposed within slot 52 to allow adjustment of the angular position of slant plate 50 with respect to the longitudinal axis of drive shaft 26. Wobble plate 60 is rotatably mounted on slant plate 50 through bearing 61 and 62. Fork shaped slider 63 is attached to the outer peripheral end of wobble plate 60 and is suitably mounted on sliding rail 64 held between front end plate 23 and cylinder block 21. Fork shaped slider 63 prevents rotation of wobble plate 60 and wobble plate 60 nutates along rail 64 when cam rotor 40 rotates. Cylinder block 21 includes a plurality of peripherally located cylinder chambers 70 in which pistons 71 reciprocate. Each piston 71 is connected to wobble plate 60 by a corresponding connecting rod 72. Rear end plate 24 includes peripherally located annular suction chamber 241 and centrally located discharge chamber 251. Valve plate 25 is located between cylinder block 21 and rear end plate 24 and includes a plurality of valved suction ports 242 linking suction chamber 241 with respective cylinders 70. Valve plate 25 also includes a plurality of valved discharge ports 252 linking discharge chamber 251 with respective cylinders 70. Suction ports 242 and discharge ports 252 are provided with suitable reed valves as described in U.S. Patent No. 4,011,029 to Shimizu. Suction chamber 241 includes inlet portion 241a which is connected to an evaporator of the external cooling circuit (not shown). Discharge chamber 251 is provided with outlet portion 251a connected to a condenser of the cooling circuit (not shown). Gaskets 27 and 28 are located between cylinder block 21 and the inner surface of valve plate 25, and the outer surface of valve plate 25 and rear end plate 24 respectively, to seal the mating surface of cylinder block 21, valve plate 25 and rear end plate 24. With reference to Figure 2, first valve control mechanism 19 includes cup-shaped casing member 191 defining valve chamber 192 therewithin. O-ring 19a is disposed between an outer surface of casing member 191 and an inner surface of bore 210 to seal the mating surface of casing member 191 and cylinder block 21. A plurality of holes 19b are formed at a closed end (to the left in Figure 2) of casing member 191 to lead crank chamber pressure into valve chamber 192 through a gap 31a existing between bearing 31 and cylinder block 21. Bellows 193 is disposed in valve chamber 192 to longitudinally contract and expand in response to crank chamber pressure. Projection member 193b attached at a forward (to the left in Figure 2) end of bellows 193 is secured to axial projection 19c formed at a center of closed end of casing member 191. Valve member 193a is attached at a rearward (to the right in figure 2) end of bellows 193. Cylinder member 194 including valve seat 194a penetrates a center of valve plate assembly 200 which includes valve plate 25, gaskets 27 and 28, suction valve member (not shown) and discharge valve member (not shown). Valve seat 194a is formed at a forward end of cylinder member 194 and is secured to an opened end of casing member 191. Nut 100 including annular cut-out portion 100a formed at an outer peripheral surface of a rear end thereof is screwed on cylinder member 194 from a rearward end of cylinder member 194 to fix cylinder member 194 to valve plate assembly 200 with valve retainer 253. This rearward end of cylinder member 194 is located in actuating chamber 263. Conical shaped opening 194b of cylinder member 194 receives valve member 193a and is formed at valve seat 194a. This opening 194b is linked to cylinder 194c which is axially formed in cylinder member 194. Actuating rod 195 is slidably disposed within cylinder 194c, projected from the rearward end of cylinder 194c, and linked to valve member 193a through bias spring 196. O-ring 197 is disposed between an inner surface of cylinder 194c and outer surface of actuating rod 195 to seal the mating surface of cylinder 194c and actuating rod 195. Radial hole 151 is formed at valve seat 194a to link conical shaped opening 194b to one end opening of conduit 152 formed at cylinder block 21. Conduit 152 includes cavity 152a and also links to suction chamber 241 through hole 153 formed at valve plate assembly 200. Passageway 150, which provides communication between crank chamber 22 and suction chamber 241, is obtained by uniting gap 31a, bore 210, holes 19b, valve chamber 192, conical shaped opening 194b, radial hole 151, conduit 152 and hole 153. As a result, the opening and closing of passageway 150 is controlled by the contracting and expanding of bellows 193 in response to crank chamber pressure. Annular projection 261 projecting forward (to the left in Figure 2) is formed at an inner surface of rear end plate 24 to define axial cylindrical cavity 260. Annular projection 261 includes annular flange 261a formed at an inner peripheral surface of a near forward end thereof. O-ring 262 is disposed between annular cut-out portion 100a of nut 100 and annular flange 261a to insulate discharge chamber 251 and actuating chamber 263. Plug member 264 having annular flange 264a formed at an outer peripheral surface of a near rear end thereof is preferably screwed into an inner peripheral surface of axial cylindrical cavity 260 to define actuating chamber 263. O-ring 265 is disposed between annular cut-out portion 260a formed at a rear end of axial cylindrical cavity 260 and annular flange 264a to insulate actuating chamber 263 and an outside of the compressor. Conduit or passageway 266 including throttled portion 266a is formed at annular projection 261 to link discharge chamber 251 to actuating chamber 263. Plug member 264 further includes central hole 264b at which cylindrical element 267 of insulating material, for example, polyimide resin, is fixedly disposed. Cylindrical element 267 further includes annular projection 267a forward integrated thereon with surrounding actuating rod 195. Cylindrical element 267 is provided with positive and negative electrodes 271 and 272, both of which are fixedly disposed therewithin. A rearward end of negative electrode 272 is exposed on the outside of the compressor and is connected to control unit 90 through wire 82. A forward end of negative electrode 272 is connected to plate 273 of electrical resistance, for example, Ni-Cu alloy, attached to an inner surface of annular projection 267a. A rearward end of positive electrode 271 is exposed on the outside of the compressor and is connected to control unit 90 through wire 81. A forward end of positive electrode 271 is exposed in actuating chamber 263 and is connected to chip 274 through coiled wire 275. Chip 274 of electric conductor, for example, phosphor bronze, is insulatedly attached to a rear end of actuating rod 195 so as to axially slide on plate 273 in accordance with an axial motion of actuating rod 195. Consequentially, the axial movement of actuating rod 195 corresponds with the axial movement of chip 274. Therefore, positive and negative electrodes 271 and 272, plate 273, chip 274 and coiled wire 275 constitute potentiometer 270. Accordingly, an axial location of actuating rod 195 substantially representing a control point of suction chamber pressure is sensed by potentiometer 270. Potentiometer 270 sends a signal indicating the control point of suction chamber pressure to control unit 90 through wires 81 and 82. Radial cylindrical cavity 280 is radially formed at rear end plate 24 to dispose second valve control mechanism 290 therewithin. From the radial inner end to the radial outer end, radial cylindrical cavity 280 includes conical cavity portion 281, small diameter cavity portion 282 and large diameter cavity portion 283 in order. Small diameter cavity portion 282 is connected to large diameter cavity portion 283 through annular slanted surface 284. Second valve control mechanism 290 includes cup-shaped casing 291 having small diameter casing portion 291a of a diameter slightly smaller than the diameter of small diameter cavity portion 282. The cup-shaped casing 291 also has large diameter casing portion 291b of a diameter slightly smaller than large diameter cavity portion 283. Annular flange 291c is formed at a near rearward (to the bottom in Figure 2) end of large diameter casing portion 291b. Cup-shaped casing 291 is inserted into second cylindrical cavity 280 until, preferably, it contacts a forward end surface of annular flange 291c to the radial outer end of second cylindrical cavity 280 so as to fit small and large diameter casing portions 291a and 291b within small and large diameter cavity portions 282 and 283 respectively. Rod 292 fixedly attaching ball element 293 at a forward end thereof is disposed within large diameter casing portion 291b. Annular projection 292a is projected from a rearward end of rod 292 so as to surround bias spring 294 disposed between the rearward end of rod 292 and a forward end of pedestal 295 which is fixedly disposed on an inner surface of a rearward end of cup-shaped casing 291. Bias spring 294 pushes rod 292 forward in virtue of restoring force thereof. Solenoid 296 is disposed on the inner surface of the rearward end of cup-shaped casing 291 so as to substantially surround rod 292. Valve seat 277 having hole 277a is fixedly disposed within a rearward end of small diameter casing portion 291a. Hole 277a links axial cavity 298a of small diameter casing portion 291a to axial cavity 298b of large diameter casing portion 291b. Annular cavity 298c formed at an outer peripheral surface of casing 291 is located in a border between small and large diameter casing portions 291a and 291b. A plurality of radial holes 298d are formed at the border between small and large diameter casing portions 291a and 291b to link axial cavity 298b of large diameter casing portion 291b to annular cavity 298c. Conduit 299a is formed at a near radial center of rear end plate 24 so as to link actuating chamber 263 to conical cavity portion 281. Conduit 299b is formed at a near radial outer portion of rear end plate 24 so as to link suction chamber 241 to annular cavity 298c. Accordingly, passageway 300 linking actuating chamber 263 to suction chamber 241 is constituted by conduit 299a, conical cavity portion 281 of cavity 280, axial cavity 298a, hole 277a, axial cavity 298b, radial holes 298d, annular cavity 298c and conduit 299b. Furthermore, passageway 300 and conduit 266 together link discharge chamber 251 to suction chamber 241 through actuating chamber 263. An opening area of hole 277a of valve seat 277 is designed to be so sized and shaped as to have the volume of the refrigerant flowing into suction chamber 241 from actuating chamber 263 to be equal to or greater than the maximum volume of the refrigerant flowing into actuating chamber 263 from discharge chamber 251. Still furthermore, when solenoid 296 is energized, rod 292 moves rearward against restoring force of bias spring 294 to open hole 277a. As a result, the discharge gas conducted into actuating chamber 263 through conduit 266 flows into suction chamber 241 through passageway 300, thereby there being decreased pressure in actuating chamber 263 relative to the suction chamber 241 pressure. On the other hand, when solenoid 296 is deenergized, rod 292 moves forward in virtue of restoring force of bias spring 294 to close hole 277a. As a result, actuating chamber 263 fills with discharge gas conducted through conduit 266, thereby there being increased pressure in actuating chamber 263 relative to the discharge chamber 251 pressure. Consequently, pressure in actuating chamber 263 can be freely varied from discharge chamber 251 pressure Pd to suction chamber 241 pressure Ps by varying the ratio of solenoid 296 energizing time to solenoid deenergizing time, defined in a very short period of time, as shown in Figure 6. Also in Figure 2, O-ring 400 is disposed between an outer peripheral surface of small diameter casing portion 291a and an inner peripheral surface of small diameter cavity portion 282 to seal the mating surface therebetween. O-ring 500 is disposed between an outer peripheral surface of large diameter casing portion 291b and an inner peripheral surface of large diameter cavity portion 283 to seal the mating surface therebetween. Wire 83 connects solenoid 296 to control unit 90. During operation of compressor 10 of Figures 1 and 2, drive shaft 26 is rotated by the engine of the vehicle, preferably through an electromagnetic clutch 600. Cam rotor 40 is rotated with drive shaft 26. This causes rotating of slant plate 50 as well, which causes wobble plate 60 to nutate. Notational motion of wobble plate 60 reciprocates pistons 71 in their respective cylinders 70. As pistons 71 are reciprocated, refrigerant gas which is introduced into suction chamber 241 through inlet portion 241a, flows into each cylinders 70 through suction ports 242 and then compressed. The compressed refrigerant gas is discharged to discharge chamber 251 from each cylinder 70 through discharge ports 252, and therefrom into the cooling circuit through outlet portion 251a. The capacity of compressor 10 is adjusted to maintain a constant pressure in suction chamber 241 in response to a change in the heat load of the evaporator or a change in the rotating speed of the compressor. The capacity of the compressor is adjusted by changing the angle of the slant plate which is dependent upon the crank chamber pressure. An increase in crank chamber pressure decreases the slant angle of the slant plate and the wobble plate and, thus, decreases the capacity of the compressor. A decrease in the crank chamber pressure increases the angle of the slant plate and the wobble plate and, thus, increases the capacity of the compressor. The combined effect of the first and second valve control mechanisms of the present invention is to maintain a constant pressure at the outlet of the evaporator during capacity control of the compressor in the following manner. When control unit 90 receives the signal indicating the air conditioning condition, such as, the temperature of passenger compartment air or the temperature of air leaving from the evaporator as chamber pressure is changed or not on the basis of these two signals. This determination is made to maintain pressure at the outlet of the evaporator at a certain value. Then, control unit 90 sends a control signal, which indicates the ratio of solenoid 296 energizing time to solenoid deenergizing time, defined in a very short period of time. As shown in Figure 2, this control signal to second valve control mechanism 290 enables this second valve control mechanism 290 to control the pressure in actuating chamber 263 from the discharge chamber 251 pressure to the suction chamber 241 pressure. Actuating rod 195 pushes valve member 193a in the direction to contract bellows 193 through bias spring 196, which smoothly transmits the force from actuating rod 195 to valve member 193a of bellows 193. Actuating rod 195 is moved in response to receiving pressure in actuating chamber 263. Accordingly, increasing pressure in actuating chamber 263 further moves rod 195 toward bellows 193, thereby increasing the tendency to contract bellows 193. As a result, pressure in suction chamber 241 is changed from Ps1 to Ps2. Consequentially, the pressure loss is compensated, thereby maintaining a constant pressure at the evaporator outlet portion as shown in Figure 8. Since actuating rod 195 moves in response to changes in pressure in actuating chamber 263 and applies a force directly to bellows 193 (the controlling valve element), the control point at which bellows 193 operates is shifted in a very direct and responsive manner by changes in the pressure in actuating chamber 263. Figure 3 illustrates a second embodiment of the present invention in which the same numerals are used to denote the same elements shown in Figures 1 and 2. In the second embodiment, cavity 220, in which is disposed first valve control mechanism 19, is formed at a central portion of cylinder block 21 and is isolated from bore 210 which rotatably supports drive shaft 26. Holes 19b link valve chamber 192 to space 221 provided at the forward end of cavity 220. Conduit 162, linking space 221 to suction chamber 241 through hole 153, is formed in cylinder block 21 to lead suction chamber pressure into space 221. Conduit 163 linking crank chamber 22 to radial hole 151, is also formed in cylinder block 21. Passageway 160 communicating crank chamber 22 and suction chamber 241 is, thus, obtained by uniting conduit 163, radial hole 151, conical shaped opening 194b, valve chamber 192, holes 19b, space 221, conduit 162 and hole 153. As a result, the opening and closing of passageway 160 is controlled by the contracting and expanding of bellows 193 in response to suction chamber pressure. Figure 4 illustrates a third embodiment of the present invention in which the same numerals are used to denote the same elements shown in Figures 1 and 2. In the third embodiment, conduit 301 including throttled portion 301a is formed at rear end plate 24 to link actuating chamber 263 to suction chamber 241. Conduit 302 is formed at a near radial center of rear end plate 24 to link discharge chamber 251 to annular cavity 298c. Furthermore, an opening area of throttled portion 301a is designed to be so sized and shaped as to equalize pressure in actuating chamber 263 relative to the discharge chamber pressure, when hole 277a is opened by energizing solenoid 296, that is, the communication of passageway 300' linking actuating chamber 263 to discharge chamber 251 is obtained. Figure 5 illustrates a fourth embodiment of the present invention in which the same numerals are used to denote the same elements shown in Figures 1 and 2. In the fourth embodiment, conduit 304 is formed at a near radial outer portion of rear end plate 24 to link annular cavity 298c to hole 303 formed at valve plate assembly 200. Conduit 305 is formed at cylinder block 21 to link hole 303 to crank chamber 22. Therefore, passageway 300'' linking actuating chamber 263 to crank chamber 22 is constituted by conduit 299a, conical cavity portion 281, axial cavity 298a, hole 277a, axial cavity 298b, radial holes 298d annular cavity 298c, conduit 304, hole 303 and conduit 305. An opening area of hole 277a of valve seat 277 is designed to be so sized and shaped as to have the volume of the refrigerant flowing into crank chamber 22 from actuating chamber 263 to be equal to or greater than the maximum volume of the refrigerant flowing into actuating chamber 263 from discharge chamber 251. Accordingly, pressure in actuating chamber 263 can be freely varied from discharge chamber pressure Pd to crank chamber pressure Pc by varying the ratio of solenoid energizing time to solenoid deenergizing time, defined in a very short period of time as shown in Figure 7. Figures 1-5 illustrate a capacity adjusting mechanism used in a wobble plate type compressor. As is typical in this type of compressor, the wobble plate is disposed at a slant or incline angle relative to the drive shaft axis, nutates but does not rotate, and drivingly couples the pistons to the drive source. This type of capacity adjusting mechanism, using selective fluid communication between the crank chamber and the suction chamber, however, can be used in any type of compressor which uses a slanted plate or surface in the drive mechanism. For example, US-A-4,664,604 discloses this type of capacity adjusting mechanism in a swash plate type compressor. The swash plate, like the wobble plate, is disposed at a slant angle and drivingly couples the pistons to the drive source. However, while the wobble plate only nutates, the swash plate both nutates and rotates. The term slant plate type compressor is therefore used to refer to any type of compressor, including wobble and swash plate types, which use a slanted plate or surface in the drive mechanism.

Claims: A slant plate type refrigerant compressor including a housing (20) having a cylinder block (21), a front end plate (23) at one end and a rear end plate (24) at its other end, the cylinder block being provided with a plurality of cylinders (70) and a crank chamber (22) adjacent the cylinders; a plurality of pistons (71) with each piston slidably fitted within a respective one of the cylinders; a drive mechanism coupled to the pistons to reciprocate the pistons within the cylinders, the drive mechanism including a drive shaft (26) rotatably supported in the housing, a rotor (40) coupled to the drive shaft and rotatable therewith, and coupling means (60,72) for drivingly coupling the rotor to the pistons such that the rotary motion of the rotor is converted into reciprocating motion of the pistons, the coupling means including a member (60) having a surface disposed at an inclination relative to the drive shaft, the angle of inclination of the member being adjustable to vary the stroke length of the pistons and hence the capacity of the compressor; the rear end plate (24) having a suction chamber (241) and a discharge chamber (251); a first passageway (150,160) between the crank chamber (22) and the suction chamber (241); an actuating chamber (263) disposed in the housing; first valve means (19) for controlling the closing and opening of the first passageway (150,160) to vary the capacity of the compressor by adjusting the angle of inclination, the first valve control means including a valve element (193a) opening and closing the first passageway, and shifting means (195) having one end coupled to the valve element and another end exposed in the actuating chamber (263), for shifting a control point of the valve element in response to changes in pressure in the actuating chamber; second valve control means (290) for controlling pressure in the actuating chamber; means (270) for sensing the control point of the valve element; means (90) for determining whether the control point of the valve element is changed or not on the basis of a sensed air conditioning condition and the sensed control point; and means (90) for sending a control signal to the second valve control means (290) to vary the pressure in the actuating chamber (263). A compressor according to claim 1 further comprising a second passageway (266) linking the actuating chamber (261) to the discharge chamber (252) and a third passageway (300) linking the actuating chamber (263) to the suction chamber (241); the second valve control means (290) being disposed in the third passageway and controlling the closing and opening of the third passageway (Figs. 2,3). A compressor according to claim 2, wherein the second and third passageways (266,300';300,301) are so sized and shaped that, when the second valve means is open, the volume of fluid flowing into the suction chamber (241) from the actuating chamber (263) is equal to or greater than the maximum volume of fluid flowing into the actuating chamber (263) from the discharge chamber (252). A compressor according to claim 2 or claim 3, wherein the second passageway (266) includes a throttled portion (266a). A compressor according to claim 1, further comprising a second passageway (300') linking the actuating chamber (263) to the discharge chamber (251) and a third passageway (301) linking the actuating chamber (263) to the suction chamber (241); the second valve control means (290) being disposed in the second passageway (300') and controlling the closing and opening of the second passageway (Fig. 4). A compressor according to claim 5, wherein the third passageway (301) includes a throttled portion (301a). A compressor according to claim 6, wherein the throttled portion (301a) is so sized as to equalize pressure in the actuating chamber (263) relatively to the discharge chamber pressure, when the second valve means (290) is open. A compressor according to claim 1, further comprising a second passageway (266) linking the actuating chamber (263) to the discharge chamber (251) and a third passageway (300'') linking the actuating chamber (263) to the crank chamber (22); the second valve control means (290) being disposed in the third passageway (300'') and controlling the closing and opening of the third passageway (Fig. 5). A compressor according to claim 8, wherein the second and third passageways (266,300'') are so sized that when the second valve means (290) is open, the volume of fluid flowing into the crank chamber (22) from the actuating chamber (263) is equal to or greater than the maximum volume of fluid flowing into the actuating chamber (263) from the discharge chamber (251). A compressor according to claim 8 or claim 9, wherein the second passageway (266) includes a throttled portion (266a). A compressor according to any one of the preceding claims, wherein the control point sensing means is a potentiometer (270). A compressor according to any one of the preceding claims, wherein the second valve control means includes a casing (291) and a solenoid (296) disposed in the casing. A compressor according to any one of the preceding claims, wherein the control signal depends on a ratio of solenoid energizing time to solenoid de-energizing time. A compressor according to any one of the preceding claims, wherein the first valve control means (19) controls the opening and closing of the first passageway (160) in response to changes in suction chamber pressure (Fig. 3). A compressor according to any one of claims 1 to 13, wherein the first valve control means (10) controls the opening and closing of the first passageway (150) in response to changes in crank shaft chamber pressure (Figs. 2,4,5). A compressor according to any one of the preceding claims, wherein the air conditioning condition is the temperature of a passenger compartment air. A compressor according to any one of claims 1 to 15, wherein the air conditioning condition is the temperature of air leaving an evaporator. A compressor according to any one of the preceding claims, wherein the first valve means (19) includes a bellows (193).

Inventors: TAGUCHI, YUKIHIKO
Applicants: SANDEN CORPORATION
Application year: 1989
Main classification: F04B27
IPC codes: F04B27