JPH05288178A - Inlet port for vane type compressor - Google Patents

Abstract

PURPOSE:To suppress the horsepower consumption of a vane type compressor at the high rotation time of a rotor while maintaining refrigerant inlet efficiency at the low rotation time of the rotor so as to prevent the horsepower lowering of an engine and thereby to heighten the high speed performance of a vehicle. CONSTITUTION:The inlet port 15 of a rear side block 4 is formed of an oblong groove 20 of a compression chamber 12 side end face, and a round hole 21 communicated with the inlet starting end part of the oblong groove 20. At the high rotation time of a rotor 2, refrigerant gas from an inlet chamber 11 is thereby changed suddenly in its flow direction at the time of flowing into the oblong groove 20 from the round hole 21 of the inlet port 15, so that inlet efficiency is lowered in large degree, and the horsepower consumption of a vane type compressor is lowered in large degree. At the low rotation time of the rotor 2, the flow of refrigerant gas is slow, so that high inlet efficiency can be maintained being hardly influenced by the special shape of the inlet port 15.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a suction port of a vane type compressor, and more particularly to a suction port of a vane type compressor for suppressing refrigerant suction efficiency at high rotation speed.

[0002]

2. Description of the Related Art As a conventional vane type compressor, as shown in FIG. 8, a cam ring 101, a front side block 103 and a rear side block 104 which are fixed so as to close both end surfaces of the cam ring 101, and a cam ring 101, respectively. Rotor 102 rotatably housed inside
And a front head 105 and a rear head 106 fixed to the end surfaces of both side blocks 103 and 104, respectively.
And a rotary shaft 107 of the rotor 102 (Japanese Utility Model Laid-Open No. 2-64780).

The rear head 106 has a suction port 1 for the refrigerant gas.
06a is formed, and the suction port 106a communicates with a suction chamber 111 defined by the rear head 106 and the rear side block 104. A compression chamber 112 is defined between the inner peripheral surface of the cam ring 101 and the outer peripheral surface of the rotor 102. Further, the rear side block 104 is provided with a suction port 115, and the suction chamber 111 and the compression chamber 112 communicate with each other through the suction port 115.
The refrigerant gas enters the suction chamber 111 through the suction port 106a and is sucked into the compression chamber 112 through the suction port 115.

When the rotational power of the engine is transmitted to the drive shaft 107, the rotor 102 rotates, and the refrigerant gas flowing out from the outlet of the evaporator enters the suction chamber 111 through the suction port 106a and is compressed from the suction chamber 111 through the suction port 115. Inhaled into chamber 112.

[0005]

However, as shown in FIG. 9, the suction port 115 of the conventional vane type compressor is merely a through hole provided in the rear side block 104, and as shown in FIG. Since the suction efficiency ηv of the refrigerant gas gradually decreases with an increase in the rotation speed of the rotor 102, and as shown in FIG. 7, the vane type compressor consumes a large horsepower L at a high rotation speed, the engine is accordingly reduced. However, there was a problem that the high speed performance of the car was impaired by the decrease in horsepower of the car. In particular, the reduction in horsepower of the engine of a light vehicle has been a serious problem because it has a great influence on high-speed performance.

The present invention has been made in view of such circumstances, and its object is to suppress the horsepower consumption by significantly reducing the suction efficiency at the time of high rotation while maintaining the suction efficiency at the time of low rotation of the rotor. Even, it is to provide a suction port of a vane type compressor capable of suppressing a reduction in horsepower of an engine.

[0007]

In order to solve the above-mentioned problems, the suction port of the vane type compressor of the present invention has a refrigerant gas from the suction chamber on one end side of the side block to the compression chamber on the other end side of the side block. In the suction port of the vane type compressor for sending the air, an arc-shaped long groove is provided on the end surface of the side block on the compression chamber side, and a hole communicating with the suction start end portion of the long groove is provided on the end surface of the side block on the suction chamber side. ..

[0008]

As described above, since the suction port of the side block is composed of the long groove on the end surface on the compression chamber side and the hole communicating with the suction start end of this long groove, the refrigerant gas from the suction chamber is increased when the rotor is rotating at high speed. When flowing into the long groove from the hole of the suction port, the direction of the flow changes abruptly, so that the suction efficiency is significantly reduced and the horsepower consumption of the vane compressor can be significantly reduced. On the other hand, since the flow of the refrigerant is gentle at low rotation speed, it is hardly affected by the special shape of the suction port, and high suction efficiency can be maintained.

[0009]

Embodiments of the present invention will be described below with reference to the drawings.

FIG. 2 is a sectional view showing a vane type compressor having an intake port according to an embodiment of the present invention. This vane type compressor includes a cam ring 1, front side blocks 3 and rear side blocks (side blocks) fixed so as to close both end surfaces of the cam ring 1.
4 and a rotor 2 rotatably housed in the cam ring 1.
And a front head 5 and a rear head 6 fixed to the end surfaces of the side blocks 3 and 4, respectively, and a rotary shaft 7 of the rotor 2. The rotating shaft 7 is rotatably supported by bearings 8 and 9 provided on both side blocks 3 and 4, respectively.

A refrigerant gas discharge port 5a is formed in the front head 5, and a refrigerant gas suction port 6a is formed in the rear head 6. The discharge port 5a is the front head 5
And a suction chamber 6 defined by the front side block 3 and the suction port 6a communicated with a suction chamber 11 defined by the rear head 6 and the rear side block 4, respectively.

Two compression chambers 12 are defined between the inner peripheral surface of the cam ring 1 and the outer peripheral surface of the rotor 2 (only one compression chamber 12 is visible in FIG. 2). .. The rotor 2 is provided with a plurality of vane grooves 13, and vanes 14 are slidably inserted into the vane grooves 13.

The rear side block 4 is provided with two suction ports 15 corresponding to the two compression chambers 12 (only one suction port 15 is visible in FIG. 2). A suction chamber 11 and a compression chamber 12 through a suction port 15
And are in communication. A back pressure groove 22 is provided on the end surface of the front side block 3 on the compression chamber side.

FIG. 3 is a front view of the end surface of the rear side block 4 on the compression chamber side, and FIG. 4 is a front view of the end surface of the rear side block 4 on the suction chamber side. The suction port 15 has an arc-shaped long groove 20.
And a round hole (hole) 21. As shown in FIG. 1, the long groove 20 is provided on the end surface of the rear side block on the compression chamber 12 side, and the round hole 21 is provided on the end surface of the rear side block 4 on the suction chamber 11 side. The round hole 21 is the long groove 20.
It communicates with the inhalation start end (the end where inhalation starts earliest). Further, as shown in FIG. 5, the diameter c of the round hole 21 is
The width is set to be approximately twice the width 1 of the long groove 20.

The long groove 20 of the suction port 15 is the back pressure groove 2.
2 is processed by a cutter for end milling, and the round hole 21 of the suction port 15 is formed by drilling. Therefore, the manufacturing cost can be reduced and the accuracy can be easily obtained as compared with the conventional example by casting.

The outer peripheral wall of the cam ring 1 is provided with two discharge ports 16 corresponding to the two compression chambers 12 (only one discharge port 16 is visible in FIG. 2). In addition, the discharge port 1 is provided on the outer peripheral wall of the cam ring 1.
Flat type discharge valve 19 that opens and closes 6
It is fixed with a bolt 18 together with 9a. These discharge valves 19 and the like are covered by a discharge valve cover 17.

Next, the operation of the vane type compressor will be described.

The rotational power of the engine (not shown) is driven by the drive shaft 7.
When transmitted to the rotor 2, the rotor 2 rotates. The refrigerant gas flowing out from the outlet of the evaporator (not shown) enters the suction chamber 11 through the suction port 6a and is sucked into the compression chamber 12 through the suction port 11 from the suction chamber 11. The vane 1 in the compression chamber 12
Since the space is divided into a plurality of spaces by 4, and the volume of each space changes with the rotation of the rotor 2, the refrigerant gas trapped between the vanes 14 is compressed, and the compressed refrigerant gas is discharged by the discharge valve 19. Open the discharge port 16 to the discharge chamber 10
And is further discharged from the discharge port 5a.

When the refrigerant gas in the suction chamber 11 is sucked into the compression chamber 12 through the suction port 15, when the rotor 2 is rotating at a high speed, the refrigerant gas flows from the round hole 21 of the suction port 15 into the long groove 20. Since the direction of the flow changes abruptly as shown by the arrow 1, the suction efficiency ηv is drastically reduced as shown in FIG. 6 as compared with the conventional example, and accordingly, at the time of high rotation as shown in FIG. The horsepower consumption L of the vane type compressor is also significantly reduced. Therefore, the reduction of the horsepower of the engine is suppressed, and high speed performance is secured.

On the other hand, when the rotor 2 is rotating at a low speed, the flow of the refrigerant gas is gentle, so that the refrigerant gas is hardly affected by the special shape of the suction port 15, and the refrigerant gas is sufficiently sucked in, so that the suction efficiency ηv. Is high (Fig. 6).

The relationship between the horsepower consumption L of the vane type compressor and the suction efficiency ηv is as follows.

L = ηv / ηcηm × Vp (i ₂ −i ₁ ) / v ₁ As a result, the suction efficiency ηv and the horsepower consumption L of the vane compressor L
And are in a proportional relationship.

Where ηc is compression efficiency, ηm is mechanical efficiency,
Vp is theoretical discharge amount, _{v 1} is the specific _volume, i 2 -i ₁ is a compression work enthalpy of the vane type compressor.

Further, basically, the suction efficiency ηv at the time of low rotation of the rotor 2 is determined by the rear end position A of the long groove 20, the width l of the long groove 20,
Although determined by the depth h of the long groove 20, the inclination α in FIG.
Position B, its diameter c, and the depth h of the long groove 20.

In the above embodiment, the hole forming the suction port 15 of the rear side block 3 is a round hole 21, but instead of this, a square hole or an elongated hole (not shown) may be used. The same effect as the example can be obtained.

[0026]

As described above, according to the suction port of the vane type compressor of the present invention, when the rotor is rotating at high speed,
When the refrigerant gas from the suction chamber flows into the long groove from the hole of the suction port, the direction of the flow changes abruptly, so the suction efficiency is significantly reduced, and the horsepower consumption of the vane compressor can be significantly reduced. As a result, the reduction of the horsepower of the engine is suppressed, the high speed performance of the vehicle can be fully brought out, and the refrigerant gas flow is gentle at low speed, so it is hardly affected by the special shape of the intake port. , High inhalation efficiency can be maintained.

[Brief description of drawings]

1 is a cross-sectional view taken along the line I-I of FIG.

FIG. 2 is a sectional view of a vane type compressor having an intake port according to an embodiment of the present invention.

3 is a front view of a compression chamber side end surface of a rear side block of the vane compressor shown in FIG. 2;

4 is a front view of the suction chamber side end surface of the rear side block of the vane compressor shown in FIG. 2;

5 is a cross-sectional view taken along the line VV of FIG.

FIG. 6 is a curve diagram showing the relationship between the rotation speed of the rotor and the suction efficiency.

FIG. 7 is a curve diagram showing the relationship between the rotational speed of the rotor and the consumed horsepower.

FIG. 8 is a sectional view of a conventional vane compressor.

FIG. 9 is a plan view of a compression chamber side end surface of a rear side block of a conventional vane type compressor.

[Explanation of reference numerals] 4 rear side block (side block) 11 suction chamber 12 compression chamber 15 suction port 20 long groove 21 round hole

Claims (1)

[Claims] 1. A suction port of a vane type compressor that sends a refrigerant gas from a suction chamber on one end side of a side block to a compression chamber on the other end side of the side block. A suction port of a vane type compressor, wherein a long groove is provided, and a hole communicating with the suction start end portion of the long groove is provided on an end surface of the side block on the suction chamber side.