Displacement controlling structure for clutchless variable displacement compressor

Abstract: A variable displacement compressor which has a suction chamber (3a), a discharge chamber (3b), and a crank chamber (2a). The displacement of the compressor is controlled by supplying refrigerant to the crank chamber (2a) from the discharge chamber (3b) via a pressurizing passage (31) and releasing the gas into the suction chamber (3a) via a pressure releasing passage (30). An increase in the pressure in the crank chamber (2a) decreases the displacement, and a decrease in the pressure in the crank chamber (2a) increases the displacement. A displacement controlling structure of the compressor includes an electromagnetic valve (20) which alters the size of an area of the pressurizing passage (31). A computer (Ca) controls the electromagnetic valve (20) in accordance with commands to alter the displacement. The computer (Ca) enlarges the opened area of the pressurizing passage (31) by controlling the electromagnetic valve (20) in response to commands to reduce the displacement.

Description: The present invention relates to clutchless variable displacement compressors. More particualarly, the present invention pertains to controlling the displacement of a compressor by supplying the pressure in a discharge pressure zone to a pressure control chamber through a pressurizing passage while releasing the pressure in the control chamber into a suction pressure zone through a pressure releasing passage. Compressors are typically provided in vehicles to air- condition passenger compartments. Compressors capable of varying their displacement are preferred since they accurately control the temperature inside the passenger compartment and thus allow the environment in the compartment to be maintained at a comfortable level. Such a compressor, that is, a variable displacement compressor, typically has a tiltable swash plate, which is mounted on a shaft. The inclination of the swash plate is controlled based on the difference between the pressure in a crank chamber and the suction pressure. The rotating movement of the swash plate is converted to reciprocating linear movement of pistons. Generally, an electromagnetic clutch connects the drive shaft of the compressor to an external drive source for transmission of driving power and disconnects the shaft from the drive source to stop transmission of the power. However, recently a compressor has been proposed in which the external drive source and the drive shaft are directly connected to each other. The elimination of the clutch and direct connection of the drive source with the drive shaft solves the problems of shocks, which would occur when connecting and disconnecting the clutch. By employing such compressors in vehicles, it is possible to provide further comfort to the driver and the passengers when driving the vehicle. Elimination of the clutch reduces the weight of the cooling apparatus and the costs of the compressor. A typical clutchless compressor is operated even when cooling is unnecessary. When cooling is unnecessary, the displacement of the compressor should be minimized and formation of frost on the evaporator should be prevented. Circulation of refrigerant gas between an external refrigerating circuit and the compressor is stopped when cooling becomes unnecessary or when there is a possibility of formation of frost. EP-A-0628722 discloses a clutchless compressor in which the pressure within the crank chamber is established by controlling the flow of gas from a discharge chamber through a supply passage into the crank chamber and returning gas from the crank chamber through a pressure release passage to a suction chamber. The compressor further comprises a shutter member for opening and closing the connection with an external refrigerant circuit in accordance with the inclining movement of the swash plate. The flow of gas is controlled by an electromagnetic valve such that when cooling is unnecessary, the displacement of the compressor is minimized and the shutter member closes the external refrigerant circuit. However, in the above compressor the electromagnetic valve is either switched on or off. This way of control is rather inflexible and poses difficulties when trying to satisfy the need for a most comfortable cooling as well as the requirement to prevent any formation of frost. EP-A-0 550 201 discloses a clutch-type compressor with a variable capacity control mechanism comprising an electromagnetic valve, the opening of which is adjusted by controlling the supply of an electric current which can continuously be varied between zero and a maximum value and all values in-between. As input parameters for controlling the electric current the heat load on an evaporator of the external refrigerant circuit and a signal representing the amount of demand for acceleration of the automobile are used. The object of the invention is to provide a variable displacement compressor having a more flexible displacement controlling mechanism which satisfies the needs for a good cooling performance as well as for the prevention of frost. The above object is achieved by a compressor as defined in claim 1. In the present compressor, the flow of gas is controlled on the basis of both the passenger compartment temperature and the temperature of an evaporator of the external refrigerant circuit indicating the possibility of frost. As the electric current supplied to the electromagnetic valve is continuously varied between zero and a maximum value and all values in-between, the flow of gas is much easier to adjust so as to satisfy both of the above needs for a good cooling performance and the prevention of frost. Further advantageous modifications of the compressor are set out in the subclaims. The invention, together with its objects and advantages, may best be understood by reference to the following description of the preferred embodiments together with the accompanying drawings in which: Fig. 1 is a cross-sectional side view of a compressor including a schematic diagram of a refrigeration circuit according to a first embodiment of the present invention; Fig. 2 is a cross-sectional view taken along line 2-2 in Fig. 1; Fig. 3 is a cross-sectional view taken along line 3-3 in Fig. 1; Fig. 4 is an enlarged cross-sectional view showing maximum inclination of the swash plate; Fig. 5 is an enlarged cross-sectional view showing minimum inclination of the swash plate; Fig. 6 is an enlarged cross-sectional view including schematic portions showing a second embodiment of the present invention; and Fig. 7 is an enlarged cross-sectional view including schematic portions showing a third embodiment of the present invention. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS A first embodiment of the present invention according to the present invention will now be described with reference to Figs. 1 through 5. As shown in Fig. 1, a front housing 2 is coupled to the front end of a cylinder block 1. A rear housing 3 is coupled to the rear end of the cylinder block 1 with first, second, third, and fourth plates 4, 41, 42, 5 fixed therebetween. A pressure control chamber, or crank chamber 2a, is defined in the front housing 2. A rotary shaft 6 extends through the front housing 2 and the cylinder block 1 and is rotatably supported. The front end of the shaft 6, which protrudes outward from the crank chamber 2a, is secured to a pulley 7. The pulley 7 is operably connected to a vehicle engine (not shown) by a belt 8. The pulley 7 is supported by an angular-contact bearing 9 on the front housing 2. Thrust loads and radial loads acting on the pulley 7 are carried by the front housing 2 through the angular-contact bearing 9. A lip seal 10 is arranged between the front end of the shaft 6 and the front housing 2. The lip seal 10 prevents pressure from escaping out of the crank chamber 2a. A drive plate 11 is fixed to the shaft 6. A swash plate 15 is coupled to the drive plate 11 in a manner allowing the swash plate 15 to slide along and tilt with respect to the rotary shaft 6. As shown in Fig. 2, the swash plate 15 is provided with connecting pieces 16, 17. A pair of guide pins 18, 19 is fixed to the connecting pieces 16, 17, respectively. Spherical guide bodies 18a, 19a are provided on the distal end of the guide pins 18, 19, respectively. A support arm 11a, having a pair of guide holes 11b, 11c, projects from the drive plate 11. The guide bodies 18a, 19a slidably engage the guide holes 11b, 11c, respectively. Connection between the support arm 11a and the pair of guide pins 18, 19 enables the swash plate 15 to tilt with respect to the shaft 6 and rotate integrally with the shaft 6. The tilting of the swash plate 15 is guided by the engagement between the guide holes 11b, 11c and the associated guide bodies 18a, 19a, and by the loose fit of the swash plate 15 with respect to the shaft 6. When the center section of the swash plate 15 approaches the cylinder block 1, the inclination of the swash plate 15 becomes small. The inclination of the swash plate 15 refers to the angle defined between the swash plate 15 and a line segment perpendicular to the rotary shaft 6. A spring 12 is provided between the drive plate 11 and the swash plate 15. The spring 12 urges the swash plate 15 toward the direction in which its inclination is reduced. That is, the swash plate 15 is urged toward perpendicularity to the shaft 6. As shown in Figs. 1, 4, and 5, a retaining hole 13, extending through the cylinder block 1 along the axial direction of the shaft 6, is defined at the center of the cylinder block 1. A cylindrical shutter 21 is slidably fitted in the retaining hole 13. The shutter 21 has a large diameter section 21a and a small diameter section 21b. A spring 24 is provided between a stepped portion, which is defined between the large diameter section 21a and the small diameter section 21b and a stepped portion that is defined on the inner surface of the retaining hole 13. The spring 24 urges the shutter 21 toward the swash plate 15. The rear end of the shaft 6 is inserted into the shutter 21. A radial bearing 25 is fit in the large diameter section 21a. The radial bearing 25 includes rollers 25a and an outer race 25b. The outer race 25b is fastened to the inner surface of the large diameter section 21a. The rollers 25a are slidable with respect to the shaft 6. A snap ring 14, attached to the inner surface of the large diameter section 21a, prevents the bearing 25 from falling out of the shutter 21. The rear end of the shaft 6 is supported by the radial bearing 25 and the shutter 21 inside the retaining hole 13. A suction passage 26 is formed in the center of the rear housing 3. The suction passage 26 extends in the direction of the moving path of the shutter 21, or the axial direction of the shaft 6. The suction passage 26 is connected with the retaining hole 13. A positioning surface 27 is defined on the second plate 41. The surface at the end of the small diameter section 21b of the shutter 21 is abuttable against the positioning surface 27. Abutment of the end surface of the small diameter section 21b against the positioning surface 27 restricts the shutter 21 from moving further away from the swash plate 15. A thrust bearing 28 is slidably supported on the shaft 6 between the swash plate 15 and the shutter 21. The thrust bearing 28 is constantly clamped between the swash plate 15 and the shutter 21 by the urging force of the spring 24. When the swash plate 15 moves toward the shutter 21, the engagement between the swash plate 15 and the thrust bearing 28 causes the shutter 21 to move toward the positioning surface 27 against the urging force of the spring 24. The shutter 21 moves until it abuts against the positioning surface 27. The thrust bearing 28 prevents the rotation of the swash plate 15 from being transmitted to the shutter 21. A plurality of cylinder bores 1a are formed in the cylinder block 1. Each bore 1a accommodates a single-headed piston 22. The rotation of the swash plate 15 is transmitted to each piston 22 by way of shoes 23. Accordingly, each piston 22 reciprocates inside the associated bore 1a. As shown in Figs. 1 and 3, a suction chamber 3a and a discharge chamber 3b are defined in the rear housing 3. Suction ports 4a and discharge ports 4b are defined in the first plate 4. Suction valves 41a are formed in the second plate 41. Discharge valves 42a are formed in the third plate 42. Refrigerant gas inside the suction chamber 3a flows into each bore 1a through the associated suction valve 41a when the associated piston 22 moves toward the bottom dead center. The refrigerant gas in the bore 1a is discharged into the discharge chamber 3b through the discharge valve 42a when the piston 22 moves toward the top dead center. Abutment of the discharge valves 42a against a retainer 5a, provided on the fourth plate 42a, restricts the opening of the associated discharge ports 4b. A thrust bearing 29 is provided between the drive plate 11 and the front housing 2. The thrust bearing 29 carries the reaction force that is produced by the gas in the bores 1a and transmitted by way of the pistons 22, the shoes 23, the swash plate 15, the connecting pieces 16, 17, the guide pins 18, 19, and the drive plate 11. The suction chamber 3a is connected with the retaining hole 13 through an aperture 4c, which extends through the plates 5, 42, 4, 41. Abutment of the shutter 21 against the positioning surface 27 disconnects the aperture 4c from the suction passage 26. A conduit 30 is defined inside the shaft 6. The inlet 30a of the conduit 30 is connected with the crank shaft 2a in the vicinity of the lip seal 10. The outlet 30b of the conduit 30 is connected with the inside of the shutter 21. As shown in Figs. 1, 4, and 5, a pressure releasing hole 21c is formed extending through the peripheral wall of the shutter 21. The releasing hole 21c connects the inside of the shutter 21 with the retaining hole 13. As shown in Fig. 1, a pressurizing passageway 31 connects the discharge chamber 3b with the crank chamber 2a. An electromagnetic valve 20 is provided in the passageway 31. The electromagnetic valve 20 includes a spring 43 that is arranged between a fixed steel core 33 and a movable steel core 34. The movable core 34 is urged away from the fixed core 33 by the spring 43. When a solenoid 32 of the electromagnetic valve 20 is energized, the movable core 34 is moved toward the fixed core 33 against the urging force of the spring 43. A spheric valve body 45 is retained in a valve housing 44 of the electromagnetic valve 20. First, second, and third ports 44a, 44b, 44c are defined in the valve housing 44. The first port 44a is connected to the discharge chamber 3b through the passageway 31. The second port 44b is connected to the suction passage 26 through a passageway 46 and the third port 44c is connected to the crank chamber 2a through the passageway 31. A spring 48 and a movable spring support 49 are arranged between a fixed spring support 47 and the valve body 45 inside the valve housing 44. The valve body 45 is thus urged in the direction in which it closes a valve hole 44d. A suction pressure detection chamber 50 is connected with the second port 44b. A metal bellows support 51, which is fixed to the movable core 34, is accommodated in the detection chamber 50. A bellows 52 connects the bellows support 51 with a movable spring plate 62. A transmission rod 54 is movably fitted in the housing 44. The bottom end of the rod 54 abuts against the spring plate 62 while the top end abuts against the valve body 45. The suction passage 26 corresponds to the inlet of the suction chamber 3a from which refrigerant gas is introduced. An outlet 1b, through which refrigerant gas from the discharge chamber 3b is discharged, is provided in the cylinder block 1. An external refrigerant circuit 35 connects the outlet 1b to the suction passage 26. The refrigerant circuit 35 includes a condenser 36, an expansion valve 37, and an evaporator 38. The expansion valve 37 controls the flow rate of the gas in accordance with the fluctuation of the gas temperature at the outlet side of the evaporator 38. A temperature sensor 39 is located in the vicinity of the evaporator 38. The temperature sensor 39 detects the temperature of the evaporator 38 and sends a signal corresponding to the detected temperature to a computer Ca. The solenoid 32 of the electromagnetic valve 20 is controlled by the computer Ca through a driving circuit 55. The computer Ca controls the value of the electric current that flows through the solenoid 32 based on the signal from the temperature sensor 39. A temperature controller 56, through which the desired temperature of the vehicle's passenger compartment is set, is connected to the computer Ca. A temperature sensor 56a detects the temperature in the passenger compartment and sends the detected result to the computer Ca. The computer Ca determines the value of the electric current, which is to flow through the solenoid 32, from the temperature value set by the temperature controller 56 and the temperature value detected by the temperature sensor 39. The computer Ca then sends commands to the driving circuit 55 to energize the solenoid 32 with the electric current flowing at the determined value. The solenoid 32, the bellows 52, and the valve body 45 constitute an apparatus for altering the opened area of the valve hole 44d, or the cross-sectional area of the passageway 31. The computer Ca and the driving circuit 55 constitute an apparatus that controls the altering apparatus. The computer Ca de-energizes the solenoid 32 when the temperature of the evaporator 38, detected by the temperature sensor 39, becomes equal to or lower than a predetermined value while a switch 40, which activates the air-conditioning apparatus, is turned on. There is a possibility of frost forming when the temperature of the evaporator 38 becomes equal to or lower than the predetermined value. The solenoid 32 is also de-energized when the switch 40 is turned off. When the switch 40 is turned on and the temperature in the passenger compartment, detected by the temperature sensor 56a, becomes equal to or higher than the value set by the temperature controller 56, the computer Ca sends commands to the driving circuit 55 to energize the solenoid 32. This causes a determined value of electric current to flow through the solenoid 32. The energized solenoid 32 draws the movable core 33 toward the fixed core 34 against the urging force of the spring 43 in accordance with the value of the flowing electric current. This drawing force is transmitted to the rod 54 by way of the bellows support 51 and the bellows 52 and moves the rod 54 in a downward direction away from the valve body 45. In other words, the drawing force acts on the valve body 45 and moves the body 45 in the direction in which it reduces the opened area of the valve hole 44d. The upper end of the bellows 52 is displaced in accordance with the pressure of the gas drawn into the detection chamber 50 from the suction passage 26 by way of the passageway 46. This displacement is transmitted to the valve body 45 through the rod 54. In addition, since the spring 53 urges the rod 54 in an upward direction with the spring plate 62, the opened area of the valve hole 44d is determined in accordance with the drawing force acting on the movable core 33, the urging force of the springs 43, 48, and 53, and the pressures of the discharged gas and the drawn gas. A large difference between the temperature in the passenger compartment, which is detected by the temperature sensor 56a, and the temperature set by the temperature controller 56 indicates that cooling is greatly needed. In such a case, the computer Ca adjusts the value of the electric current that flows through the solenoid 32 in accordance with the temperature difference to alter the suction pressure. For example, the computer Ca increases the electric current value as the detected temperature becomes higher. Accordingly, the drawing force with respect to the movable core 34 becomes stronger and causes the core 34 to move from the position shown in Fig. 5 to the position shown in Fig. 4. As a result, the force produced by the spring 48 and the force of the pressure of the discharged gas in a direction closing the valve hole 44d becomes superior to the force produced by the bellows 52 and the spring 53 in a direction opening the valve hole 44d. In this state, it is required that the force of the pressure in the detection chamber 50, namely, the suction pressure, be inferior to the urging force of the spring 53 to enlarge the opened space of the valve hole 44d. In other words, by increasing the value of the electric current flowing through the electromagnetic valve 20, it is possible to control the opened area of the valve hole 44d when the suction pressure is low. Hence, the cross-sectional area of the passageway 31 is controlled in accordance with low suction pressure by supplying a large electric current to the electromagnetic valve 20. Accordingly, by reducing the setting suction pressure of the electromagnetic valve 20, the cooling ability of the refrigerant circuit is improved. As the area of the valve hole 44d opened by the valve body 45 becomes small, the amount of refrigerant gas introduced into the crank chamber 2a from the discharge chamber 3b through the pressurizing passageway 31 becomes small. The refrigerant gas in the crank chamber 2a flows into the suction chamber 3a by way of the conduit 30, the shutter 21, and the pressure releasing hole 21c. This lowers the pressure in the crank chamber 2a. When cooling is greatly needed, the suction pressure in each cylinder bore 1a is high. Thus, the difference between the pressure in the crank chamber 2a and the pressure in the cylinder bores 1a becomes small and increases the inclination of the swash plate 15. When the passageway 31 is closed by the valve body 45, the highly pressurized refrigerant gas in the discharge chamber 3b stops flowing into the crank chamber 2a. Therefore, the pressure in the crank chamber 2a becomes substantially the same as the pressure in the suction chamber 3a. This causes the inclination of the swash plate 15 to become maximum. The maximum inclination of the swash plate 15 is restricted by the abutment between the swash plate 15 and a restricting projection 11d protruding from the drive plate 11. When such abutment occurs, the displacement of the compressor is maximum. Contrarily, when the requirement for cooling becomes low, the difference between the temperature in the passenger compartment, which is detected by the temperature sensor 56a, and the temperature set by the temperature controller 56 becomes small. The lower the detected temperature is, the lower the computer Ca decreases the electric current value. Accordingly, the drawing force with respect to the movable core 33 becomes small. This results in the force produced by the spring 48 and the pressure of the discharged gas in a direction closing the valve hole 44d to become slightly superior to the force produced by the bellows 52 and the spring 53 in a direction opening the valve hole 44d. In this case, to increase the opened area of the valve hole 44d, it is required that the force of the pressure in the detection chamber 50 be just slightly smaller than the urging force of the spring 53. Thus, the opened area of the valve hole 44d may be enlarged even if the suction pressure is higher relative to the suction pressure when cooling is greatly needed. This allows the cross-sectional area of the passageway 31 to be adjusted in accordance with the high suction pressure by controlling the electric current flowing into the electromagnetic valve 20 at a low value. As the area of the valve hole 44d opened by the valve body 45 becomes large, the amount of refrigerant gas flowing into the crank chamber 2a from the discharge chamber 3b becomes great and thus the pressure in the crank chamber 3b is increased. In addition, when the requirement for cooling is small, the suction pressure in each cylinder bore 1a is small. Thus, the difference between the pressure in the crank chamber 2a and the pressure in the cylinder bores 1a becomes large and decreases the inclination of the swash plate 15. When the cooling requirement becomes low, the temperature of the evaporator 38 decreases and approaches the predetermined temperature. When the detected temperature becomes equal to or lower than the predetermined temperature, the computer Ca sends commands to de-energize the solenoid 32. By de-energizing the solenoid 32, the valve body 45 opens the entire valve hole 44d. This results in a large amount of the highly pressurized refrigerant gas in the discharge chamber 3b to flow into the crank chamber 2a through the pressurizing passageway 31 and thus increase the pressure in the crank chamber 2a. The pressure increase in the crank chamber 2a causes the inclination of the swash plate 15 to become minimum as shown in Fig. 5. Furthermore, when the switch 40 is turned off, the computer de-energizes the solenoid 32. The inclination of the swash plate 15 also becomes minimum in this case. Detection of temperature signals indicating that the temperature of the evaporator 38 (or of the passenger compartment) is lower than the predetermined value constitutes signals for minimizing the displacement of the compressor. A signal indicating that the switch 40 is turned off constitutes a signal for minimizing the displacement. Based on these signals, the computer Ca controls the value of the electric current that flows through the solenoid 32 to forcibly minimize the displacement of the compressor. Signals indicating that the detected temperature exceeds the predetermined value constitute the signals for varying or increasing the displacement of the compressor. Based on these signals, the computer Ca controls the value of the electric current that flows through the solenoid 32 to vary the displacement and alter the suction pressure. The computer Ca serves as a controller that controls the value of the electric current supplied to the solenoid 32 to forcibly minimize the displacement in response to minimum displacement commands. The computer Ca also controls the value of the electric current supplied to the solenoid 32 to alter the suction pressure. The area of the valve hole 44d opened by the valve body 45 is altered in accordance with the value of the electric current flowing through the solenoid 32. As the electric current value becomes large, the opened area of the valve hole 44d becomes small, and as the electric current value becomes small, the opened of the valve hole 44d becomes large. When the opened area of the valve hole 44d becomes large, the pressure in the crank chamber 2a is increased and the displacement becomes small. When the opened area of the valve hole 44d becomes small, the pressure in the crank chamber 2a is decreased and the displacement becomes large. In other words, the electromagnetic valve 20, which changes the cross-sectional area of the passageway 31, constitutes an apparatus for changing the suction pressure. Suction pressure acts on the bellows 52 by way of the suction passage 26 and the passageway 46. Discharge pressure acts on the rod 54 together with the urging force of the spring 48 by way of the valve body 45. That is, the difference between the discharge pressure at the side of the valve body 45 and the suction pressure at the side of the detection chamber 50 acts on the rod 54. The pressure difference acts on the rod 54 in the direction which the opened area of the valve hole 44d becomes small. Accordingly, the suction pressure becomes small when the discharge pressure is high, and the suction pressure becomes high when the discharge pressure is low. Such suction pressure controlling characteristics are important from the viewpoints of the cooling performance and the prevention of frost. When the inclination of the swash plate 15 becomes minimum, the shutter 21 abuts against the positioning surface 27 and closes the suction passage 26. The shutter 21, which is moved by the inclination of the swash plate 15, gradually narrows the space S, which is defined in the retaining hole 13 and is continuous with the suction passage 26. The slow change in the dimension of the space S gradually decreases the flow rate of the refrigerant gas that flows into the suction chamber 3a from the suction passage 26. This, in turn, gradually reduces the amount of refrigerant gas drawn into the cylinder bores 1a from the suction chamber 3a and thus gradually reduces displacement of the compressor. Therefore, the discharge pressure decreases gradually and a sudden and dramatic fluctuation in the load torque of the compressor is prevented. Accordingly, the load torque of the clutchless compressor fluctuates gradually as the displacement varies from maximum to minimum, and thus, the impact caused by fluctuation in the load torque is reduced. When the shutter 21 abuts against the positioning surface 27, the suction passage 26 closes, and the flow of refrigerant gas from the external refrigerating circuit to the suction chamber 3a thus becomes blocked. The minimum inclination of the swash plate 15 is restricted by the abutment between the shutter 21 and the positioning surface 27. In this manner, the positioning surface 27, the shutter 21, the thrust bearing 28, and the swash plate 15 constitute an apparatus for determining the minimum inclination. The minimum inclination of the swash plate is set at an angle slightly greater than zero degrees with respect to the plane perpendicular to the axis of the shaft 6. It is necessary to move the shutter 21 to a closing position where it disconnects the suction passage 26 from the retaining hole 13 to arrange the swash plate 15 at the minimum inclination. The shutter 21 is moved by the swash plate 15 between the closing position and an opening position. Since the minimum inclination of the swash plate 15 is not zero degrees, refrigerant gas is discharged into the discharge chamber 3b from the cylinder bores 1a even when the inclination of the swash plate 15 is minimum. This refrigerant gas then flows into the crank chamber 2a via the pressurizing passageway 31. The refrigerant gas inside the crank chamber 2a flows into the suction chamber 3a via the pressure releasing passage composed of the conduit 30 and the pressure releasing hole 21c. This gas is then drawn into the bores 1a and subsequently discharged into the discharge chamber 3b. In other words, when the inclination of the swash plate 15 is minimum, a circulating passage is defined extending between the discharge chamber (discharge pressure zone) 3b, the pressurizing passageway 31, the crank chamber 2a, the conduit 30, the pressure releasing hole 21c, the retaining hole (suction pressure zone) 3a, and the cylinder bores la. In this state, a pressure difference is produced between the discharge chamber 3b, the crank chamber 2a, and the suction chamber 3a. Therefore, the refrigerant gas circulates through the circulation passage and lubricates the inside of the compressor with the lubricating oil included in the gas. In the case that the requirement for cooling becomes high during a state in which the switch 40 is turned on and the inclination of the swash plate 15 is minimum, the temperature of the evaporator 38 increases. Hence the detected temperature of the evaporator 38 exceeds the predetermined value. The computer Ca energizes the solenoid 32 in accordance with the change in the detected temperature. This closes the pressurizing passageway 31 and decreases the pressure in the crank chamber 2a by releasing pressure through the conduit 30 and the pressure releasing hole 21c. The spring 24 thus expands from the contracted state shown in Fig. 5 and moves the shutter 21 away from the positioning surface 27 to increase the inclination of the swash plate 15. As the shutter 21 moves, the volume of the space S defined between the shutter 21 in the retaining hole 13 and the positioning surface 27 gradually increases. This gradually increases the amount of refrigerant gas that flows into the suction chamber 3a from the suction passage 26. Accordingly, the amount of refrigerant gas drawn into the cylinder bores la from the suction chamber 3a gradually increases. This, in turn, gradually increases the displacement of the compressor. Hence, the discharge pressure is gradually increased without a sudden and dramatic change in the load torque of the compressor. As a result, the load torque of the clutchless compressor fluctuates gradually as its displacement varies from minimum to maximum, and thus, the impact caused by fluctuation in the load torque is reduced. When the operation of the vehicle engine is stopped, the operation of the compressor is stopped. Thus, the swash plate 15 stops rotating and the electromagnetic valve 20 becomes de-energized. The de-energized electromagnetic valve 20 causes the inclination of the swash plate to become minimum. If the operation of the compressor remains in a stopped state, the pressure in the compressor becomes uniform. However, the urging force of the spring 12 maintains the swash plate 15 at the minimum inclination. Accordingly, when the engine is started and the compressor commences operation, the swash plate 15 starts rotating from the position of the minimum inclination. When the inclination is minimum, the load torque is also minimum. Thus, the shock caused during the commencement of the operation of the compressor is minimized. A second embodiment of the present invention will now be described with reference to Fig. 6. Parts having the same function as those in the first embodiment are denoted with the same reference numerals. In this embodiment, an electromagnetic valve 57 is controlled by the computer Cb. The computer Cb computes the value of the electric current, which is to flow through the solenoid 57, based on the passenger compartment temperature, set by the temperature controller 56, and the temperature detected by the temperature sensor 39. Although the electromagnetic valve 57 is not provided with the bellows mechanism employed in the valve of the first embodiment, the computer Cb controls the value of the electric current that flows through the electromagnetic valve 57 to decrease the suction pressure when the discharge pressure is high and increase the suction pressure when the discharge pressure is low in the same manner as the computer Ca used in the first embodiment. This embodiment enables the same advantageous effects of the first embodiment to be obtained. Additionally, the internal structure of the electromagnetic valve 57 is further simplified in comparison with the electromagnetic valve 20 of the first embodiment. A third embodiment of the present invention will now be described with reference to Fig. 7. Parts having the same function as those in the first embodiment are denoted with the same reference numerals. The crank chamber 2a is connected to the suction chamber 3a by the pressure releasing passage 58. An electromagnetic valve 59 is provided in the passage 58. When a solenoid 32 of the electromagnetic valve 59 is energized, a valve body 60 closes a valve hole 59a. When the solenoid 32 is de-energized, the valve body opens the valve hole 59a. The discharge chamber 3b is connected to the crank chamber 2a by a pressurizing passage 61. The refrigerant gas in the discharge chamber 3b is constantly supplied to the crank chamber 2a through the passage 61. A computer Cc computes the opened area of the valve hole 59a in the electromagnetic valve 59, based on the temperature in the passenger compartment that is set by the temperature controller 56, and the temperature detected by the temperature sensor 39. In this embodiment, as the requirement for cooling becomes higher, the computer Cc increases the electric current value. Thus, when cooling is greatly needed, the opened area of the valve hole 59a is increased and the pressure in the crank chamber 2a is decreased. Contrarily, when the requirement for cooling becomes low, the opened area of the valve hole 59 is decreased and the pressure in the crank chamber 2a is increased. The computer Cc controls the value of the electric current that flows through the electromagnetic valve 59 to decrease the suction pressure when the discharge pressure is high and increase the suction pressure when the discharge pressure is low. The computer Cc serves as a controller that controls the value of the electric current supplied to the solenoid 59 to reduce the displacement in response to displacement reduction commands. The computer Cc also controls the value of the electric current supplied to the solenoid 59 to alter the suction pressure. Accordingly, this embodiment allows the same advantageous effects of the second embodiment to be obtained.

Claims: A vehicle air-conditioner compressor of a variable displacement type, wherein the compressor has a plurality of pistons (22) mounted in respective cylinder bores (la) and reciprocated by rotation of a variably inclinable swash plate (15), the inclination of the swash plate (15) being determined by the pressure within a crank chamber (2a) that houses the swash plate (15); the pressure within the crank chamber (2a) is established by feeding compressed gas from a discharge chamber (3b) through a supply passage (31; 61) into the crank chamber (2a) and returning gas from said crank chamber (2a) through a pressure release passage (30; 30, 58) to a suction chamber (3a); the flow of gas is controlled by an electromagnetic valve (20; 57; 59); and control means (Ca; Cb; Cc) control a value of electric current flowing through a solenoid (32) of said electromagnetic valve (20; 57; 59) for actuating a valve body (45; 50; 60) and adjusting the amount of opening of body (45; 50; 60) and adjusting the amount of opening of an associated valve hole (44d), said value of electric current being continuously varied on the basis of input parameters between zero and a maximum value and all values in-between and said input parameters including i) whether the temperature of an evaporator (38) of an external refrigerant circuit (35) has fallen below a predetermined value thus indicating the possibility of frost; and ii) a deviation of a passenger compartment temperature from a temperature set by a temperature controller (56). The compressor according to claim 1, wherein the control means (Ca; Cb; Cc) includes a computer for controlling the electromagnetic valve (20; 57; 59). The compressor according to claim 1, further comprising a switch (40) for activating the compressor, wherein the control means (Ca; Cb; Cc) controls the value of electric current supplied to the solenoid (32) to change the inclination of the swash plate (15) to the minimum in response to a turn-off signal from said switch. The compressor according to claim 3, wherein the control means (Ca; Cb; Cc) sets the value of the current to zero in response to the turn-off signal. The compressor according to claim 1, wherein the electromagnetic valve (20; 57) controls the flow of gas through the supply passage (31). The compressor according to claim 5 having a switch as defined in claim 3, wherein the amount of opening of the supply passage (31) is maximized when the solenoid (32) is de-energized. The compressor according to claim 1, wherein the electromagnetic valve (59) controls the flow of gas through the pressure release passage (30, 58). The compressor according to claim 7 having a switch as defined in claim 3, wherein the amount of opening of the pressure release passage (30, 58) is minimized when the solenoid (32) is de-energized. The compressor according to claim 1, wherein the valve hole (44d) is formed in a valve housing (44) accomodating said solenoid (32) and the valve body (45; 50; 60) is driven by a plunger (34) actuated when electric current is supplied to the solenoid. The compressor according to claim 9, wherein the valve body (50; 60) is integrally formed with the plunger (32). The compressor according to claim 9, further comprising a suction passage (26) connected to the suction chamber (3a), wherein the external refrigerant circuit (35) connects the discharge chamber (3b) and said suction passage; and a shutter member (21) for opening and closing the suction passage in accordance with the inclining movement of the swash plate (15). The compressor according to claim 11, wherein the shutter member (21) prevents refrigerant from being delivered outside of the compressor when the displacement of the compressor is at the minimum. The compressor according to claim 11, wherein the pressure release passage includes a passage (30) formed in a rotary shaft (6) supporting the swash plate (15); and a pressure release hole (21c) formed in the shutter member (21) and connected to said passage (30). The compressor according to claim 11, wherein the electromagnetic valve (20) further includes a detection chamber (50) defined between the solenoid (32) and the valve hole (44d) in the valve housing (44) for detecting the pressure of the refrigerant within the suction passage (26); and a pressure sensing member (52) located in said detection chamber for transmitting the movement of the plunger (34), said pressure sensing member expanding and contracting in response to the pressure in the detection chamber. The compressor according to one of the preceding claims, driven by a power source without using a clutch.

Inventors: KAWAGUCHI MASAHIRO, SONOBE MASANORI, SUITOU KEN, YOKONO TOMOHIKO, KAWAGUCHI, MASAHIRO, SONOBE, MASANORI, SUITOU, KEN, YOKONO, TOMOHIKO
Applicants: TOYODA AUTOMATIC LOOM WORKS, KABUSHIKI KAISHA TOYODA JIDOSHOKKI SEISAKUSHO
Application year: 1996
Main classification: F04B27
IPC codes: F04B27, F04B49, F04B39