KR102717001B1 - Swash plate type compressor - Google Patents

Abstract

The present invention relates to a swash plate compressor, comprising: a housing having a bore, a suction chamber, a discharge chamber, and a crank chamber; a rotary shaft rotatably mounted on the housing; a swash plate that rotates together with the rotary shaft; a piston that is coupled with the swash plate and reciprocates within the bore and forms a compression chamber together with the bore; a first discharge path that guides refrigerant in the crank chamber to the suction chamber; and a second discharge path that branches off from the first discharge path or bypasses the first discharge path and guides refrigerant in the crank chamber to the suction chamber; thereby improving operation delay due to liquid refrigerant during initial operation.

Description

SWASH PLATE TYPE COMPRESSOR

The present invention relates to a swash plate compressor, and more specifically, to a swash plate compressor in which the inclination angle of a swash plate can be adjusted by controlling the pressure in a crank case in which a swash plate is provided.

In general, compressors that play a role in compressing refrigerant in vehicle cooling systems have been developed in various forms. These compressors include reciprocating compressors that compress the refrigerant while making reciprocating movements, and rotary compressors that compress the refrigerant while making rotary movements.

And, in the reciprocating type, there are the crank type that transmits the driving force of the driving source to multiple pistons using a crank, the swash plate type that transmits it to a rotating shaft with a swash plate installed, and the wobble plate type that uses a wobble plate, and in the rotary type, there are the vane rotary type that uses a rotating rotary shaft and vanes, and the scroll type that uses an orbiting scroll and a fixed scroll.

Here, the swash plate compressor is a compressor that compresses refrigerant by reciprocating a piston with a swash plate that rotates together with a rotating shaft. Recently, in order to improve the performance and efficiency of the compressor, it is being formed as a so-called variable capacity type that controls the refrigerant discharge amount by controlling the stroke of the piston by adjusting the inclination angle of the swash plate.

Figure 1 is a cross-sectional view illustrating a conventional variable capacity swash plate compressor.

Referring to the attached drawing 1, a conventional swash plate type compressor comprises a housing (100) having a bore (116), a suction chamber (S1), a discharge chamber (S3), and a crank chamber (S4), a rotary shaft (200) rotatably supported on the housing (100), a swash plate (300) that is coupled to the rotary shaft (200) and rotates inside the crank chamber (S4), a piston (400) that is coupled to the swash plate (300) and reciprocates inside the bore (116) and forms a compression chamber (S2) together with the bore (116), a valve mechanism (500) that communicates and shields the suction chamber (S1) and the discharge chamber (S3) with the compression chamber (S2), and an inclination angle of the swash plate (300) with respect to the rotary shaft (200) (the angle between the rotational axis (200) of the swash plate (300) and the rotational axis (200) based on the rotational center of the swash plate (300). It includes an inclination adjustment mechanism that adjusts the angle between the normal lines of the slab (300).

The above-mentioned slope control mechanism includes an inlet path (not shown) that guides the refrigerant of the discharge chamber (S3) to the crank chamber (S4) and an exhaust path (800) that guides the refrigerant of the crank chamber (S4) to the suction chamber (S1).

A pressure regulating valve (not shown) is formed in the above inflow path (not shown) to regulate the amount of refrigerant flowing into the above inflow path (not shown) from the above discharge chamber (S3).

An orifice hole (810) is formed in the above discharge path (800) to depressurize the fluid passing through the above discharge path (800).

In a conventional swash plate type compressor according to this configuration, when power is transmitted from a driving source (e.g., a vehicle engine) (not shown) to the rotating shaft (200), the rotating shaft (200) and the swash plate (300) rotate together.

And, the piston (400) converts the rotational motion of the plate (300) into linear motion and reciprocates inside the bore (116).

And, when the piston (400) moves from the top dead center to the bottom dead center, the compression chamber (S2) is communicated with the suction chamber (S1) by the valve mechanism (500) and is shielded from the discharge chamber (S3), so that the refrigerant in the suction chamber (S1) is sucked into the compression chamber (S2).

And, when the piston (400) moves from the bottom dead center to the top dead center, the compression chamber (S2) is shielded from the suction chamber (S1) and the discharge chamber (S3) by the valve mechanism (500), and the refrigerant in the compression chamber (S2) is compressed.

And, when the piston (400) reaches the top dead center, the compression chamber (S2) is sealed from the suction chamber (S1) by the valve mechanism (500) and communicates with the discharge chamber (S3), so that the refrigerant compressed in the compression chamber (S2) is discharged to the discharge chamber (S3).

Here, in a conventional swash plate type compressor, the amount of refrigerant flowing into the inflow path (not shown) from the discharge chamber (S3) according to the required refrigerant discharge amount is controlled by the pressure regulating valve (not shown), thereby controlling the pressure of the crank chamber (S4), and the pressure of the crank chamber (S4) applied to the piston (400) is controlled, thereby controlling the stroke of the piston (400), controlling the angle of inclination of the swash plate (300), and controlling the refrigerant discharge amount.

That is, when the refrigerant discharge amount needs to be reduced, the amount of refrigerant flowing into the inflow path (not shown) from the discharge chamber (S3) is increased by the pressure regulating valve (not shown), and the amount of refrigerant flowing into the crank chamber (S4) through the inflow path (not shown) is increased, thereby increasing the pressure of the crank chamber (S4). Here, the refrigerant in the crank chamber (S4) is discharged into the suction chamber (S1) through the discharge path (800), but the amount of refrigerant flowing into the suction chamber (S1) from the discharge chamber (S3) through the inflow path (not shown) is greater than the amount of refrigerant discharged into the suction chamber (S1) from the crank chamber (S4) through the discharge path (800), thereby increasing the pressure of the crank chamber (S4). Accordingly, the pressure of the crankcase (S4) applied to the piston (400) increases, the stroke of the piston (400) decreases, the inclination angle of the swash plate (300) decreases, and the refrigerant discharge amount decreases.

On the other hand, when the refrigerant discharge amount needs to increase, the amount of refrigerant flowing into the inflow path (not shown) from the discharge chamber (S3) is reduced by the pressure regulating valve (not shown), and the amount of refrigerant flowing into the crank chamber (S4) through the inflow path (not shown) is reduced, thereby reducing the pressure of the crank chamber (S4). Here, even if the refrigerant of the discharge chamber (S3) flows into the crank chamber (S4) through the inflow path (not shown), the amount of refrigerant discharged from the crank chamber (S4) through the discharge path (800) to the suction chamber (S1) is greater than the amount of refrigerant flowing into the crank chamber (S4) through the inflow path (not shown) from the discharge chamber (S3), thereby reducing the pressure of the crank chamber (S4). Accordingly, the pressure of the crankcase (S4) applied to the piston (400) is reduced, the stroke of the piston (400) is increased, the inclination angle of the swash plate (300) is increased, and the refrigerant discharge amount is increased.

Here, the principle of controlling the refrigerant discharge amount will be explained. The piston (400) mainly forms the inclination angle of the swash plate (300) by the moment difference due to the differential pressure obtained by subtracting the pressure of the crankcase (S4) from the pressure of the compression chamber (S2) applied to the piston (400). As the pressure of the crankcase (S4) decreases, the inclination angle of the swash plate (300) increases, the stroke of the piston (400) increases, and the refrigerant discharge amount increases. On the other hand, as the pressure of the crankcase (S4) increases, the inclination angle of the swash plate (300) decreases, the stroke of the piston (400) decreases, and the refrigerant discharge amount decreases.

Meanwhile, when the refrigerant in the crankcase (S4) flows into the suction chamber (S1) through the discharge path (800), it is reduced to the suction pressure level by the orifice hole (810), thereby preventing the pressure in the suction chamber (S1) from increasing.

However, in these conventional swash plate type compressors, there was a problem that the initial operation was delayed due to the liquid refrigerant. That is, when the swash plate type compressor is left for a long period of time, the liquid refrigerant accumulates inside the housing (100), and since the liquid refrigerant is incompressible, it becomes a factor that inhibits the pressure generation in the crank chamber (S4), which causes the initial operation to be delayed.

Republic of Korea Patent Publication No. 10-2012-0100189

Accordingly, the purpose of the present invention is to provide a swash plate type compressor capable of improving the operating delay caused by liquid refrigerant during initial operation.

The present invention, in order to achieve the above-mentioned object, provides a swash plate type compressor including: a housing having a bore, a suction chamber, a discharge chamber, and a crank chamber; a rotary shaft rotatably mounted on the housing; a swash plate rotated together with the rotary shaft; a piston reciprocating inside the bore while being linked to the swash plate and forming a compression chamber together with the bore; a first discharge passage for guiding refrigerant in the crank chamber to the suction chamber; and a second discharge passage branched from the first discharge passage for guiding refrigerant in the crank chamber to the suction chamber.

The first exhaust path may include a first exhaust path upstream portion communicating with the crankcase, a first exhaust path downstream portion communicating with the suction chamber, and a chamber positioned between the first exhaust path upstream portion and the first exhaust path downstream portion, and the second exhaust path may include a second exhaust path upstream portion communicating with the chamber, and a second exhaust path downstream portion communicating with the suction chamber.

The second exhaust path may be formed radially outside the first exhaust path and on the gravity direction side with respect to the first exhaust path.

A first orifice hole may be formed in the first discharge passage to reduce the pressure of the refrigerant passing through the first discharge passage, and a second orifice hole may be formed in the second discharge passage to reduce the pressure of the refrigerant passing through the second discharge passage.

The first orifice hole may be formed coaxially with the rotational axis, and the second orifice hole may be formed at a position spaced apart from the first orifice hole in the direction of the rotational radius of the rotational axis.

The above second orifice hole can be formed on the gravity direction side with respect to the above first orifice hole.

The housing includes a cylinder block in which the bore is formed; a front housing coupled to one side of the cylinder block and in which the crankcase is formed; and a rear housing coupled to the other side of the cylinder block and in which the suction chamber and the discharge chamber are formed; and a valve mechanism is interposed between the cylinder block and the rear housing to communicate and shield the suction chamber and the discharge chamber with the compression chamber, and the first orifice hole and the second orifice hole can be formed in the valve mechanism.

The above rear housing includes a post that extends from an inner wall surface of the rear housing and supports the valve mechanism, and a communication path that connects the second orifice hole and the suction chamber can be formed in the post.

The above-mentioned passage may be formed as a slot extending from the center of the front end surface of the post to the outer periphery of the front end surface of the post.

The above-mentioned passage may be formed as an inclined hole penetrating the post from the front end surface of the post to the outer circumferential surface of the post.

The above post is formed at least once, the above communication path is formed for each post, and the second discharge path and the above second orifice hole can be formed corresponding to each communication path.

The flow cross-sectional area of the first orifice hole may be formed to be within a range of 1.54㎟ or more and 4.52㎟ or less, and the sum of the flow cross-sectional areas of the at least one second orifice hole may be formed to be 125% or less of the flow cross-sectional area of the first orifice hole.

And, the present invention provides a swash plate type compressor including: a housing having a bore, a suction chamber, a discharge chamber, and a crank chamber; a rotary shaft rotatably mounted on the housing; a swash plate rotated together with the rotary shaft; a piston reciprocating inside the bore while being linked to the swash plate and forming a compression chamber together with the bore; a first discharge passage for guiding refrigerant in the crank chamber to the suction chamber; and a second discharge passage for guiding refrigerant in the crank chamber to the suction chamber by bypassing the first discharge passage.

The second exhaust path may be formed radially outside the first exhaust path and on the gravity direction side with respect to the first exhaust path.

The first exhaust path may include an upstream portion of the first exhaust path communicating with the crank chamber, a downstream portion of the first exhaust path communicating with the suction chamber, and a chamber positioned between the upstream portion of the first exhaust path and the downstream portion of the first exhaust path, and the second exhaust path may include an upstream portion of the second exhaust path communicating with the crank chamber and a downstream portion of the second exhaust path communicating with the suction chamber.

A swash plate compressor according to the present invention comprises: a housing having a bore, a suction chamber, a discharge chamber, and a crank chamber; a rotary shaft rotatably mounted on the housing; a swash plate that rotates together with the rotary shaft; a piston that is linked to the swash plate and reciprocates within the bore and forms a compression chamber together with the bore; a first discharge path that guides refrigerant in the crank chamber to the suction chamber; and a second discharge path that branches off from the first discharge path or bypasses the first discharge path and guides refrigerant in the crank chamber to the suction chamber; thereby improving an operating delay due to liquid refrigerant during initial operation.

Figure 1 is a cross-sectional view showing a conventional swash plate compressor.
Figure 2 is a cross-sectional view showing a swash plate compressor according to one embodiment of the present invention.
Figure 3 is an enlarged view of part A of Figure 2.
Figure 4 is a perspective view of Figure 3;
Fig. 5 is a perspective view showing the communication path of Fig. 4.
Figure 6 is a diagram showing the operating delay characteristics of the swash plate compressor of Figure 2.
Fig. 7 is a diagram showing the control characteristics of the swash plate compressor of Fig. 2.
FIG. 8 is a cross-sectional view showing a swash plate compressor according to another embodiment of the present invention;
Figure 9 is an enlarged view of part B of Figure 9.
Figure 10 is a perspective view of Figure 9.
Figure 11 is a perspective view illustrating the communication path of Figure 10.

Hereinafter, a swash plate type compressor according to the present invention will be described in detail with reference to the attached drawings.

FIG. 2 is a cross-sectional view illustrating a swash plate type compressor according to one embodiment of the present invention, FIG. 3 is an enlarged view of portion A of FIG. 2, FIG. 4 is a perspective view of FIG. 3, FIG. 4 is a perspective view illustrating a passage of FIG. 4, FIG. 6 is a diagram illustrating operation delay characteristics of the swash plate type compressor of FIG. 2, and FIG. 7 is a diagram illustrating control characteristics of the swash plate type compressor of FIG. 2.

Referring to the attached drawings 2 to 7, a swash plate compressor according to one embodiment of the present invention may include a housing (100), and a compression mechanism provided inside the housing (100) and configured to compress refrigerant.

The housing (100) may include a cylinder block (110) in which the compression mechanism is accommodated, a front housing (120) coupled to the front of the cylinder block (110), and a rear housing (130) coupled to the rear of the cylinder block (110).

On the central side of the cylinder block (110), an axle hole (112) into which a rotating shaft (200) to be described later is inserted and a chamber (114) communicating with the axle hole (112) are formed, and on the outer peripheral side of the cylinder block (110), a piston (400) to be described later is inserted and a bore (116) forming a compression chamber (S2) together with the piston (400) to be described later is formed, and between the axle hole (112) and the bore (116), an inlet passage (not shown) to be described later, a first discharge passage (800) to be described later, and a second discharge passage (900) to be described later may be formed.

The above-mentioned shaft hole (112) and the chamber (114) can be formed in a cylindrical shape penetrating the cylinder block (110) along the axial direction of the cylinder block (110).

The above bore (116) may be formed in a cylindrical shape penetrating the cylinder block (110) along the axial direction of the cylinder block (110) at a portion spaced radially outward from the shaft hole (112) of the cylinder block (110).

And, the bores (116) are formed in n numbers so that the number of compression chambers (S2) is n, and the n bores (116) can be arranged along the circumferential direction of the cylinder block (110) with the shaft hole (112) as the center.

The above front housing (120) can be connected to the cylinder block (110) from the front to form a crankcase (S4) together with the cylinder block (110).

The crankcase (S4) above can accommodate a swash plate (300) to be described later.

The above rear housing (130) can be fastened to the cylinder block (110) on the opposite side of the front housing (120) with respect to the cylinder block (110).

In addition, the rear housing (130) may include a suction chamber (S1) that receives refrigerant to be introduced into the compression chamber (S2) and a discharge chamber (S3) that receives refrigerant discharged from the compression chamber (S2).

The above suction chamber (S1) can be connected to a refrigerant suction pipe (not shown) that guides the refrigerant to be compressed into the interior of the housing (100).

The above discharge chamber (S3) can be connected to a refrigerant discharge pipe (not shown) that guides the compressed refrigerant to the outside of the housing (100).

In addition, the rear housing (130) may further include a post (132) that extends from the inner wall surface of the rear housing (130) and supports a valve mechanism (500) to be described later to prevent deformation of the rear housing (130).

The above post (132) may include a communication path (920) that connects the second orifice hole (910) described later and the suction chamber (S1) to simplify the structure and reduce cost.

The above compression mechanism can be formed to suck refrigerant from the suction chamber (S1) into the compression chamber (S2), compress the sucked refrigerant in the compression chamber (S2), and discharge the compressed refrigerant from the compression chamber (S2) into the discharge chamber (S3).

Specifically, the compression mechanism may include a rotating shaft (200) that is rotatably mounted on the housing (100) and rotates by receiving rotational force from a driving source (e.g., an engine of a vehicle) (not shown), a swash plate (300) that is linked to the rotating shaft (200) and rotates inside the crank chamber (S4), and a piston (400) that is linked to the swash plate (300) and reciprocates inside the bore (116).

The above rotation axis (200) can be formed in a cylindrical shape extending in one direction.

And, the rotation shaft (200) has one end inserted into the shaft hole (112) and is rotatably supported, and the other end penetrates the front housing (120) and protrudes to the outside of the housing (100) and can be connected to the driving source (not shown).

The above-mentioned swash plate (300) is formed in a circular shape and can be attached to the rotation shaft (200) at an angle in the crank chamber (S4). Here, the swash plate (300) is attached to the rotation shaft (200) so that the inclination angle of the swash plate (300) can be changed, which will be described later.

The above piston (400) may include one end inserted into the bore (116) and the other end extending from the one end to the opposite side of the bore (116) and connected to the swash plate (300) in the crankcase (S4).

And, the piston (400) may be provided in n numbers corresponding to the bore (116).

In addition, the swash plate compressor according to the present embodiment further includes a valve mechanism (500) that communicates and shields the suction chamber (S1) and the discharge chamber (S3) with the compression chamber (S2), and a first orifice hole (810) to be described later and a second orifice hole (910) to be described later may be formed in the valve mechanism (500).

In addition, the swash plate type compressor according to the present embodiment may further include an inclination adjustment mechanism for adjusting the inclination angle of the swash plate (300) with respect to the rotating shaft (200).

The above-mentioned inclination adjustment mechanism may include a rotor (600) that is connected to the rotational axis (200) and rotates together with the rotational axis (200) so that the swash plate (300) is connected to the rotational axis (200) in a variable inclination angle, and a sliding pin (700) that connects the swash plate (300) and the rotor (600).

And, the inclination adjustment mechanism may include an inlet path (not shown) that guides the refrigerant of the discharge chamber (S3) to the crank chamber (S4) to adjust the inclination angle of the swash plate (300) by controlling the pressure of the crank chamber (S4), a first discharge path (800) that guides the refrigerant of the crank chamber (S4) to the suction chamber (S1), and a second discharge path (900) that branches off from the first discharge path (800) and guides the refrigerant of the crank chamber (S4) to the suction chamber (S1).

The above inflow path (not shown) may be formed to extend from the discharge chamber (S3) to the crank chamber (S4) by penetrating the valve mechanism (500) and the cylinder block (110).

In addition, a pressure regulating valve (not shown) for controlling the opening amount of the inflow path (not shown) may be formed in the inflow path (not shown).

The above pressure regulating valve (not shown) can be formed as a so-called mechanical valve (MCV) or electronic valve (ECV).

The first exhaust path (800) may be formed to extend from the crankcase (S4) to the suction chamber (S1) by penetrating one side of the cylinder block (110), passing through the chamber (114), and penetrating one side of the valve mechanism (500). That is, the first exhaust path (800) may include a first exhaust path upstream portion (800a) communicating with the crankcase (S4), a first exhaust path downstream portion (800b) communicating with the suction chamber (S1), and a chamber (114) positioned between the first exhaust path upstream portion (800a) and the first exhaust path downstream portion (800b).

In addition, a first orifice hole (810) may be formed in the first discharge passage (800) to reduce the pressure of the refrigerant passing through the first discharge passage (800) to prevent the pressure of the suction chamber (S1) from increasing.

The above first orifice hole (810) is formed in the downstream portion (800b) of the first discharge path, and may be formed in the valve mechanism (500) particularly for ease of manufacturing.

And, the first orifice hole (810) may be formed coaxially with the rotation shaft (200) so that the refrigerant discharged from the first orifice hole (810) to the suction chamber (S1) is uniformly distributed to the n compression chambers (S2). That is, the first orifice hole (810) may be formed on the center side of the valve mechanism (500).

The second exhaust path (900) may be formed to extend from the chamber (114) to the suction chamber (S1) by penetrating the other side of the cylinder block (110) and the other side of the valve mechanism (500). That is, the second exhaust path (900) may include a second exhaust path upstream portion (900a) that communicates with the chamber and a second exhaust path downstream portion (900b) that communicates with the suction chamber (S1).

In addition, a second orifice hole (910) may be formed in the second discharge path (900) to reduce the pressure of the refrigerant passing through the second discharge path (900) to prevent the pressure in the suction chamber (S1) from increasing.

The above second orifice hole (910) is formed in the downstream portion (900b) of the second discharge path, and may be formed in the valve mechanism (500) particularly for ease of manufacturing.

In addition, the second orifice hole (910) is formed at a position spaced apart from the first orifice hole (810) in the direction of the rotational radius of the rotational shaft (200), and as described later, it may be preferable to form it on the gravity direction side with respect to the first orifice hole (810) so that the liquid refrigerant accumulated in the lower part of the crank chamber (S4) can be quickly discharged to the suction chamber (S1).

Here, it may be desirable for the second discharge path (900) to be formed on the gravity direction side with respect to the first discharge path (800) so that the liquid refrigerant in the crankcase (S4) can be quickly discharged to the suction chamber (S1).

Below, the operation and effect of the swash plate compressor according to the present embodiment will be described.

That is, when power is transmitted from the driving source (not shown) to the rotation shaft (200), the rotation shaft (200) and the swash plate (300) can rotate together.

And, the piston (400) can reciprocate inside the bore (116) by converting the rotational motion of the plate (300) into linear motion.

And, when the piston (400) moves from the top dead center to the bottom dead center, the compression chamber (S2) is communicated with the suction chamber (S1) by the valve mechanism (500) and is shielded from the discharge chamber (S3), so that the refrigerant in the suction chamber (S1) can be sucked into the compression chamber (S2).

And, when the piston (400) moves from the bottom dead center to the top dead center, the compression chamber (S2) is shielded from the suction chamber (S1) and the discharge chamber (S3) by the valve mechanism (500), and the refrigerant in the compression chamber (S2) can be compressed.

And, when the piston (400) reaches the top dead center, the compression chamber (S2) is shielded from the suction chamber (S1) by the valve mechanism (500) and communicates with the discharge chamber (S3), so that the refrigerant compressed in the compression chamber (S2) can be discharged to the discharge chamber (S3).

Here, in the swash plate type compressor according to the present embodiment, the amount of refrigerant flowing into the inflow path (not shown) from the discharge chamber (S3) according to the required refrigerant discharge amount is controlled by the pressure regulating valve (not shown), so that the pressure of the crank chamber (S4) is controlled, and the pressure of the crank chamber (S4) applied to the piston (400) is controlled, so that the stroke of the piston (400) is controlled, the inclination angle of the swash plate (300) is controlled, and the refrigerant discharge amount can be controlled.

That is, when the refrigerant discharge amount needs to be reduced, the amount of refrigerant flowing into the inflow path (not shown) from the discharge chamber (S3) is increased by the pressure regulating valve (not shown), and the amount of refrigerant flowing into the crank chamber (S4) through the inflow path (not shown) is increased, so that the pressure of the crank chamber (S4) can increase. Here, the refrigerant in the crank chamber (S4) is discharged into the suction chamber (S1) through the first discharge path (800) and the second discharge path (900), but the amount of refrigerant flowing into the suction chamber (S1) from the discharge chamber (S3) through the inflow path (not shown) is greater than the amount of refrigerant discharged into the suction chamber (S1) from the crank chamber (S4) through the first discharge path (800) and the second discharge path (900), so that the pressure of the crank chamber (S4) can increase. Accordingly, the pressure of the crankcase (S4) applied to the piston (400) increases, so that the stroke of the piston (400) is reduced, the inclination angle of the swash plate (300) is reduced, and the refrigerant discharge amount can be reduced.

On the other hand, when the refrigerant discharge amount needs to increase, the amount of refrigerant flowing into the inflow path (not shown) from the discharge chamber (S3) is reduced by the pressure regulating valve (not shown), and the amount of refrigerant flowing into the crank chamber (S4) through the inflow path (not shown) is reduced, so that the pressure of the crank chamber (S4) can be reduced. Here, even if the refrigerant of the discharge chamber (S3) flows into the crank chamber (S4) through the inflow path (not shown), the amount of refrigerant discharged from the crank chamber (S4) to the suction chamber (S1) through the first discharge path (800) and the second discharge path (900) is greater than the amount of refrigerant flowing into the crank chamber (S4) from the discharge chamber (S3) through the inflow path (not shown), so that the pressure of the crank chamber (S4) can be reduced. Accordingly, the pressure of the crankcase (S4) applied to the piston (400) is reduced, so that the stroke of the piston (400) increases, the inclination angle of the swash plate (300) increases, and the refrigerant discharge amount can increase.

In addition, the swash plate type compressor according to the present embodiment includes not only the first discharge path (800) having the first orifice hole (810) but also the second discharge path (900) having the second orifice hole (910), thereby preventing freezing of an evaporator connected to the swash plate type compressor and eliminating an operating delay during initial operation.

Specifically, since the present embodiment includes the first orifice hole (810) and the second orifice hole (910), the flow cross-sectional area of the entire orifice hole can be increased. Accordingly, during initial operation, the liquid refrigerant in the crank chamber (S4) can be smoothly and quickly discharged into the suction chamber (S1), so that the operating delay can be improved as shown in FIG. 6. That is, in FIG. 6, the first sample is a swash plate compressor having one orifice hole with a flow cross-sectional area of 2.01㎟, which corresponds to a conventional swash plate compressor, and the second to fifth samples are swash plate compressors including a first orifice hole (810) with a flow cross-sectional area of 2.01㎟ and second orifice holes (910) with flow cross-sectional areas of 0.54㎟, 1.14㎟, 1.8㎟, and 2.52㎟, which correspond to the swash plate compressor according to the present embodiment. It can be confirmed that the operation delay time of the first sample takes about 43 seconds, while the operation delay times of the second to fifth samples take about 20 to 39 seconds.

Meanwhile, if only the improvement of the operating delay during the initial operation is considered, a method may be considered in which only the first exhaust path (800) and the first orifice hole (810) are formed without forming the second discharge path (900) and the second orifice hole (910), but the flow cross-sectional area of the first orifice hole (810) is increased. That is, a method may be considered in which the flow cross-sectional area of the orifice hole in the conventional swash plate compressor is increased. In this case, the operating delay time can also be improved. That is, in FIG. 6, the sixth sample is a swash plate compressor having one orifice hole that is equivalent to the flow cross-sectional area of the entire orifice hole of the fourth sample (3.81㎟), and corresponds to the conventional swash plate compressor in which the flow cross-sectional area of the orifice hole is increased, and it can be confirmed that the operating delay time of the sixth sample is approximately 24 seconds.

However, in this case (sample 6), as shown in Fig. 7, the control characteristics of the swash plate compressor are significantly changed, so that the refrigerant discharge amount is significantly different from the intended value, which may cause freezing in the evaporator. That is, the compressor maximum capacity operating area is increased, so that the occurrence of compressor cycling may increase.

On the other hand, in the case where the second discharge path (900) and the second orifice hole (910) are additionally provided as in the present embodiment (in the case of the second to fifth samples), due to the flow resistance of the second discharge path (900) and the second orifice hole (910), the change in the control characteristics is small, as shown in FIG. 7, the difference in the refrigerant discharge amount from the intended value is small, and freezing in the evaporator can be prevented. That is, the increase in the maximum capacity operating area of the compressor can be suppressed, so that the occurrence of compressor cycling can be reduced.

Therefore, when considering not only improvement of the operation delay during initial operation but also prevention of evaporator freezing, it may be desirable to form the second discharge path (900) having the second orifice hole (910) separately from the first discharge path (800) having the first orifice hole (810) as in this embodiment (the second to fifth samples), rather than simply increasing the flow cross-sectional area of the orifice hole as in the sixth sample.

And, in order to improve the operational delay during initial operation as much as possible within the range of preventing evaporator freezing, it may be desirable that the flow cross-sectional area of the first orifice hole (810) and the flow cross-sectional area of the second orifice hole (910) are formed within a predetermined range. That is, the flow cross-sectional area of the first orifice hole (810) is formed to be included within a range of 1.54㎟ or more and 4.52㎟ or less, and the flow cross-sectional area of the second orifice hole (910) is formed to be 125% or less of the flow cross-sectional area of the first orifice hole (810).

Here, if the flow cross-sectional area of the first orifice hole (810) is less than 1.54㎟, there is a problem that the liquid refrigerant discharge is delayed and the operation is delayed, and if the flow cross-sectional area of the first orifice hole (810) exceeds 4.52㎟ or the flow cross-sectional area of the second orifice hole (910) exceeds 125% of the flow cross-sectional area of the first orifice hole (810), there is a problem that the compressor maximum capacity operating area increases and the occurrence of compressor cycling increases.

Meanwhile, in the case of the present embodiment, the second exhaust path (900), the second orifice hole (910), and the communication path (920) are each formed as one, but are not limited thereto. That is, for example, the post (132) may be formed as at least one, the communication path (920) may be formed for each post (132), and the second exhaust path (900) and the second orifice hole (910) may be formed to correspond to each communication path (920). In this case, it is possible to more effectively prevent freezing of the evaporator while improving the operation delay during initial operation. Here, it may be preferable that the flow cross-sectional area of the first orifice hole (810) is formed to be included in a range of 1.54㎟ or more and 4.52㎟ or less, and that the sum of the flow cross-sectional areas of the at least one second orifice hole (910) is formed to be included in a range of 125% or less of the flow cross-sectional area of the first orifice hole (810).

Meanwhile, in the case of the present embodiment, the second exhaust path (900) branches off from the first exhaust path (800), but as illustrated in FIGS. 8 to 11, the second exhaust path (900) may be formed separately from the first exhaust path (800) to bypass the first exhaust path (800) and guide the refrigerant in the crankcase (S4) to the suction chamber (S1). That is, the second exhaust path (900) may include a second exhaust path upstream portion (900a) that communicates with the crankcase (S4) and a second exhaust path downstream portion (900b) that communicates with the suction chamber (S1).

Meanwhile, in the case of the present embodiment, the communication passage (920) is formed as a slot extending from the center of the front end surface of the post (132) to the outer periphery of the front end surface of the post (132) for ease of manufacturing, but as shown in FIGS. 8 to 11, the communication passage (920) may also be formed as an inclined hole penetrating the post (132) from the front end surface of the post (132) to the outer periphery of the post (132).

100: Housing 110: Cylinder block
116: Bore 120: Front Housing
130: Rear housing 132: Post
200: Rotation axis 300: Swash plate
400: Piston 500: Valve mechanism
800: 1st discharge path 800a: 1st discharge path upstream
800b: Downstream of the first discharge path 810: First orifice hole
900: Second discharge path 900a: Upstream of the second discharge path
900b: Downstream of the second discharge path 910: Second orifice hole
920: Flue gas S1: Suction chamber
S2: Compression chamber S3: Discharge chamber
S4: Crankcase

Claims (15)

A housing (100) having a bore (116), an intake chamber (S1), an exhaust chamber (S3) and a crank chamber (S4);
A rotary shaft (200) rotatably mounted on the above housing (100);
A swash plate (300) that rotates together with the above rotation axis (200);
A piston (400) that is linked to the above-mentioned plate (300) and reciprocates inside the above-mentioned bore (116) and forms a compression chamber (S2) together with the above-mentioned bore (116);
A first discharge path (800) that guides the refrigerant of the crankcase (S4) to the suction chamber (S1); and
It includes a second discharge path (900) branched from the first discharge path (800) and guiding the refrigerant of the crankcase (S4) to the suction chamber (S1);
In the first discharge path (800), a first orifice hole (810) is formed to reduce the pressure of the refrigerant passing through the first discharge path (800).
In the second discharge path (900), a second orifice hole (910) is formed to reduce the pressure of the refrigerant passing through the second discharge path (900).
The housing (100) includes a cylinder block (110) in which the bore (116) is formed; a front housing (120) coupled to one side of the cylinder block (110) and in which the crank chamber (S4) is formed; and a rear housing (130) coupled to the other side of the cylinder block (110) and in which the suction chamber (S1) and the discharge chamber (S3) are formed.
A valve mechanism (500) is interposed between the cylinder block (110) and the rear housing (130) to communicate and shield the suction chamber (S1) and the discharge chamber (S3) with the compression chamber (S2).
The first orifice hole (810) and the second orifice hole (910) are formed in the valve mechanism (500),
The above rear housing (130) includes a post (132) that extends from the inner wall surface of the rear housing (130) and supports the valve mechanism (500).
A plate-type compressor in which a communication path (920) connecting the second orifice hole (910) and the suction chamber (S1) is formed in the above post (132). In the first paragraph,
A swash plate type compressor in which the second discharge path (900) is located radially outside the first discharge path (800) and is formed on the gravity direction side based on the first discharge path (800). In the first paragraph,
The first exhaust path (800) includes a first exhaust path upstream portion (800a) communicating with the crank chamber (S4), a first exhaust path downstream portion (800b) communicating with the suction chamber (S1), and a chamber (114) located between the first exhaust path upstream portion (800a) and the first exhaust path downstream portion (800b).
The second discharge path (900) is a swash plate type compressor including a second discharge path upstream portion (900a) communicating with the chamber (114) and a second discharge path downstream portion (900b) communicating with the suction chamber (S1). delete In the first paragraph,
The above first orifice hole (810) is formed coaxially with the rotation axis (200),
A swash plate type compressor in which the second orifice hole (910) is formed at a position spaced apart from the first orifice hole (810) in the direction of the rotational radius of the rotational shaft (200). In paragraph 5,
A swash plate type compressor in which the second orifice hole (910) is formed on the gravity direction side based on the first orifice hole (810). delete delete In the first paragraph,
The above-mentioned connecting passage (920) is a swash plate type compressor formed as a slot extending from the center of the front end surface of the post (132) to the outer periphery of the front end surface of the post (132). In the first paragraph,
The above-mentioned passage (920) is a sloping plate type compressor formed as an inclined hole penetrating the post (132) from the front end surface of the post (132) to the outer surface of the post (132). In the first paragraph,
The above post (132) is formed by at least one,
The above-mentioned communication path (920) is formed at each post (132).
A swash plate type compressor in which the second discharge path (900) and the second orifice hole (910) are formed corresponding to each communication path (920). In Article 11,
The flow cross-sectional area of the first orifice hole (810) is formed to be within a range of 1.54㎟ or more and 4.52㎟ or less,
A swash plate compressor in which the sum of the flow cross-sectional areas of at least one of the second orifice holes (910) is formed to be 125% or less of the flow cross-sectional area of the first orifice hole (810). A housing (100) having a bore (116), an intake chamber (S1), an exhaust chamber (S3) and a crank chamber (S4);
A rotary shaft (200) rotatably mounted on the above housing (100);
A swash plate (300) that rotates together with the above rotation axis (200);
A piston (400) that is linked to the above-mentioned plate (300) and reciprocates inside the above-mentioned bore (116) and forms a compression chamber (S2) together with the above-mentioned bore (116);
A first discharge path (800) that guides the refrigerant of the crankcase (S4) to the suction chamber (S1); and
It includes a second exhaust path (900) that guides the refrigerant of the crankcase (S4) to the suction chamber (S1) by bypassing the first exhaust path (800);
In the first discharge path (800), a first orifice hole (810) is formed to reduce the pressure of the refrigerant passing through the first discharge path (800).
In the second discharge path (900), a second orifice hole (910) is formed to reduce the pressure of the refrigerant passing through the second discharge path (900).
The housing (100) includes a cylinder block (110) in which the bore (116) is formed; a front housing (120) coupled to one side of the cylinder block (110) and in which the crank chamber (S4) is formed; and a rear housing (130) coupled to the other side of the cylinder block (110) and in which the suction chamber (S1) and the discharge chamber (S3) are formed.
A valve mechanism (500) is interposed between the cylinder block (110) and the rear housing (130) to communicate and shield the suction chamber (S1) and the discharge chamber (S3) with the compression chamber (S2).
The first orifice hole (810) and the second orifice hole (910) are formed in the valve mechanism (500),
The above rear housing (130) includes a post (132) that extends from the inner wall surface of the rear housing (130) and supports the valve mechanism (500).
A plate-type compressor in which a communication path (920) connecting the second orifice hole (910) and the suction chamber (S1) is formed in the above post (132). In Article 13,
A swash plate type compressor in which the second discharge path (900) is located radially outside the first discharge path (800) and is formed on the gravity direction side based on the first discharge path (800). In Article 13,
The first exhaust path (800) includes a first exhaust path upstream portion (800a) communicating with the crank chamber (S4), a first exhaust path downstream portion (800b) communicating with the suction chamber (S1), and a chamber (114) located between the first exhaust path upstream portion (800a) and the first exhaust path downstream portion (800b).
The second exhaust path (900) is a swash plate type compressor including a second exhaust path upstream portion (900a) communicating with the crank chamber (S4) and a second exhaust path downstream portion (900b) communicating with the suction chamber (S1).

Images