U.S. patent application number 10/060705 was filed with the patent office on 2002-10-24 for control device of variable displacement compressor.
Invention is credited to Murase, Masakazu, Yokomachi, Naoya.
Application Number | 20020152763 10/060705 |
Document ID | / |
Family ID | 18888970 |
Filed Date | 2002-10-24 |
United States Patent
Application |
20020152763 |
Kind Code |
A1 |
Murase, Masakazu ; et
al. |
October 24, 2002 |
Control device of variable displacement compressor
Abstract
An apparatus controls a variable displacement compressor used in
a refrigerant circuit. The compressor includes a drive shaft, which
is rotated by an engine. When the drive shaft rotates, the
compressor compresses refrigerant sent from the external
refrigerant circuit and discharges the compressed refrigerant to an
external refrigerant circuit. When the displacement of the
compressor is minimized, the circulation of refrigerant in the
refrigerant circuit is stopped. The apparatus has a control
mechanism for varying the pressure in the crank chamber. A detector
detects a physical quantity that reflects the heating status of the
compressor. When the compressor displacement is minimized and the
quantity detected by the detector indicates that the heating status
of the compressor is deteriorating, a controller commands the
control mechanism such that the displacement of the compressor is
greater than the minimum displacement.
Inventors: |
Murase, Masakazu;
(Kariya-shi, JP) ; Yokomachi, Naoya; (Kariya-shi,
JP) |
Correspondence
Address: |
MORGAN & FINNEGAN, L.L.P.
345 Park Avenue
New York
NY
10154
US
|
Family ID: |
18888970 |
Appl. No.: |
10/060705 |
Filed: |
January 30, 2002 |
Current U.S.
Class: |
62/323.1 ;
62/228.5 |
Current CPC
Class: |
F04B 2027/1854 20130101;
F25B 2309/061 20130101; B60H 1/3208 20130101; F04B 2201/0402
20130101; F04B 2201/0403 20130101; F04B 27/1804 20130101 |
Class at
Publication: |
62/323.1 ;
62/228.5 |
International
Class: |
F25B 001/00; F25B
027/00 |
Foreign Application Data
Date |
Code |
Application Number |
Jan 31, 2001 |
JP |
2001-023721 |
Claims
1. An apparatus for controlling a variable displacement compressor
used in a refrigerant circuit, wherein the refrigerant circuit
includes the compressor and an external refrigerant circuit, which
is connected to the compressor, wherein the compressor includes a
drive shaft, which is rotated by an external drive source, wherein,
when the drive shaft rotates, the compressor compresses refrigerant
sent from the external refrigerant circuit and discharges the
compressed refrigerant to the external refrigerant circuit, wherein
the compressor varies the displacement of the compressor in
accordance with the pressure of a crank chamber, and wherein, when
the displacement of the compressor is minimized, the circulation of
refrigerant in the refrigerant circuit is stopped, the apparatus
comprising: a control mechanism for varying the pressure in the
crank chamber; a detector for detecting a physical quantity that
reflects the heating status of the compressor; and a controller,
wherein, when the compressor displacement is minimized and the
quantity detected by the detector indicates that the heating status
of the compressor is deteriorating, the controller commands the
control mechanism to change the crank chamber pressure such that
the displacement of the compressor is greater than the minimum
displacement.
2. The apparatus according to claim 1, wherein the control
mechanism has a control passage, which connects the crank chamber
to a pressure zone in which the pressure is different from the
pressure of the crank chamber, and wherein the control mechanism
has a control valve, wherein the control valve controls the opening
degree of the control passage, the control valve comprising: a
valve body; a pressure sensing mechanism for detecting the pressure
difference between two pressure monitoring points which are located
in the refrigerant circuit, wherein the pressure sensing mechanism
has a pressure sensing member, which moves in accordance with the
pressure difference between two pressure monitoring points, wherein
the pressure sensing member moves the valve body in accordance with
the pressure difference such that the displacement of the
compressor is varied to counter changes of the pressure difference;
and an actuator for applying force to the pressure sensing member
in accordance with external commands, wherein the force applied by
the actuator corresponds to a target value of the pressure
difference, and wherein the pressure sensing member moves the valve
body such that the pressure difference seeks the target value.
3. The apparatus according to claim 2, wherein the refrigerant
circuit has a high pressure zone, which is exposed to the pressure
of refrigerant that is compressed by the compressor, and wherein
the control passage is a supply passage for connecting the crank
chamber to the high pressure zone.
4. The apparatus according to claim 1, wherein the physical
quantity reflects the speed of the external drive source and the
detector has a rotation speed sensor for detecting the quantity,
and wherein, when the quantity detected by the rotation speed
sensor is greater than a predetermined referential value, the
controller determines that the heating status of the compressor is
deteriorating.
5. The apparatus according to claim 4, wherein, when the quantity
detected by the rotation speed sensor has been greater than the
predetermined referential value for more than a predetermined time
period, the controller determines that the heating status of the
compressor is deteriorating.
6. The apparatus according to claim 1, wherein the physical
quantity reflects the refrigerant temperature in the compressor and
the detector has a refrigerant temperature sensor for detecting the
quantity, and wherein, when the quantity detected by the
refrigerant temperature sensor is greater than a referential
refrigerant value, the controller determines that the heating
status of the compressor is deteriorating.
7. The apparatus according to claim 1, wherein the compressor is
used for an air conditioner for a vehicle, and wherein the external
drive source is an engine of the vehicle.
8. The apparatus according to claim 7, wherein the drive shaft is
directly connected to the engine.
9. The apparatus according to claim 1, wherein the refrigerant is
carbon dioxide.
10. An apparatus for controlling a variable displacement compressor
used in a refrigerant circuit, wherein the refrigerant circuit
includes the compressor and an external refrigerant circuit, which
is connected to the compressor, wherein the compressor includes a
drive shaft, which is rotated by an external drive source, wherein,
when the drive shaft rotates, the compressor compresses refrigerant
sent from the external refrigerant circuit and discharges the
compressed refrigerant to the external refrigerant circuit, wherein
the refrigerant is carbon dioxide, wherein the compressor varies
the displacement of the compressor in accordance with the pressure
of a crank chamber, and wherein, when the displacement of the
compressor is minimized, the circulation of refrigerant in the
refrigerant circuit is stopped, wherein the compressor has a
control passage, which connects the crank chamber to a pressure
zone in which the pressure is different from the pressure of the
crank chamber, the apparatus comprising: a control mechanism for
varying the pressure in the crank chamber, and wherein the control
mechanism has a control valve, wherein the control valve controls
the opening of the control passage, the control valve comprising: a
valve body; a pressure sensing mechanism for detecting the pressure
difference between two pressure monitoring points which are located
in the refrigerant circuit, wherein the pressure sensing mechanism
has a pressure sensing member, which moves in accordance with the
pressure difference between two pressure monitoring points, wherein
the pressure sensing member moves the valve body in accordance with
the pressure difference such that the displacement of the
compressor is varied to counter changes of the pressure difference;
and an actuator for applying force to the pressure sensing member
in accordance with external commands; a detector for detecting a
physical quantity that reflects the heating status of the
compressor; and a controller, wherein the controller, when the
compressor displacement is minimized and the quantity detected by
the detector shows that the heating status of the compressor is
deteriorating, changes electric current supplied to the actuator to
change the crank chamber pressure such that the displacement of the
compressor is greater than the minimum displacement.
11. The apparatus according to claim 10, wherein the refrigerant
circuit has a high pressure zone, which is exposed to the pressure
of refrigerant that is compressed by the compressor, and wherein
the control passage is a supply passage for connecting the crank
chamber to the high pressure zone.
12. The apparatus according to claim 10, wherein the physical
quantity reflects the speed of the external drive source and the
detector has a rotation speed sensor for detecting the quantity,
and wherein, when the quantity detected by the rotation speed
sensor is greater than a predetermined referential value, the
controller determines that the heating status of the compressor is
deteriorating.
13. The apparatus according to claim 12, wherein, when the quantity
detected by the rotation speed sensor is greater than the
predetermined referential value continues more than a predetermined
time period, the controller determines that the heating status of
the compressor is deteriorating.
14. The apparatus according to claim 10, wherein the physical
quantity reflects the refrigerant temperature in the compressor and
the detector has a refrigerant temperature sensor for detecting the
quantity, and wherein, when the quantity detected by the
refrigerant temperature sensor is greater than a referential
refrigerant value, the controller determines that the heating
status of the compressor is deteriorating.
15. The apparatus according to claim 10, wherein the compressor is
used for an air conditioner for a vehicle, and wherein the external
drive source is an engine of the vehicle.
16. The apparatus according to claim 15, wherein the drive shaft is
directly connected to the engine.
17. A method for controlling a variable displacement compressor
used in a refrigerant circuit, wherein the refrigerant circuit
includes the compressor and an external refrigerant circuit, which
is connected to the compressor, wherein the compressor includes a
drive shaft, which is rotated by an external drive source, wherein,
when the drive shaft rotates, the compressor compresses refrigerant
sent from the external refrigerant circuit and discharges the
compressed refrigerant to the external refrigerant circuit, wherein
the compressor varies the displacement of the compressor in
accordance with the pressure of a crank chamber, and wherein, when
the displacement of the compressor is minimized, the circulation of
refrigerant in the refrigerant circuit is stopped, the method
including: detecting a physical quantity that reflects the heating
status of the compressor; and setting the displacement of the
compressor to be greater than the minimum displacement of the
compressor when the quantity detected by the detector shows that
the heating status of the compressor is deteriorating.
Description
BACKGROUND OF THE INVENTION
[0001] The present invention relates to a control device for
controlling the displacement of a variable displacement compressor
used in a refrigerant circuit of a vehicular air conditioner.
[0002] A typical variable displacement compressor used for a
vehicular air conditioner is a clutchless type, or has no clutch
mechanism on the power transmission path between the compressor and
a vehicle engine. The displacement of the compressor is varied by
changing the pressure in a crank chamber. When there is no need for
cooling, for example, when an air conditioner is off, the
compressor displacement is minimized.
[0003] To reduce the load applied on the engine when cooling is not
demanded, the minimum displacement of the clutchless compressor is
set in the vicinity of zero. Thus, when the displacement is
minimized, the flow rate of refrigerant in the refrigerant circuit
is decreased. This reduces the amount of lubricant that flows into
the compressor with refrigerant. Hence, in the prior art, the
circulation of refrigerant through an external refrigerant circuit
is stopped when the compressor displacement is minimized. At the
same time, an internal refrigerant circuit is formed in the
compressor, and refrigerant circulates from a discharge chamber to
compression chambers. Accordingly, lubricant oil in the refrigerant
lubricates the moving parts.
[0004] When the vehicle is used, for example, in winter or in the
night, the air conditioner switch is likely to be off for a long
time. That is, the compressor operates at the minimum displacement
for a long time. In other words, the refrigerant circulates within
the compressor for a long time. An extended period of the internal
circulation of refrigerant in the compressor excessively increases
the temperature of refrigerant and lubricant, which may heats the
parts of the compressor excessively.
[0005] Particularly, when carbon dioxide is used as refrigerant,
the refrigerant pressure is significantly higher than a case when
chlorofluorocarbon is used as refrigerant. Therefore, the
temperature of the interior of the compressor tends to be
excessively increased when the compressor displacement is
minimized.
SUMMARY OF THE INVENTION
[0006] Accordingly, it is an objective of the present invention to
provide a control device that improves the durability of a variable
displacement compressor.
[0007] To achieve the foregoing and other objectives and in
accordance with the purpose of the present invention, an apparatus
is provided. The apparatus controls a variable displacement
compressor used in a refrigerant circuit. The refrigerant circuit
includes the compressor and an external refrigerant circuit, which
is connected to the compressor. The compressor includes a drive
shaft, which is rotated by an external drive source. When the drive
shaft rotates, the compressor compresses refrigerant sent from the
external refrigerant circuit and discharges the compressed
refrigerant to the external refrigerant circuit. The compressor
varies the displacement of the compressor in accordance with the
pressure of a crank chamber. When the displacement of the
compressor is minimized, the circulation of refrigerant in the
refrigerant circuit is stopped. The apparatus comprises a control
mechanism, a detector and a controller. The control mechanism
varies the pressure in the crank chamber. The detector detects a
physical quantity that reflects the heating status of the
compressor. When the compressor displacement is minimized and the
quantity detected by the detector indicates that the heating status
of the compressor is deteriorating, the controller commands the
control mechanism to change the crank chamber pressure such that
the displacement of the compressor is greater than the minimum
displacement.
[0008] The present invention also provides a method for controlling
a variable displacement compressor used in a refrigerant circuit.
The refrigerant circuit includes the compressor and an external
refrigerant circuit, which is connected to the compressor. The
compressor includes a drive shaft, which is rotated by an external
drive source. When the drive shaft rotates, the compressor
compresses refrigerant sent from the external refrigerant circuit
and discharges the compressed refrigerant to the external
refrigerant circuit. The compressor varies the displacement of the
compressor in accordance with the pressure of a crank chamber. When
the displacement of the compressor is minimized, the circulation of
refrigerant in the refrigerant circuit is stopped. The method
includes detecting a physical quantity that reflects the heating
status of the compressor, and setting the displacement of the
compressor to be greater than the minimum displacement of the
compressor when the quantity detected by the detector indicates
that the heating status of the compressor is deteriorating.
[0009] Other aspects and advantages of the invention will become
apparent from the following description, taken in conjunction with
the accompanying drawings, illustrating by way of example the
principles of the invention.
BRIEF DESCRIPTION OF THE DRAWINGS
[0010] The invention, together with objects and advantages thereof,
may best be understood by reference to the following description of
the presently preferred embodiments together with the accompanying
drawings in which:
[0011] FIG. 1 is a cross-sectional-view illustrating a swash plate
type variable displacement compressor according to a first
embodiment of the present invention;
[0012] FIG. 2 is a cross-sectional view illustrating the control
valve in the compressor of FIG. 1;
[0013] FIG. 3 is a flowchart showing a procedure executed by a
controller; and
[0014] FIG. 4 is a cross-sectional view illustrating a compressor
according to a second embodiment of the present invention.
DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS
[0015] A control device of a swash plate type variable displacement
compressor according to a first embodiment of the present invention
will now be described with reference to FIGS. 1 to 3. The
compressor is used in a vehicular air conditioner.
[0016] (Swash Plate Type Variable Displacement Compressor)
[0017] As shown in FIG. 1, the compressor includes a cylinder block
1, a front housing member 2 connected to the front end of the
cylinder block 1, and a rear housing member 4 connected to the rear
end of the cylinder block 1. A valve plate assembly 3 is located
between the rear housing member 4 and the cylinder block 1. The
cylinder block 1, the front housing member 2, and the rear housing
member 4 form the housing of the compressor.
[0018] A crank chamber 5 is defined between the cylinder block 1
and the front housing member 2. A drive shaft 6 extends through the
crank chamber 5 and is rotatably supported by the crank chamber 5.
The drive shaft 6 is directly connected to an external drive
source, which is-an engine E in this embodiment. There is no clutch
mechanism, such as an electromagnetic clutch, is located between
the drive shaft 6 and the engine E. Thus, the drive shaft 6 is
always rotated when the engine E is running.
[0019] Since the compressor does not have an electromagnetic
clutch, which is expensive and heavy, the cost and weight of the
compressor are reduced. Also, since the shock created due to
activation and deactivation of an electromagnetic clutch is
eliminated, the compressor improves the vehicle performance and
response.
[0020] A lug plate 11 is fixed to the drive shaft 6 in the crank
chamber 5 to rotate integrally with the drive shaft 6. A drive
plate, which is a swash plate 12 in this embodiment, is
accommodated in the crank chamber 5. The swash plate 12 slides
along the drive shaft 6 and inclines with respect to the axis of
the drive shaft 6. A hinge mechanism 13 is provided between the lug
plate 11 and the swash plate 12. The hinge mechanism 13 and the lug
plate 11 cause the swash plate 12 to rotate integrally with the
drive shaft 6.
[0021] Cylinder bores 1a (only one is shown in FIG. 1) are formed
in the cylinder block 1 at constant angular intervals about the
axis of the drive shaft 6. Each cylinder bore 1a accommodates a
single headed piston 20 such that the piston 20 can reciprocate in
the cylinder bore 1a. The opening of each cylinder bore 1a is
closed by the valve plate assembly 3 and the corresponding piston
20. A compression chamber 29 is defined in each cylinder bore 1a.
The volume-of each compression chamber 29 varies in accordance with
the reciprocation of the corresponding piston 20. The front end of
each piston 20 is coupled to the periphery of the swash plate 12
through a pair of shoes 19. The swash plate 12 is rotated as the
drive shaft 6 rotates. Rotation of the swash plate 12 is converted
into reciprocation of each piston 20 by the corresponding pair of
shoes 19.
[0022] A suction chamber 21 and a discharge chamber 22 are defined
between the valve plate assembly 3 and the rear housing member 4.
The discharge chamber 22 is located about the suction chamber 21.
The valve plate assembly 3 has suction ports 23, suction valve
flaps 24, discharge ports 25, and discharge valve flaps 26. Each
set of a suction port 23, a suction valve flap 24, a discharge port
25, and a discharge valve flap 26 corresponds to one of the
cylinder bores 1a. Each cylinder bore 1a is connected to the
suction chamber 21 through the corresponding suction port 23. Each
cylinder bore 1a is also connected to the discharge chamber 22
through the corresponding discharge port 25.
[0023] When each piston 20 moves from the top dead center position
to the bottom dead center position, refrigerant gas in the suction
chamber 21 is drawn into the corresponding cylinder bore 1a via the
corresponding suction port 23 and suction valve flap 24. When each
piston 20 moves from the bottom dead center position to the top
dead center position, refrigerant gas in the corresponding cylinder
bore 1a is compressed to a predetermined pressure and is discharged
to the discharge chamber 22 via the corresponding discharge port 25
and discharge valve flap 26.
[0024] As shown in FIG. 1, a bleed passage 27 and a supply passage
28 are formed in the compressor housing. The bleed passage 27
connects the crank chamber 5 with the suction chamber 21, which is
exposed to suction pressure Ps. The suction chamber 21 is a suction
pressure zone, or a low pressure zone. The supply passage 28
connects the discharge chamber 22, which is exposed to discharge
pressure Pd, with the crank chamber 5. The discharge chamber 22 is
a discharge pressure zone, or a high pressure zone. The supply
passage 28 is regulated by a control valve CV. The bleed passage
27, the supply passage 28, and the control valve CV form means for
controlling the pressure in the crank chamber 5, or crank chamber
pressure controlling means. The pressure in the crank chamber will
hereafter be referred to as crank chamber pressure Pc.
[0025] The opening of the control valve CV is adjusted to control
the flow rate of highly pressurized gas supplied to the crank
chamber 5 through the supply passage 28. The crank pressure Pc is
determined by the ratio of the refrigerant gas supplied to the
crank chamber 5 through the supply passage 28 and the flow rate of
refrigerant gas conducted out from the crank chamber 5 through the
bleed passage 27. As the crank chamber pressure Pc varies, the
difference between the crank chamber pressure Pc and the pressure
in the cylinder bores 1a varies, which changes the inclination
angle of the swash plate 12. Accordingly, the stroke of each piston
20, or the compressor displacement, is varied. As the control valve
CV decreases the opening degree of the supply passage 28, the
compressor displacement is increased, and as the control valve CV
increases the opening degree of the supply passage 28, the
compressor displacement is decreased.
[0026] (Refrigerant Circuit)
[0027] As shown in FIG. 1, a refrigerant circuit of the vehicular
air conditioner is formed by the compressor and an external
refrigerant circuit 30. In this embodiment, carbon dioxide is used
as the refrigerant. The external refrigerant circuit 30 includes a
condenser 31, an expansion valve 32, and an evaporator 33.
[0028] A shut-off valve 69 is located in a part of the refrigerant
passage of the external refrigerant circuit 30 between the
discharge chamber 22 and the condenser 31. When the pressure at a
side that is connected to the discharge chamber 22 falls below a
predetermined level, the shut-off valve 69 shuts off the
refrigerant passage to stop the circulation of refrigerant through
the external refrigerant circuit 30. The shut-off valve 69 may be a
differential valve that mechanically detects the pressure
difference. Alternatively, the shut-off valve 69 may be an
electromagnetic valve that is controlled by a controller 70, which
will be discussed below, according to a detection value of a
discharge pressure sensor (not show). Further, the shut-off valve
69 may be mechanically coupled to the swash plate 12 to shut off
the refrigerant passage when the inclination angle of the swash
plate 12 is minimized.
[0029] A first pressure monitoring point P1 is located in the
discharge chamber 22. A second pressure monitoring point P2 is
located in the refrigerant passage at a part that is spaced
downstream from the first pressure monitoring point P1 toward the
condenser 31 by a predetermined distance. The second pressure
monitoring point P2 is closer to the discharge chamber 22 than the
shut-off valve 69. A fixed restrictor 68 is located in the
refrigerant passage between the pressure monitoring points P1 and
P2.
[0030] As shown in FIG. 2, the control valve CV includes a valve
housing 45. A valve chamber 46, a communication passage 47, and a
pressure sensing chamber 48 are defined in the valve housing 45. A
transmission rod 40 is extends through the valve chamber 46 and the
communication passage 47. The transmission rod 40 moves in the
axial direction, or in the vertical direction as viewed in the
drawing. The valve chamber 46 is selectively connected to and
disconnected from the communication passage 47 according to the
position of the transmission rod 40. The communication passage 47
is disconnected from the pressure sensing chamber 48 by the upper
portion of the transmission rod 40.
[0031] The valve chamber 46 is connected to the discharge chamber
22 through an upstream section of the supply passage 28. The
communication passage 47 is connected to the crank chamber 5
through a downstream section of the supply passage 28. The valve
chamber 46 and the communication passage 47 form a part of the
supply passage 28.
[0032] A valve body 43 is formed in the axial center portion of the
transmission rod 40. The valve body 43 is located in the valve
chamber 46. A step defined between the valve chamber 46 and the
communication passage 47 functions as a valve seat 53, and the
communication passage 47 functions as a valve hole. When the
transmission rod 40 is moved from the position of FIG. 2, or the
lowermost position, to the uppermost position, at which the valve
body 43 contacts the valve seat 53, the communication passage 47 is
disconnected from the valve chamber 46. That is, the valve body 43
controls the opening degree of a control passage, which connects
the crank chamber 5 to a pressure zone, in this case the supply
passage 28.
[0033] A pressure sensing member, which is a bellows 54 in this
embodiment, is located in the pressure sensing chamber 48. The
upper end of the bellows 54 is fixed to the valve housing 45. The
bellows 54 divides the pressure sensing chamber 48 into a first
pressure chamber 55, which is the interior of the bellows 54, and a
second pressure chamber 56, which is the exterior of the bellows
54. The upper end of the transmission rod 40 is fitted into the
lower end of the bellows 54.
[0034] The first pressure chamber 55 is connected to the first
pressure monitoring point P1, which is the discharge chamber 22,
through a first pressure introduction passage 37. The second
pressure chamber 56 is connected to the second pressure monitoring
point P2 through a second pressure introduction passage 38.
Therefore, the first pressure chamber 55 is exposed to the pressure
PdH monitored at the first pressure monitoring point P1, and the
second pressure chamber 56 is exposed to the pressure PdL monitored
at the second pressure monitoring point P2. In this embodiment, the
pressure sensing chamber 48, the bellows 54, the first pressure
chamber 55, and the second pressure chamber 56 form a pressure
sensing mechanism.
[0035] An actuator, which is a solenoid 60 in this embodiment, is
located at the lower portion of the valve housing 45. The solenoid
60 includes a solenoid chamber 63, which is defined in the lowest
portion of the valve housing 45. A stationary iron core 62 is
located at the upper portion of the solenoid chamber 63. A movable
iron core 64 is located below the stationary core 62. The movable
core 64 moves along the axis of the valve housing 45. A guide
portion 44 of the transmission rod 40 extends through and is
slidably supported by the stationary core 62. The lower end of the
transmission rod 40 is fixed to the movable core 64 in the solenoid
chamber 63. A valve body urging spring 66 is located in the
solenoid chamber 63 between the stationary core 62 and the movable
core 64. The spring 66 urges the transmission rod 40 (the valve
body 43) downward as viewed in FIG. 2 through the movable core
64.
[0036] A coil 67 is wound about the stationary core 62 and the
movable core 64. The coil 67 is electrically connected to a drive
circuit 71, which is controlled by a controller 70. The controller
70 is connected to an external information detecting device 72.
According to external information sent from the detecting device
72, the controller 70 commands the drive circuit 71 to send drive
signals to the coil 67. The coil 67 generates an electromagnetic
force that corresponds to the level of the current from the drive
circuit 71 between the movable core 64 and the stationary core 62.
The current to the coil 67 is controlled by changing the applied
voltage, thus force is applied to the pressure sensing member in
accordance with external commands from the controller.
Specifically, the applied voltage is controlled by
pulse-width-modulation (PWM).
[0037] The external information detecting device (external
information detector) 72 includes various sensors. The sensors of
the detecting device 72 includes an air-conditioner switch 73
(ON/OFF switch of the air conditioner), a temperature adjuster 74
for setting a desired temperature in the passenger compartment, a
first temperature sensor 75 for detecting the temperature in the
vehicle passenger compartment, a second temperature sensor 76 for
detecting the temperature of the outside air, a third temperature
sensor 77 for detecting the temperature of the compressor housing
(housing temperature), a fourth temperature sensor 78 for detecting
the temperature of fluid (refrigerant and lubricant) in the
compressor, and a rotation speed sensor 79 for detecting the speed
of the output shaft of the external drive source, engine E. There
is one-to-one correspondence between the speed of the engine output
shaft and the speed of the compressor drive shaft 6.
[0038] In this embodiment, the second temperature sensor 76, the
third temperature sensor 77, the fourth temperature sensor 78, and
the rotation speed sensor 79 function as a detector for detecting
the heating status of the compressor.
[0039] When the refrigerant temperature in the compressor
increases, the housing temperature increases. When the refrigerant
temperature in the compressor decreases, the housing temperature
decreases. That is, the housing temperature is a physical quantity
that reflects the temperature of refrigerant in the compressor. The
housing temperature and the refrigerant temperature are physical
quantities that reflect the heating status of the compressor.
Therefore, like the fourth temperature sensor 78, the third
temperature sensor 77 can be regarded as a refrigerant temperature
sensor that detects the temperature of fluid in the compressor.
When the external temperature increases or when the engine speed
(the speed of the drive shaft 6) increases, the refrigerant
temperature in the compressor increases. When the external
temperature or the engine speed is decreased, the refrigerant
temperature is decreased. The external temperature and the engine
speed are physical quantities that reflect the refrigerant
temperature in the compressor, or the heating status of the
compressor.
[0040] (Operation Characteristics of Control Valve)
[0041] The position of the transmission rod 40, or the valve
opening of the control valve CV, is controlled in the following
manner.
[0042] As shown in FIG. 2, when the coil 67 is supplied with no
electric current (duty ratio=0%), the position of the transmission
rod 40 is dominantly determined by the downward force of the
bellows 54 and the downward force of the spring 66. Thus, the
transmission rod 40 is placed at its lowermost position, and the
communication passage 47 is fully opened. The difference between
the crank chamber pressure Pc and the pressure in the compression
chambers 29 thus becomes great. As a result, the inclination angle
of the swash plate 12 is minimized, and the discharge displacement
of the compressor is also minimized.
[0043] When the air conditioner switch 73 is off or when there is
no cooling load even if the switch 73 is on (for example, when the
temperature in the passenger compartment is significantly lower
than the target temperature), the controller 70 sets the duty ratio
of current supplied to the coil 67 at 0%, thereby minimizing the
compressor displacement. When the compressor displacement is
minimized, the pressure at one side of the shut-off valve 69 that
is exposed to the pressure of the discharge chamber 22 falls below
a predetermined level. This closes the shut-off valve 69 and thus
stops the circulation of refrigerant through the external
refrigerant circuit 30. Since the minimum inclination angle of the
swash plate 12 is not zero, refrigerant gas is drawn into the
compression chamber 29 from the suction chamber 21, compressed, and
discharged to the discharge chamber 22 even if the compressor
displacement is minimized.
[0044] Accordingly, an internal refrigerant circuit is formed in
the compressor. The internal circuit includes the discharge chamber
22, the supply passage 28, the crank chamber 5, the bleed passage
27, the suction chamber 21, and the compression chambers 29.
Refrigerant, together with lubricant, circulates in the internal
circuit. Thus, even if refrigerant containing lubricant does not
flow into the compressor from the external refrigerant circuit 30,
the moving parts (for example, the swash plate 12 and the shoes 19)
are reliably lubricated.
[0045] A minimum duty ratio, which is greater than 0%, is supplied
to the coil 67 of the control valve CV when, for example, there is
cooling load while the air conditioner switch 73 is on. In this
state, the upward electromagnetic force surpasses the resultant of
the downward forces of the bellows 54 and the spring 66, which
moves the transmission rod 40 upward. The resultant of the upward
electromagnetic force and the downward force of the spring 66 acts
against the resultant of the forces of the bellows 54 and the force
based on the pressure difference .DELTA.Pd. The position of the
valve body 43 of the transmission rod 40 relative to the valve seat
53 is determined such that upward and downward forces are
balanced.
[0046] As described above, the target value of the pressure
difference .DELTA.Pd is determined by the duty ratio of current
supplied to the coil 67. The control valve CV automatically
determines the position of the transmission rod 40 according to
changes of the pressure difference .DELTA.Pd to maintain the
pressure difference .DELTA.Pd to the target value. The target value
of the pressure difference .DELTA.Pd is externally changed by
adjusting the duty ratio of current supplied to the coil 67.
[0047] (Characteristics of the Present Invention)
[0048] When the duty ratio of current supplied to the coil 67 is
0%, or when the compressor displacement is minimized and
refrigerant circulates within the internal circuit of the
compressor, the controller 70 executes the routine shown in FIG.
3.
[0049] In step S101, the controller 70 determines whether the
heating status of the compressor is deteriorating based on physical
quantities detected by the temperature sensors 76-79. The heating
status of the compressor is judged to be deteriorating when any one
of the following conditions is satisfied: the external temperature
is equal to or higher than a predetermined referential value; the
actual housing temperature is equal to or higher than a
predetermined referential value; the actual refrigerant temperature
is equal to or higher than a referential value; and the actual
engine speed has been equal to or higher than a predetermined
referential value for a predetermined period.
[0050] When the outcome of step S101 is negative, controller 70
proceeds to step S102. In step S102, the controller 70 maintains
the duty ratio of current supplied to the coil 67 at 0%, which
corresponds to the off state of the air conditioner switch 73 or no
cooling load. That is, the compressor displacement is maintained at
the minimum level, and the refrigerant continues circulating within
the compressor.
[0051] If the outcome of step S101 is positive, that is, if the
heating status of the compressor is deteriorating, the controller
70 proceeds to step S103. In step S103, the controller 70 changes
the duty ratio of current supplied to the coil 67 from 0% to, for
example, an intermediate value in the range. This procedure is
referred to as protective procedure in this embodiment. When the
protective procedure is started, the compressor displacement is
increased from the minimum displacement, which starts the
circulation of refrigerant through the external refrigerant circuit
30. Thus, high temperature refrigerant and lubricant in the
compressor are discharged from the compressor, and relatively cold
refrigerant and lubricant is drawn into the compressor from the
external refrigerant circuit 30. This prevents the temperature of
the interior of the compressor from being excessively high. In
other words, the parts of the compressor are not excessively
heated. Further, as the compressor displacement is increased,
lubricant is sufficiently provided to the interior of the
compressor, which improves lubrication of the moving parts of the
compressor.
[0052] The illustrated embodiment has the following advantages.
[0053] (1) The parts of the compressor are prevented from being
excessively heated, and the moving parts are reliably lubricated.
Accordingly, the durability of the compressor is improved.
Therefore, the illustrated embodiment is advantageous when using
carbon dioxide refrigerant, the pressure of which can be
significantly higher than that of chlorofluorocarbon refrigerant,
as refrigerant.
[0054] (2) The target value of the pressure difference .DELTA.Pd is
determined by the duty ratio of current supplied to the coil 67.
The control valve CV automatically determines the position of the
transmission rod 40 according to changes of the pressure difference
.DELTA.Pd to maintain the pressure difference .DELTA.Pd to the
target value. The target value of the pressure difference .DELTA.Pd
is externally changed by adjusting the duty ratio of current
supplied to the coil 67. Since the pressure difference .DELTA.Pd
represents the flow rate of refrigerant in the refrigerant circuit,
the refrigerant flow rate is directly controlled by adjusting the
duty ratio of current supplied to the coil 67. Therefore, if the
control valve CV is operated at a predetermined duty ratio in the
protective procedure, the refrigerant flow rate in the compressor
will be sufficient for cooling the interior of the compressor. In
other words, the cooling of the compressor is efficiently
executed.
[0055] (3) The controller 70 refers to the external temperature and
the engine speed when detecting the heating status of the
compressor. Since the controller 70 detecting factors such as the
external temperature and the engine speed, which influence the
heating status of the compressor, the protective procedure is
executed before the heating status actually deteriorates. This
further improves the durability of the compressor.
[0056] (4) The controller 70 executes the protective procedure when
the engine speed has been equal to or higher than the referential
level for a predetermined period. Therefore, the protective
procedure is not executed when the heating status of the compressor
does not deteriorate. For example, when the engine speed is higher
than the referential level only for a short period, for example,
when the vehicle is accelerated, the protective procedure is not
executed. Therefore, the control procedure of the engine E, or the
running state of the vehicle, is scarcely influenced by the
protective procedure.
[0057] (5) The controller 70 refers to the housing temperature and
the refrigerant temperature when detecting the heating status of
the compressor. In other words, the controller 70 directly detects
the heating status of the compressor. This enables the controller
70 to appropriately execute the protective procedure.
[0058] It should be apparent to those skilled in the art that the
present invention may be embodied in many other specific forms
without departing from the spirit or scope of the invention.
Particularly, it should be understood that the invention may be
embodied in the following forms.
[0059] In the illustrated embodiment, the protective procedure is
initiated when at least one of the following conditions is
satisfied: the actual external temperature is equal to or higher
than the referential external temperature; the actual housing
temperature is equal to or higher than the referential housing
temperature; the actual refrigerant temperature is equal to or
higher than the referential refrigerant temperature; and the actual
engine speed has been equal to or higher than the referential speed
level. Alternatively, the protective procedure may be initiated
only when two, three or all of the four conditions are
satisfied.
[0060] During the protective procedure, the duty ratio for
actuating the control valve CV may be varied in accordance with the
degree of the deterioration of the heating status of the
compressor. For example, as the engine speed is increased, the duty
ratio may be increased for increasing the refrigerant flow rate in
the external refrigerant circuit 30.
[0061] FIG. 4 illustrates a second embodiment of the present
invention. In the second embodiment, the first pressure monitoring
point P1 is located in a passage in the suction pressure zone,
which includes the evaporator 33 and the suction chamber 21, and
the second pressure monitoring point P2 is located at a part
downstream of the first pressure monitoring point P1 in the suction
pressure zone, for example, in the suction chamber 21.
[0062] The first pressure monitoring point P1 may be located in the
high pressure zone between the discharge chamber 22 and the
condenser 31, and the second pressure monitoring point P2 may be
located in the crank chamber 5. The locations of the pressure
monitoring points P1 and P2 are not limited to the main circuit of
the refrigerant circuit, which includes the evaporator 33, the
suction chamber 21, the compression chambers 29, the discharge
chamber 22, and the condenser 31. For example, the pressure
monitoring points P1, P2 may be located in an intermediate pressure
zone, or a crank chamber pressure zone, in a sub-circuit of the
refrigerant circuit. The sub-circuit includes the supply passage
28, the crank chamber 5, and the bleed passage 27.
[0063] The pressure sensing mechanism of the control valve CV may
be changed. For example, the control valve CV may be actuated by
one of the suction pressure Ps, the crank chamber pressure Pc, and
the discharge pressure Pd. For example, in the illustrated
embodiments, the second pressure monitoring point P2 may be
omitted, and the second pressure chamber 56 may be a vacuum or
exposed to the atmospheric pressure.
[0064] The control valve CV may be used as a bleed control valve
for controlling the crank chamber pressure Pc by controlling the
opening of the bleed passage 27.
[0065] The present invention may be embodied in a control valve of
a wobble type variable displacement compressor.
[0066] Therefore, the present examples and embodiments are to be
considered as illustrative and not restrictive and the invention is
not to be limited to the details given herein, but may be modified
within the scope and equivalence of the appended claims.
* * * * *