CN113272555B

CN113272555B - Compressor

Info

Publication number: CN113272555B
Application number: CN202080009749.6A
Authority: CN
Inventors: 田口幸彦
Original assignee: Sanden Corp
Current assignee: Sanden Corp
Priority date: 2019-02-06
Filing date: 2020-01-10
Publication date: 2022-12-20
Anticipated expiration: 2040-01-10
Also published as: JP7213709B2; WO2020162101A1; CN113272555A; JP2020125746A

Abstract

Provided is a compressor capable of appropriately maintaining the amount of lubricating oil in a crank chamber. In the compressor (100), the lubricating oil that flows into the oil supply passage (147) from the crank chamber (140) through the inlet opening (147A) flows out from the outlet opening (147B) toward one end surface (112B) of the rotating body (112). The compressor (100) includes a receiving portion (148), and the receiving portion (148) forms a receiving area (146 c) for receiving the lubricating oil flowing out from the outlet-side opening (147B). The receiving section (148) forms a receiving region (146 c) at a radial position corresponding to the opening position of the outlet side opening (147B) on the one end surface (112B) of the rotating body (112) and at least including a region (146 c 1) adjacent to the outer peripheral surface side opening end of the 1 st passage (146 a). The outer peripheral surface side open end of the 1 st passage (146 a) is open to the adjacent region (146 c 1).

Description

Compressor

Technical Field

The present invention relates to a compressor that compresses a refrigerant sucked into a cylinder bore (cylinder bore) from a suction chamber and discharges the compressed refrigerant to a discharge chamber by reciprocating motion of a piston accompanying rotation of a drive shaft traversing a crank chamber.

Background

As an example of such a compressor, a swash plate type compressor described in patent document 1 is known. The compressor is provided with: a housing having a suction chamber, a crank chamber, a discharge chamber, and a cylinder bore; a drive shaft that passes through the crank chamber; a rotating body (lug plate) fixed to the drive shaft and facing one end wall portion of the housing in the crank chamber; and a discharge passage (discharge passage) for communicating the crank chamber and the suction chamber; the refrigerant sucked into the cylinder bore from the suction chamber is compressed by the reciprocating motion of the piston in the cylinder bore accompanying the rotation of the drive shaft, and is discharged to the discharge chamber. One end portion of the drive shaft extends in a shaft hole opened in the one end wall portion of the housing. A radial bearing (plain bearing) rotatably supporting the drive shaft is provided at an opening portion of the shaft hole at the crank chamber interior side; a shaft seal device is provided in an open portion of the shaft hole outside the crank chamber, with an annular space being provided between the shaft seal device and one end surface of the radial bearing, and a thrust bearing is provided between the rotary body and the one end wall portion of the housing. The discharge passage includes: a1 st passage communicating with a region where a large amount of lubricating oil exists in the crank chamber; and a2 nd passage communicating with a region in the crank chamber where the lubricating oil is less. The 1 st passage is formed of an oil guide passage (oil guide groove, oil guide hole) formed in the one end wall portion of the housing and communicating between the outer peripheral region of the crank chamber and the space, the annular space, an internal passage connected to the annular space and extending inside the drive shaft, and an orifice, and communicates between a region where a large amount of lubricating oil is present in the crank chamber and the suction chamber. The internal passage is constituted by a1 st hole extending in the radial direction at a predetermined angular position in the rotational direction of the drive shaft, and a2 nd hole, a communication hole, and a discharge hole extending in the axial direction, respectively. In the compressor, the ratio of the 1 st passage to the discharge passage is increased by an increase in the rotation speed of the drive shaft, and the ratio of the 2 nd passage to the discharge passage is increased by a decrease in the rotation speed of the drive shaft.

Documents of the prior art

Patent literature

Patent document 1: japanese patent laid-open No. 2009-209682.

Disclosure of Invention

Problems to be solved by the invention

In the conventional compressor, the annular space in which the 1 st hole, which is one end portion of the internal passage, opens is a region in which a volume between the shaft seal device and the one end surface of the radial bearing is small.

Here, the space and the 1 st hole constitute a part of the discharge passage that communicates between the crank chamber and the suction chamber. Therefore, most of the lubricating oil flowing into the annular space having a small volume together with the refrigerant gas flows into the 1 st hole together with the refrigerant gas regardless of the angular position of the drive shaft in the rotational direction, and is then discharged to the suction chamber through the internal passage including the 1 st hole. In other words, since the 1 st hole is directly connected to the space, the oil in the space always flows out from the 1 st hole toward the suction chamber. As a result, for example, if the refrigerant gas containing a large amount of lubricating oil in the crank chamber continues to be discharged to the suction chamber through the discharge passage by the drive shaft being rotated at a high speed, the lubricating oil in the crank chamber is excessively reduced, and there is a possibility that the lubrication of sliding members such as the shaft seal device is insufficient.

Therefore, an object of the present invention is to provide a compressor capable of appropriately maintaining the amount of lubricating oil in a crank chamber while communicating the crank chamber with a suction chamber.

Means for solving the problems

In accordance with one aspect of the present invention, there is provided a compressor including a housing, a drive shaft, a radial bearing, a disk-shaped rotating body, a piston, a discharge passage, and an oil supply passage. The housing has a suction chamber, a discharge chamber, and a crank chamber, and a refrigerant before compression is introduced into the suction chamber. The drive shaft extends through the crank chamber, and one end portion of the drive shaft extends in a shaft hole that is opened in one end wall portion of the crank chamber forming wall of the housing in the drive shaft extending direction. The radial bearing is provided in the shaft hole and rotatably supports the drive shaft. The rotary body is fixed to the drive shaft and faces the one end wall portion in the crank chamber. The piston is accommodated in a cylinder bore formed in the other end wall portion of the crank chamber forming wall. The discharge passage communicates between the crank chamber and the suction chamber. The oil supply passage is a passage for guiding the lubricating oil in the crank chamber to at least the radial bearing. In the compressor, the refrigerant sucked into the cylinder bore from the suction chamber is compressed by the reciprocating motion of the piston accompanying the rotation of the drive shaft, and is discharged into the discharge chamber. The discharge passage communicates between the crank chamber and the suction chamber via a1 st passage and a2 nd passage. The 1 st passage extends from a predetermined angular position in the circumferential direction of the outer peripheral surface of the one end portion of the drive shaft into the shaft. The 2 nd passage is continuous with the 1 st passage, and the 2 nd passage extends to the other end portion side of the drive shaft. The oil supply passage is provided in the one end wall portion, and has an inlet-side opening and an outlet-side opening. The inlet opening is open to the crank chamber at a position on the one end wall portion above the axial center of the drive shaft in the direction of gravity. The outlet opening is opened to an area in the crank chamber between one end surface of the one end wall portion and one end surface of the rotating body, at a portion of the one end wall portion located below the inlet opening in the direction of gravity and at a predetermined angle around the axis of the drive shaft. In the compressor, the lubricating oil that has flowed into the oil supply passage from the crank chamber through the inlet side opening flows out from the outlet side opening toward the one end surface of the rotating body. The aforementioned compressor includes a receiving portion that forms a receiving area for receiving the aforementioned lubricating oil that flows out from the aforementioned outlet-side opening. The receiving portion forms the receiving area at a portion in a radial direction of the one end surface of the rotating body corresponding to the opening position of the outlet side opening and at least at a portion including an adjacent area adjacent to the outer peripheral surface side opening end of the 1 st passage. The outer peripheral surface side opening end of the 1 st passage is open to the adjacent region.

Effects of the invention

In the compressor according to one aspect of the present invention, the outlet-side opening of the oil supply passage is opened at a position lower than the inlet-side opening in the gravity direction of the one end wall portion and at a position at a predetermined angle around the axial center of the drive shaft, and the 1 st passage of the discharge passage extends from a predetermined angular position in the circumferential direction of the outer peripheral surface of the one end portion of the drive shaft into the shaft. That is, while the angular position of the opening end on the outer peripheral surface side of the 1 st passage provided in the drive shaft changes with respect to the axial center of the drive shaft during the rotation of the rotating body and the drive shaft, the angular position of the outlet side opening opened in the one end wall portion is constant. Therefore, during the rotation, the angular position of the outer peripheral surface side opening end of the 1 st passage intermittently coincides with the angular position of the outlet side opening. When the two angular positions are matched, the distance between the outlet-side opening and the outer peripheral-surface-side opening end of the 1 st passage is shortest. At this time, the oil supply passage is substantially connected to the 1 st passage via the receiving region, and a flow of the refrigerant gas from the inlet side opening toward the outlet side opening of the oil supply passage occurs. Further, the compressor includes a receiving portion that forms a receiving region for receiving the lubricating oil flowing out from the outlet-side opening, the receiving region being formed at a portion of the one end surface of the rotating body in a radial direction corresponding to an opening position of the outlet-side opening and including at least an adjacent region adjacent to an outer peripheral surface-side opening end of the 1 st passage; the outer peripheral surface side open end of the 1 st passage opens to the adjacent region of the receiving region. Therefore, in the compressor, the following functions are performed, for example, depending on whether or not the receiving area is directly opposed to the outlet-side opening during rotation of the rotary body and the relationship between the angular position of the outer peripheral-surface-side opening end of the 1 st passage and the angular position of the outlet-side opening.

(1) When the receiving area is opposed to the outlet-side opening and the angular position of the outer peripheral surface-side opening end (the adjacent area) of the 1 st passage coincides with or approaches the angular position of the outlet-side opening during rotation of the rotating body (during this period), the lubricating oil flowing out from the outlet-side opening is received by the adjacent area of the receiving area. The lubricating oil received in the adjacent area is subjected to centrifugal force accompanying rotation. However, the lubricating oil received in the adjacent region resists the centrifugal force, and flows vigorously toward the outer peripheral surface side opening end of the 1 st passage opening to the adjacent region by the flow of the refrigerant gas flowing in from the crank chamber through the inlet side opening of the oil supply passage and flowing out from the outlet side opening, and is then discharged to the suction chamber through the 1 st passage. (2) When the receiving area is directly opposed to the outlet-side opening and the angular position of the outer peripheral surface-side opening end of the 1 st passage is not largely apart from the angular position of the outlet-side opening during rotation of the rotating body (during this period), the lubricating oil flowing out from the outlet-side opening is received in the receiving area. The lubricant oil received in the receiving area moves radially outward of the receiving area by a centrifugal force accompanying rotation, and most of the lubricant oil temporarily remains in the receiving area. Then, most of the lubricating oil temporarily remaining in the receiving area is discharged to the suction chamber through the 1 st passage by the flow of the refrigerant gas from the region in the crank chamber between the one end surface of the one end wall portion and the one end surface of the rotating body toward the 1 st passage through the receiving area. Further, a part of the lubricating oil temporarily remaining in the receiving region flows out of the receiving region by centrifugal force without flowing into the 1 st passage, and can be stored in the bottom of the crank chamber through a region (gap) in the crank chamber between one end surface of the one end wall portion and one end surface of the rotating body. (3) When (during) the receiving area is not aligned with the outlet-side opening during rotation of the rotating body, the lubricating oil flowing out from the outlet-side opening collides with the one end surface of the rotating body and is stored in the bottom of the crank chamber via an area (gap) in the crank chamber between one end surface of the one end wall portion and one end surface of the rotating body. (4) Further, in a case where the receiving area is formed so as to surround the outer peripheral surface of the drive shaft over a wide range in the circumferential direction, a time (period) occurs in which the receiving area faces the outlet opening and the angular position of the outer peripheral surface-side opening end of the 1 st passage is largely away from the angular position of the outlet opening during rotation of the rotating body. At this time (during) time, the lubricating oil received in the receiving region also moves radially outward of the receiving region by centrifugal force accompanying rotation, and temporarily remains in the receiving region. However, since the angular position of the outer peripheral side opening end of the 1 st passage is largely separated from the angular position of the outlet side opening, the flow of the refrigerant gas flowing out of the outlet side opening does not reach the outer peripheral side opening end of the 1 st passage, or the flow momentum becomes weak. As a result, most of the lubricating oil temporarily remaining in the receiving area flows out of the receiving area by centrifugal force without flowing into the 1 st passage, and is stored in the bottom of the crank chamber through an area (gap) in the crank chamber between one end surface of the one end wall portion and one end surface of the rotating body. Further, a part of the lubricating oil temporarily remaining in the receiving area can be discharged to the suction chamber via the 1 st passage opening to the receiving area while riding on a weak flow of the refrigerant gas.

That is, in the compressor according to one aspect of the present invention, when the angular position of the outer circumferential surface side opening end of the 1 st passage substantially coincides with the angular position of the outlet side opening during rotation of the rotary body, a large amount of the lubricating oil in the crank chamber flows out to the suction chamber. In other words, in the compressor, the lubricating oil in the crank chamber intermittently flows out to the suction chamber during rotation of the rotating body, or the flow rate of the lubricating oil flowing out from the crank chamber to the suction chamber periodically increases and decreases during rotation of the rotating body. In this way, by limiting the timing or period of time when a large amount of lubricating oil is caused to flow out from the crank chamber to the suction chamber, the amount of lubricating oil that flows out from the crank chamber to the suction chamber can be limited. As a result, the amount of lubricating oil in the crank chamber can be appropriately maintained.

Thus, the compressor can be provided which can appropriately maintain the amount of lubricating oil in the crank chamber while communicating the crank chamber and the suction chamber.

Drawings

Fig. 1 is a schematic cross-sectional view of a compressor according to an embodiment of the present invention.

Fig. 2 is a view schematically showing the supply passage and the discharge passage of the compressor.

Fig. 3 is a sectional view of a main portion of the compressor including a drive shaft and a rotating body, and shows a state in which a1 st passage in the drive shaft is positioned downward.

Fig. 4 is a sectional view of a main portion of the compressor including the drive shaft and the rotating body, and shows a state in which the 1 st passage is located above.

Fig. 5 is a rear view of the rotary body of the aforementioned compressor.

Fig. 6 is a conceptual diagram for explaining a positional relationship in the rotation of the receiving area provided in the rotating body and the outlet side opening of the oil supply passage.

Fig. 7 is a diagram illustrating a modification of the shape of the receiving region of the receiving portion of the compressor.

Fig. 8 is a diagram illustrating a modification of the number of receiving areas.

Fig. 9 is a diagram for explaining a modification of the formation range of the receiving region of the receiving portion.

Fig. 10 is a diagram for explaining a modification of the oil supply passage of the compressor.

Fig. 11 is a diagram for explaining a modification of the thrust bearing shown in fig. 10.

Fig. 12 is a diagram for explaining another modification of the oil supply passage.

Fig. 13 is a diagram for explaining still another modification of the oil supply passage.

Fig. 14 is a cross-sectional view of the radial bearing shown in fig. 13.

Fig. 15 is a perspective view of the radial bearing shown in fig. 13.

Fig. 16 is a diagram illustrating a modification of the form of the receiving area.

Detailed Description

Hereinafter, embodiments of the present invention will be described with reference to the drawings.

Fig. 1 is a sectional view of a compressor according to an embodiment of the present invention. The compressor according to the embodiment is configured as a clutch-less compressor, and the clutch-less compressor is mainly applied to an air conditioning system (air conditioning system) for a vehicle. In the present embodiment, a variable displacement compressor having a variable swash plate discharge capacity will be described as an example. The upper side in fig. 1 is the upper side in the direction of gravity in the compressor installation state, and the lower side in fig. 1 is the lower side in the direction of gravity. The vertical relationship in the direction of gravity is also shown in fig. 3 to 5 and 7 to 16 described later.

As shown in fig. 1, the compressor 100 includes a cylinder block 101 having a plurality of cylinder bores 101a arranged annularly, a front housing 102 provided at one end of the cylinder block 101, and a cylinder head 104 provided at the other end of the cylinder block 101 via a valve plate 103.

The front housing 102, a center gasket (not shown), the cylinder block 101, the cylinder gasket 152, the suction valve forming plate 150, the valve plate 103, the discharge valve forming plate 151, the head gasket 153, and the cylinder head 104 are connected in this order, and are fastened by a plurality of through bolts 105 to form a housing of the compressor 100. A crank chamber 140 (control pressure chamber) is formed by the cylinder block 101 and the front housing 102, and a drive shaft 110 extending in the horizontal direction is provided across the crank chamber 140. The front housing 102 is formed in a bottomed cylindrical shape, and has a substantially cylindrical peripheral wall 102a and one end wall portion 102b that closes one end of the peripheral wall 102a, and an opening at the other end of the peripheral wall 102a is closed by the cylinder 101. A cylinder bore 101a is formed in the cylinder block 101. In the present embodiment, the cylinder 101 and the front housing 102 correspond to the "crank chamber forming wall" according to the present invention, the one end wall portion 102b of the front housing 102 corresponds to the "one end wall portion in the drive shaft extending direction of the crank chamber forming wall of the housing" according to the present invention, and the cylinder 101 corresponds to the "other end wall portion of the crank chamber forming wall" according to the present invention.

A swash plate 111 is disposed around an axial intermediate portion of the drive shaft 110. Swash plate 111 is coupled to disc-shaped rotating body 112 fixed to drive shaft 110 via link mechanism 120, and rotates together with drive shaft 110. The swash plate 111 is configured such that the angle (inclination angle of the swash plate 111) with respect to a plane perpendicular to the axial center O of the drive shaft 110 can be changed. The rotary body 112 faces one end wall portion 102b of the front housing 102 in the crank chamber 140. An annular protruding portion 112c having a substantially trapezoidal cross-sectional shape protrudes toward the end wall portion 102b from the end surface of the rotating body 112 on the end wall portion 102b side, and the protruding portion 112c is provided. A thrust bearing 133 described later is attached to the outer periphery of the protruding portion 112 c. A gap (corresponding to a crank chamber interior region 140a described later) is provided between one end surface 102b1 of one end wall portion 102b of the front housing 102 and one end surface 112b of the rotary body 112, which are opposed to each other. The one end surface 112b of the rotating body 112 is, more specifically, a portion between the inner wall surface of the annular protruding portion 112c and the outer peripheral surface of the drive shaft 110 in the end surface of the rotating body 112 on the one end wall portion 102b side.

The link mechanism 120 includes: a1 st arm 112a protruding from the rotating body 112; a2 nd arm 111a projecting from the swash plate 111; and a link arm 121 having one end rotatably coupled to the 1 st arm 112a via a1 st coupling pin 122 and the other end rotatably coupled to the 2 nd arm 111a via a2 nd coupling pin 123.

The through hole 111b of the swash plate 111 through which the drive shaft 110 is inserted is formed in a shape in which the swash plate 111 can be tilted in a range of a maximum inclination angle and a minimum inclination angle. A minimum inclination limiting portion that abuts against the drive shaft 110 is formed in the through hole 111 b. When the inclination angle of the swash plate 111 is set to 0 ° when the swash plate 111 is orthogonal to the axial center O of the drive shaft 110, the minimum inclination angle limiting portion of the through hole 111b is formed to abut against the drive shaft 110 to limit further tilting movement of the swash plate 111 if the inclination angle of the swash plate 111 becomes substantially 0 °. The swash plate 111 abuts on the rotary body 112 if the inclination angle thereof becomes the maximum inclination angle, and further tilting movement is restricted.

An inclination angle decreasing spring 114 that biases the swash plate 111 in a direction to decrease the inclination angle of the swash plate 111 and an inclination angle increasing spring 115 that biases the swash plate 111 in a direction to increase the inclination angle of the swash plate 111 are attached to the drive shaft 110. The inclination angle decreasing spring 114 is disposed between the swash plate 111 and the rotary body 112, and the inclination angle increasing spring 115 is attached between the swash plate 111 and a spring support member 116 fixed to the drive shaft 110.

Here, it is set that, when the inclination angle of the swash plate 111 is the minimum inclination angle, the urging force of the inclination angle increasing spring 115 is larger than the urging force of the inclination angle decreasing spring 114, and when the drive shaft 110 is not rotated, the swash plate 111 is positioned at an inclination angle at which the urging force of the inclination angle decreasing spring 114 and the urging force of the inclination angle increasing spring 115 are balanced.

One end portion (left end side in fig. 1) of the drive shaft 110 extends in a shaft hole 102d opened in one end wall portion 102b of the front housing 102 and extends to the outside of the front housing 102. Specifically, the shaft hole 102d penetrates a projection 102c, and the projection 102c partially projects outward from a radially central portion of the end wall portion 102b of the front case 102. A power transmission device, not shown, is connected to the one end of the drive shaft 110. The rotational power of the drive shaft 110 is input from an external power source via the aforementioned power transmission device. The inside of the crank chamber 140 is blocked from the outside space by the shaft seal device 130 provided in the protruding portion 102 c. A1 st bearing 131 for rotatably supporting the drive shaft 110 is provided in the shaft hole 102d (specifically, at a position of an opening of the shaft hole 102d in the crank chamber). The shaft seal device 130 is provided in a portion of the shaft hole 102d outside the crank chamber so as to open an annular space W between the shaft hole and the one end surface 131a of the 1 st bearing 131 in the axial direction, and hermetically seals a gap between the outer peripheral surface of the drive shaft 110 and the inner peripheral surface of the shaft hole 102 d. In the present embodiment, the 1 st bearing 131 corresponds to a "radial bearing" according to the present invention.

The other end (right end side in fig. 1) of the drive shaft 110 is inserted into a center bore 101b formed in the cylinder block 101. The center bore 101b penetrates the cylinder block 101 at the center of the plurality of cylinder bores 101a, and has a large diameter portion 101b1 that opens at an end surface of the cylinder block 101 on the cylinder head 104 side, a middle diameter portion 101b2 that is smaller than the large diameter portion 101b1, and a small diameter portion 101b3 that is smaller than the middle diameter portion 101b2, from the valve plate 103 side toward the crank chamber 140 side. The other end of the drive shaft 110 is rotatably supported by a2 nd bearing 132 provided in the small diameter portion 101b3 of the center bore 101b.

A coupling body including the drive shaft 110 and the rotating body 112 fixed to the drive shaft 110 is supported by the 1 st bearing 131 and the 2 nd bearing 132 in the radial direction and supported by the thrust bearing 133 in the thrust direction. In the present embodiment, the 1 st bearing 131 and the 2 nd bearing 132 are formed of slide bearings. The thrust bearing 133 is sandwiched between the rotary body 112 and the one end wall portion 102b of the front housing 102 in a state of being attached to the outer peripheral surface of the protruding portion 112c of the rotary body 112, and supports a thrust directional load acting on the rotary body 112. The drive shaft 110 is configured to be transmitted to the power transmission device by power from an external drive source, and to rotate in synchronization with rotation of the power transmission device.

A piston 136 is accommodated in each cylinder bore 101a. An outer peripheral portion of the swash plate 111 and its vicinity are housed in an inner space formed by a protruding portion of the piston 136 protruding into the crank chamber 140, and the swash plate 111 is configured to be interlocked with the piston 136 via a pair of shoes (shoes) 137. Then, each piston 136 reciprocates within the corresponding cylinder bore 101a by the rotation of the swash plate 111 accompanying the rotation of the drive shaft 110.

The cylinder head 104 is partitioned into a suction chamber 141 disposed in the center and a discharge chamber 142 annularly surrounding the suction chamber 141. That is, the housing of the compressor 100 has a suction chamber 141, a discharge chamber 142, and a crank chamber 140. The suction chamber 141 and each cylinder bore 101a communicate with each other via a communication hole 103a provided in the valve plate 103 and a suction valve (not shown) formed in the suction valve forming plate 150. The discharge chamber 142 and each cylinder bore 101a communicate with each other via a communication hole 103b provided in the valve plate 103 and a discharge valve (not shown) formed in the discharge valve forming plate 151. Further, a discharge check valve 200 is disposed in the discharge chamber 142.

The refrigerant on the low-pressure side of the refrigerant circuit of the air conditioning system (i.e., the refrigerant before compression) is introduced into the suction chamber 141 through the suction port 106 and the suction passage 107. The refrigerant in the suction chamber 141 is sucked into the corresponding cylinder bore 101a by the reciprocating motion of each piston 136, compressed, and discharged to the discharge chamber 142. That is, the refrigerant sucked into the cylinder bore 101a from the suction chamber 141 is compressed by the reciprocating motion of the piston 136 accompanying the rotation of the drive shaft 110, and is discharged to the discharge chamber 142. The cylinder bore 101a and the piston 136 constitute a compression unit that sucks and compresses the refrigerant in the suction chamber 141. The refrigerant discharged into the discharge chamber 142 is guided to the high-pressure side of the refrigerant circuit of the air conditioning system via the discharge passage 108 and the discharge port 109. Further, the discharge check valve 200 prevents the refrigerant (refrigerant gas) from flowing backward from the high-pressure side of the refrigerant circuit of the air conditioning system toward the discharge chamber 142.

In the present embodiment, the compressor 100 includes a supply passage 145 for supplying the refrigerant in the discharge chamber 142 to the crank chamber 140, and a discharge passage 146 for discharging the refrigerant in the crank chamber 140 to the suction chamber 141. Fig. 2 is a schematic view of the supply passage 145 and the discharge passage 146.

As shown in fig. 2, the supply passage 145 is formed as a passage that communicates between the discharge chamber 142 and the crank chamber 140, and a control valve 300 is provided in the middle of the supply passage 145. The control valve 300 is configured to control the amount of refrigerant (discharged refrigerant) in the discharge chamber 142 supplied to the crank chamber 140 by adjusting the opening degree (passage cross-sectional area) of the supply passage 145.

The discharge passage 146 is formed as a passage that communicates between the crank chamber 140 and the suction chamber 141, and has a throttle portion (a throttle passage 103c described later).

The control valve 300 includes a valve unit and a driving unit (solenoid) for opening and closing the valve unit, and is configured to control the opening degree of the supply passage 145 in response to a pressure of the suction chamber 141 introduced through a communication passage 104b (see fig. 1) formed in the cylinder head 104 and an electromagnetic force generated by a current flowing through the solenoid in response to an external signal. Specifically, the coil of the drive unit is connected to a control device (not shown) provided outside the compressor 100 via a signal line or the like. The driving means generates an electromagnetic force F (I) if a control current I is supplied from the control device to the coil. When the driving means generates an electromagnetic force F (I), the valve element of the valve means moves in a valve closing direction. In the valve element, if the pressure of the suction chamber 141 becomes higher than the set pressure set by the control current I, the opening degree (passage cross-sectional area) of the valve hole (i.e., the supply passage 145) is decreased to decrease the pressure of the crank chamber 140 in order to increase the discharge capacity, and if the pressure of the suction chamber 141 is lower than the set pressure, the opening degree of the valve hole (i.e., the supply passage 145) is increased to decrease the discharge capacity to increase the pressure of the crank chamber 140. That is, the control valve 300 autonomously controls the opening degree of the supply passage 145 so that the pressure of the suction chamber 141 approaches the set pressure. Since the electromagnetic force of the driving means acts on the valve element in the valve closing direction, if the amount of current supplied to the coil increases, the force in the direction in which the opening degree of the supply passage 145 decreases (i.e., the valve closing direction) increases, and the set pressure changes in the direction in which the set pressure decreases. The control device controls, for example, energization to the coil of the drive unit by pulse width modulation (PWM control) at a predetermined frequency in a range of 400Hz to 500Hz, and changes a pulse width (duty ratio) so that a current value flowing through the coil becomes a desired value.

When the control valve 300 is closed, the communication between the discharge chamber 142 and the crank chamber 140 is blocked, the refrigerant in the crank chamber 140 is discharged to the suction chamber 141 through the discharge passage 146, and the pressure in the crank chamber 140 decreases. If the pressure of the crank chamber 140 is decreased, the inclination angle of the swash plate 111 is increased and the stroke of the piston 136 (i.e., the discharge capacity of the compressor 100) is also increased.

On the other hand, if the control valve 300 is opened, the discharge chamber 142 and the crank chamber 140 communicate with each other, and the refrigerant in the discharge chamber 142 is introduced into the crank chamber 140 through the supply passage 145. At this time, the crank chamber 140 and the suction chamber 141 are communicated with each other through the discharge passage 146, but since the discharge passage 146 has the throttle portion, the discharge of the refrigerant in the crank chamber 140 to the suction chamber 141 is restricted, and the pressure in the crank chamber 140 increases. Then, the refrigerant in the discharge chamber 142 is supplied to the crank chamber 140 through the supply passage 145 according to the opening degree of the supply passage 145 by the control valve 300, and the pressure in the crank chamber 140 rises. If the pressure of the crank chamber 140 rises, the inclination angle of the swash plate 111 decreases, and the stroke of the piston 136 (i.e., the discharge capacity of the compressor 100) also decreases.

In this way, in the compressor 100, the refrigerant in the discharge chamber 142 is supplied to the crank chamber 140 through the supply passage 145, and the refrigerant in the crank chamber 140 is discharged to the suction chamber 141 through the discharge passage 146, whereby the discharge capacity is changed by adjusting the pressure in the crank chamber 140.

Here, the crank chamber 140 stores therein lubricating oil for mainly lubricating sliding surfaces of sliding members such as the shaft seal device 130, the bearings (131, 132, 133), and the swash plate 111. When the rotation of the drive shaft 110 is stopped, the lubricating oil in the crank chamber 140 is stored in the crank chamber 140 downward in the gravity direction. Further, if the drive shaft 110 rotates, the lubricating oil in the crank chamber 140 is stirred with the rotation of the drive shaft 110, and the region on the side of the peripheral wall 102a in the crank chamber 140 becomes a region with a large content of lubricating oil, and the region on the radial center side (the drive shaft 110 side) in the crank chamber 140 becomes a region with a small content of lubricating oil.

Fig. 3 and 4 are main sectional views of the compressor 100 including the drive shaft 110 and the rotating body 112, and fig. 4 shows a state in which the drive shaft 110 and the rotating body 112 have rotated 180 ° from the state shown in fig. 3. Fig. 3 shows a state in which a1 st passage 146a, which will be described later, formed in the drive shaft 110 is positioned downward, and fig. 4 shows a state in which the 1 st passage 146a is positioned upward.

The compressor 100 includes an oil supply passage 147 for guiding the lubricating oil in the crank chamber 140 to at least the 1 st bearing 131. The oil supply passage 147 is provided in one end wall portion 102B of the front housing 102, and has an inlet-side opening 147A and an outlet-side opening 147B. The lubricating oil that has flowed into the oil supply passage 147 from the crank chamber 140 through the inlet side opening 147A flows out from the outlet side opening 147B toward the one end surface 112B of the rotating body 112. Further, a part of the lubricating oil in the crank chamber 140 is discharged to the suction chamber 141 through the discharge passage 146 in accordance with the movement of the refrigerant, and then, for example, is sucked into the cylinder bore 101a and supplied to a sliding member such as the piston 136. That is, the lubricant oil is stirred as the drive shaft 110 rotates, and the lubricant oil moves through the oil supply passage 147 and the discharge passage 146 as the refrigerant moves, thereby lubricating the inside of the compressor 100.

Further, the compressor 100 includes a receiving portion 148, the receiving portion 148 forming a receiving area 146c for receiving the lubricating oil flowing out from the outlet side opening 147B of the oil supply passage 147. In the present embodiment, the receiving region 146c is formed as a recessed region in the one end surface 112b of the rotating body 112. That is, the receiving region 146c is open to the crank chamber interior region 140a between the one end face 102b1 of the one end wall portion 102b of the front housing 102 and the one end face 112b of the rotating body 112. The crank chamber inner region 140a is a region formed by a gap between the one end surface 102b1 of the one end wall portion 102b and the one end surface 112b of the rotating body 112, and is a part of the region in the crank chamber 140.

The supply passage 145, the discharge passage 146, the oil supply passage 147, and the receiving portion 148 will be described in detail below.

"supply passage 145"

When the control valve 300 is opened, the discharge chamber 142 and the crank chamber 140 are communicated with each other by the supply passage 145, and the refrigerant in the discharge chamber 142 is supplied to the crank chamber 140 through the supply passage 145. As shown in fig. 1, in the present embodiment, the supply passage 145 is formed by a communication passage 104c formed in the cylinder head 104, a passage in the control valve 300, and a communication passage 104d extending in the cylinder head 104 and the cylinder body 101.

"discharge passage 146"

The discharge passage 146 communicates between the crank chamber 140 and the suction chamber 141 via the 1 st passage 146a and the 2 nd passage 146 b. The 1 st passage 146a extends into the shaft from a predetermined angular position in the circumferential direction of the outer peripheral surface of the one end portion (the left end portion of the shaft seal device 130 in fig. 1) of the drive shaft 110. The 2 nd passage 146b is continuous with the 1 st passage 146a, and the 2 nd passage 146b extends to the other end portion side (the right side in fig. 1, the cylinder head 104 side) of the drive shaft 110. For example, the 1 st passage 146a extends radially from the outer peripheral surface of the drive shaft 110 at a predetermined angular position in the circumferential direction of the outer peripheral surface. The 2 nd passage 146b extends from the shaft inner end of the 1 st passage 146a along the shaft center O so as to penetrate the end surface of the drive shaft 110 on the other end side. The outer peripheral surface side open end of the 1 st passage 146a opens into a receiving region 146c (to be more specific, an adjacent region 146c1 described later) formed by the receiving portion 148. The receiving area 146c opens to the crank chamber interior area 140a, which is a portion of the area within the crank chamber 140. Thus, the 1 st passage 146a communicates with the crank chamber 140 via the receiving area 146c. That is, the receiving region 146c constitutes an opening end portion of the discharge passage 146 on the crank chamber 140 side. In the present embodiment, the discharge passage 146 that communicates between the crank chamber 140 and the suction chamber 141 is formed by the receiving region 146c, the 1 st passage 146a, the 2 nd passage 146b, the intermediate diameter portion 101b2, the large diameter portion 101b1, and the throttle passage (fixed throttle portion) 103c formed in the valve plate 103 (see fig. 1). In the discharge passage 146, the flow passage cross-sectional area of the 1 st passage 146a is set to be smaller than the flow passage cross-sectional area of the 2 nd passage 146b and larger than the flow passage cross-sectional area of the throttle passage 103 c.

"oil supply passage 147"

The oil supply passage 147 is provided in the one end wall portion 102B of the front housing 102 as described above, and has an inlet side opening 147A and an outlet side opening 147B. The inlet side opening 147A opens into the crank chamber 140 at a position on the upper side in the gravity direction than the axial center O of the drive shaft 110 in the end wall portion 102b (the end surface 102b 1). The outlet-side opening 147B opens into the crank chamber area 140a at a position below the inlet-side opening 147A of the end wall portion 102B (the end surface 102B 1) in the direction of gravity and at a position at a predetermined angle around the axial center O of the drive shaft 110. In the present embodiment, the oil supply passage 147 extends through an annular space W between the shaft seal device 130 and the 1 st bearing 131, and includes an inlet-side oil passage 147A having an inlet-side opening 147A and an outlet-side oil passage 147B having an outlet-side opening 147B. That is, the oil supply passage 147 is constituted by an inlet side oil passage 147a, a space W, and an outlet side oil passage 147b. Most of the lubricating oil guided from the crank chamber 140 to the annular space W through the inlet-side oil passage 147a flows out from the space W through the outlet-side oil passage 147b.

The inlet-side oil passage 147A has one end serving as an inlet-side opening 147A that opens into the crank chamber 140 at a position on the one end wall portion 102b that is located radially outward of the thrust bearing 133 and above the drive shaft 110 in the direction of gravity, and has the other end that opens into an upper region of the annular space W. The inlet-side oil passage 147a is formed by, for example, the oil guide groove portion 147a1, the oil guide hole 147a2, and the end surface on the one end wall portion 102b side of the thrust bearing 133. The oil guide groove portion 147a1 is a groove extending downward from a portion of the end wall portion 102b above the outer edge portion of the thrust bearing 133 and along the end surface 102b1 of the end wall portion 102 b. The lower portion of the oil guide groove portion 147A1 is closed by the end surface plate 133a on the side of the one end wall portion 102b of the thrust bearing 133, and the upper portion of the oil guide groove portion 147A1 opens into the crank chamber 140, constituting an inlet side opening 147A of the oil supply passage 147. The oil guide hole 147a2 extends obliquely from the lower end of the oil guide groove 147a1 in the end wall 102b and opens into the upper region of the annular space W. When the drive shaft 110 rotates, the lubricating oil in the crank chamber 140 is stirred, and the region on the peripheral wall 102a side in the crank chamber 140 becomes a region having a large content of lubricating oil. The lubricating oil in the region on the peripheral wall 102a side in the crank chamber 140 is supplied to the shaft seal device 130 and the 1 st bearing 131 mainly through the inlet-side oil passage 147a of the oil supply passage 147, but a part of the lubricating oil flows into the gap in the thrust bearing 133 from the radially outer edge portion of the thrust bearing 133.

One end of the outlet-side oil passage 147B opens into a lower region of the annular space W, and the other end of the outlet-side opening 147B opens into the crank chamber region 140a at a position on the end wall portion 102B that is below the drive shaft 110 in the direction of gravity and inside the radially inner edge of the thrust bearing 133. The outlet-side oil passage 147b extends obliquely downward from the one end toward the rotor 112 side, then curves toward the axial center O of the drive shaft 110, and extends parallel to the axial center O. For example, the outlet-side opening 147B (the other end) of the outlet-side oil passage 147B is opened at an angular position shifted by 180 ° about the axial center O of the drive shaft 110 with respect to the opening angular position of the inlet-side opening 147A, and the one end of the outlet-side oil passage 147B is opened at an angular position shifted by 180 ° about the axial center O of the drive shaft 110 with respect to the angular position of the opening of the other end of the inlet-side oil passage 147A.

In the present embodiment, as described above, the 1 st bearing 131 is formed of a slide bearing. Therefore, a slight gap, i.e., an interfacial gap, exists between the inner circumferential surface of the 1 st bearing 131 and the outer circumferential surface of the drive shaft 110. Therefore, the lubricating oil that has flowed into the space W from the crank chamber 140 through the inlet-side oil passage 147a of the oil supply passage 147 can flow out through the aforementioned interfacial gap between the 1 st bearing 131 and the drive shaft 110. However, since the flow path cross-sectional area of the oil supply passage 147 is sufficiently larger than the area of the inter-surface gap, most of the lubricating oil that has flowed into the space W flows out from the outlet-side opening 147B toward the one end surface 112B of the rotating body 112 through the outlet-side oil passage 147B of the oil supply passage 147.

"receiving portion 148"

The receiving portion 148 forms a receiving area 146c for receiving the lubricating oil flowing out from the outlet side opening 147B. The receiving region 146c is formed at a radial portion of the one end surface 112B of the rotating body 112 corresponding to the opening position of the outlet side opening 147B, and includes at least a portion of the adjacent region 146c1 adjacent to the outer peripheral surface side opening end of the 1 st passage 146 a. That is, the receiving portion 148 is a wall forming the receiving region 146c, and is a part of the one end surface 112b side of the rotating body 112.

Fig. 5 is a rear view of the rotating body 112 as viewed from the one end wall portion 102b side. As shown in fig. 1 and 3 to 5, in the present embodiment, as described above, the receiving region 146c is formed as a recessed region on the one end surface 112b (a part of the rear surface) of the rotating body 112. Specifically, the receiving region 146c is formed as a recessed region in a part of a portion (i.e., one end surface 112 b) between the inner wall surface of the annular protruding portion 112c and the outer peripheral surface of the drive shaft 110 in the end surface on the end wall portion 102b side of the rotating body 112.

In the present embodiment, the receiving region 146c is formed to partially surround the outer circumferential surface of the drive shaft 110 in the circumferential direction. Specifically, a fitting hole for the drive shaft 110 is opened in a radially central portion of the rotating body 112, and a circumferential portion of an outer edge of an opening portion on the one end surface 112b side of the fitting hole is partially widened in width as compared with an outer diameter of the drive shaft 110. The partially enlarged width portion constitutes a receiving area 146c. In the present embodiment, the adjacent region 146c1 adjacent to the outer peripheral surface side open end of the 1 st passage 146a is located at an end region of the receiving region 146c opposite to the rotation direction R of the rotating body 112. Therefore, the outer peripheral surface side open end of the 1 st passage 146a is open to the end region of the receiving region 146c on the opposite side to the rotation direction R of the rotating body 112. The receiving region 146c has a circumferential width of a prescribed angle (approximately 90 ° in fig. 5) with respect to the circumferential direction of the rotating body 112 and a radial width of a prescribed angle with respect to the radial direction of the rotating body 112, if the 1 st passage 146a is taken as a reference. The receiving region 146c is formed as a whole as a circular arc groove-shaped space extending in the circumferential direction of the outer circumferential surface of the drive shaft 110. That is, the receiving portion 148 forms a circular arc groove-shaped opening that opens toward the crank chamber area 140a in the one end surface 112b of the rotating body 112 in cooperation with the outer peripheral surface of the drive shaft 110.

As shown in fig. 3 to 5, the receiving portion 148 forming the receiving area 146c has a peripheral wall surface 148a and a bottom wall surface 148b of the enlarged diameter portion of the fitting hole.

In the present embodiment, the peripheral wall surface 148a includes an opposing surface 148a1 opposing the outer peripheral surface side open end of the 1 st passage 146a, and further extends from the opposing surface 148a1 toward the rotation direction R of the rotor 112. In the present embodiment, the peripheral wall surface 148a has a constant radius of curvature about the axial center O of the drive shaft 110, and extends in an arcuate surface shape so as to face the outer peripheral surface of the drive shaft 110. The aforementioned radius of curvature of the peripheral wall surface 148a is set larger than the radius of the drive shaft 110 and smaller than the radius of the radially inner edge portion of the thrust bearing 133. The radius of curvature of the peripheral wall surface 148a is set to be slightly larger than the distance from the axial center O of the drive shaft 110 to the lower end in the vertical direction of the outlet-side opening 147B of the oil supply passage 147 (see fig. 3). The bottom wall surface 148B is a bottom surface of the receiving region 146c that is recessed from the other portion of the one end surface 112B at a radial portion of the one end surface 112B of the rotating body 112 corresponding to the opening position of the outlet side opening 147B, and faces the other end surface 131B of the 1 st bearing 131. Further, the bottom wall surface 148B is opposed to the outlet-side opening 147B as shown in fig. 3 or is not opposed to the outlet-side opening 147B largely apart from it as shown in fig. 4 during the rotation of the rotating body 112. The outlet side opening 147B is covered by the peripheral wall surface 148a and the bottom wall surface 148B of the receiving portion 148 in the state shown in fig. 3, and is covered by the one end surface 112B of the rotating body 112 in the state shown in fig. 4. The gap (crank chamber inner region 140 a) between the end surface 102b1 of the end wall portion 102b and the end surface 112b of the rotating body 112 is preferably set to be small, for example, a predetermined value in the range of 0.5mm to 3 mm.

Next, the operation of the compressor 100 according to the present embodiment will be described with reference to fig. 3, 4, and 6, on the flow of the lubricating oil in the crank chamber 140. Fig. 6 is a conceptual diagram for explaining the positional relationship in rotation between the receiving area 146c and the outlet-side opening 147B of the oil supply passage 147. The absolute position of the outlet side opening 147B is fixed, but if viewed from the rotary body 112 during rotation of the rotary body 112, the angular position of the outlet side opening 147B with respect to the 1 st passage 146a changes. The change in the angular position of the outlet-side opening 147B as viewed from the rotating body 112 is indicated by a circle indicated by a broken line in fig. 6.

As shown in fig. 3 and 4, in compressor 100, while the angular position of the outer circumferential surface side opening end of 1 st passage 146a provided in drive shaft 110 changes with respect to the axial center O during rotation of rotary body 112 and drive shaft 110, the angular position of outlet side opening 147B opened in one end wall portion 102B of front housing 102 is constant. Thus, during rotation, the angular position of the outer peripheral surface side open end of the 1 st passage 146a intermittently coincides with the angular position of the outlet side opening 147B. When these two angular positions are matched, the distance between the outlet-side opening 147B and the outer peripheral-surface-side opening end of the 1 st passage 146a becomes shortest. At this time, the oil supply passage 147 is substantially connected to the 1 st passage 146a via the receiving region 146c, and a flow of the refrigerant gas from the inlet-side opening 147A to the outlet-side opening 147B of the oil supply passage 147 occurs. Specifically, if the compressor 100 operates and the drive shaft 110 rotates, the lubricating oil in the crank chamber 140 is stirred and scattered to the surroundings. Then, the scattered lubricating oil adheres to the one end surface 102b1 of the one end wall portion 102 b. The lubricating oil adhering to the upper portion of the one end surface 102b1 in the direction of gravity flows in from the inlet-side opening 147A of the oil supply passage 147, and flows into the space W via the inlet-side oil passage 147A. The lubricating oil that has flowed into the space W flows through the outlet-side oil passage 147B and flows out from the outlet-side opening 147B toward the one end surface 112B of the rotating body 112. In the compressor 100, the following functions (1) to (3) are performed, for example, depending on whether or not the receiving area 146c is directly opposed to the outlet-side opening 147B during rotation of the rotary body 112 and the relationship between the angular position of the outer peripheral surface-side opening end of the 1 st passage 146a and the angular position of the outlet-side opening 147B.

In the compressor 100, (1) when the receiving area 146c is directly opposed to the outlet-side opening 147B and the angular position of the outer peripheral surface-side open end (adjacent area 146c 1) of the 1 st passage 146a coincides with or approaches the angular position of the outlet-side opening 147B during rotation of the rotary body 112 as indicated by a double arrow a in fig. 6 (period), the lubricating oil flowing out from the outlet-side opening 147B collides with the bottom wall surface 148B of the adjacent area 146c1 and is received. The lubricating oil received in the adjacent region 146c1 is subjected to centrifugal force accompanying rotation. However, the lubricating oil received in the adjacent region 146c1 resists the centrifugal force, and the lubricating oil is pushed by the flow of the refrigerant gas flowing in from the crank chamber 140 through the inlet-side opening 147A of the oil supply passage 147 and flowing out from the outlet-side opening 147B, flows toward the outer peripheral-surface-side opening end of the 1 st passage 146a that opens to the adjacent region 146c1, and is then discharged to the suction chamber 141 through the 1 st passage 146 a. (2) When the receiving area 146c is directly opposite the outlet-side opening 147B and the angular position of the outer circumferential surface-side open end of the 1 st passage 146a is apart from the angular position of the outlet-side opening 147B but not greatly apart (during) during rotation of the rotary body 112 as indicated by the double arrow B in fig. 6, the lubricating oil flowing out from the outlet-side opening 147B is received by the receiving area 146c. The lubricant oil received in the receiving area 146c moves radially outward of the receiving area 146c due to centrifugal force accompanying rotation, and most of the lubricant oil temporarily remains in the receiving area 146c. Most of the lubricating oil temporarily remaining in the receiving area 146c is then discharged to the suction chamber 141 through the 1 st passage 146a that opens to the receiving area 146c, while the refrigerant gas flows from the crank chamber interior area 140a between the one end surface 102b1 of the one end wall portion 102b and the one end surface 112b of the rotating body 112 to the 1 st passage 146a through the receiving area 146c. A part of the lubricating oil temporarily remaining in the receiving region 146c can be stored in the bottom of the crank chamber 140 via the crank chamber region 140a between the one end surface 102b1 of the one end wall portion 102b and the one end surface 112b of the rotating body 112 without flowing into the 1 st passage 146a and flowing out of the receiving region 146c by centrifugal force. On the other hand, (3) when the receiving region 146C is not aligned with the outlet-side opening 147B during rotation of the rotating body 112 (during a period) as indicated by a double arrow C in fig. 6, the lubricating oil flowing out from the outlet-side opening 147B collides with the one end surface 112B of the rotating body 112, and is stored in the bottom of the crank chamber 140 via the crank chamber region 140a between the one end surface 102B1 of the one end wall portion 102B and the one end surface 112B of the rotating body 112.

That is, in the compressor 100, when the angular position of the outer peripheral surface side opening end of the 1 st passage 146a and the angular position of the outlet side opening 147B substantially coincide with each other during rotation of the rotary body 112, a large amount of the lubricating oil in the crank chamber 140 flows out to the suction chamber 141. In other words, in the compressor 100, the lubricant oil in the crank chamber 140 intermittently flows out to the suction chamber 141 during the rotation of the rotary body 112, or the flow rate of the lubricant oil flowing out from the crank chamber 140 to the suction chamber 141 periodically increases and decreases during the rotation of the rotary body 112. By limiting the timing or period when a large amount of lubricating oil flows out from the crank chamber 140 to the suction chamber 141 in this manner, the amount of lubricating oil that flows out from the crank chamber 140 to the suction chamber 141 can be limited. As a result, the oil amount of the lubricating oil in the crank chamber 140 can be appropriately maintained.

Thus, the compressor 100 can be provided in which the crank chamber 140 and the suction chamber 141 are communicated with each other, and the amount of lubricating oil in the crank chamber 140 can be appropriately maintained.

In this way, although a large amount of lubricating oil is restricted from being discharged from the crank chamber 140, for example, in order to supply lubricating oil to the piston 136 and the like, it is necessary to discharge a proper amount (small amount) of lubricating oil to the suction chamber 141. In this regard, in the present embodiment, the receiving portion 148 has a peripheral wall surface 148a including an opposed surface 148a1 opposed to the outer peripheral surface side open end of the 1 st passage 146 a. This can effectively prevent or suppress the lubricant oil received in the receiving area 146c from scattering outside the receiving area 146c due to centrifugal force. As a result, the lubricating oil flowing out of the outlet-side opening 147B of the oil supply passage 147 can be reliably received in the receiving area 146c and discharged to the suction chamber 141.

In the present embodiment, peripheral wall surface 148a extends further from facing surface 148a1 toward rotation direction R of rotor 112. Thus, the circumferential width of the receiving area 146c can be adjusted by only appropriately setting the circumferential width of the circumferential wall surface 148a, by expanding the area of the receiving area 146c in the circumferential direction. As a result, the oil amount of the lubricating oil flowing into the 1 st passage 146a can be easily adjusted. In other words, by adjusting the circumferential width of the circumferential wall surface 148a, the ratio of the amount of lubricating oil flowing out to the suction chamber 141 to the amount of lubricating oil returned to the crank chamber 140 can be adjusted. In the present embodiment, as shown in fig. 5, the circumferential width of the receiving region 146c is set to substantially 90 °, but the circumferential width (angle) may be set as appropriate. If the circumferential width of the receiving region 146c is narrowed, the amount of oil returned to the crank chamber 140 becomes small.

In the present embodiment, the adjacent region 146c1 is located at an end region of the receiving region 146c opposite to the rotation direction R of the rotating body 112. That is, the outer peripheral surface side open end of the 1 st passage 146a opens to the end region of the receiving region 146c on the opposite side to the rotation direction R of the rotating body 112. This enables the lubricating oil received and held in the receiving region 146c to be efficiently guided to the 1 st passage 146 a.

In the present embodiment, the receiving region 146c is formed as a recessed region in the one end surface 112b of the rotating body 112. This can effectively prevent or suppress scattering of the lubricant oil received in the receiving region 146c to the outside of the receiving region 146c.

In the present embodiment, the receiving region 146c is formed to partially surround the outer circumferential surface of the drive shaft 110 in the circumferential direction. Thus, a period in which the outlet side opening 147B of the oil supply passage 147 is substantially closed by the one end surface 112B of the rotating body 112 without facing the receiving area 146c can be provided during the rotation of the rotating body 112. As a result, the amount of lubricating oil flowing out from the crank chamber 140 to the suction chamber 141 can be greatly reduced.

Next, several modifications of the compressor 100 according to the present embodiment will be described with reference to fig. 6 to 11. Fig. 7 to 16 are diagrams for explaining modifications of the compressor 100.

Fig. 7 is a diagram illustrating a modification of the shape of the receiving region 146c of the receiving portion 148. In the present embodiment, the circumferential wall surface 148a of the receiving portion 148 extends with a constant radius of curvature about the axial center O of the drive shaft 110, and the radial width of the rotating body 112 of the receiving area 146c is constant, but the present invention is not limited thereto. For example, the radial width of the rotating body 112 of the receiving region 146c may be formed so as to become narrower as it approaches the end region (the adjacent region 146a1 in fig. 7) in the circumferential direction of the rotating body 112. This enables the lubricating oil received and held in the receiving region 146c to be more efficiently guided to the 1 st passage 146 a.

Fig. 8 is a diagram illustrating a modification of the number of receiving areas 146c. In the present embodiment, the receiving area 146c is provided as one, but is not limited thereto, and may be provided as a plurality of (two in the figure) as shown in fig. 8. In this case, the 1 st passage 146a is formed at a plurality of angular positions shifted in the circumferential direction on the outer circumferential surface of the drive shaft 110, and the receiving region 146c is formed corresponding to each of the plurality of 1 st passages 146 a. This can increase the number of times that the angular position around the axis O of the outer peripheral surface side opening end of the 1 st passage 146a and the angular position around the axis O of the outlet side opening 147B coincide with each other during one rotation of the rotor 112. As a result, the timing or period of flowing out a large amount of lubricating oil from the crank chamber 140 to the suction chamber 141 can be set a plurality of times during one rotation of the rotary body 112.

Fig. 9 is a diagram for explaining a modification of the formation range of the receiving region 146c. In the present embodiment, the receiving region 146c is formed to partially surround the outer circumferential surface of the drive shaft 110 in the circumferential direction, but is not limited thereto. For example, as shown in fig. 9, the receiving area 146c may be provided in a ring shape so as to surround the entire circumference of the outer circumferential surface of the drive shaft 110. In this case, the receiving portion 148 forms an annular opening that opens into the crank chamber area 140a on the one end surface 112b of the rotating body 112 in cooperation with the outer peripheral surface of the drive shaft 110. In the case where the receiving area 146C is provided in a ring shape, the receiving area 146C also faces the outlet-side opening 147B in the period indicated by the double arrow C in fig. 6. In this modification, the compressor 100 performs the same functions as those of (1) and (2) described above in the period indicated by the double arrows a and B in fig. 6, but performs, for example, the following function (4) in place of the function (3) described above in the period indicated by the double arrow C in fig. 6.

That is, (4) when the receiving area 146c is formed so as to surround the outer peripheral surface of the drive shaft 110 over a wide range in the circumferential direction (surround the entire circumference in fig. 9), a time (period) occurs in which the receiving area 146c is directly opposed to the outlet-side opening 147B and the angular position of the outer peripheral surface-side open end of the 1 st passage 146a is largely separated from the angular position of the outlet-side opening 147B during rotation of the rotary body 112. At this time (during) time, the lubricating oil received in the receiving region 146c also moves radially outward of the receiving region 146c due to the centrifugal force accompanying the rotation, and temporarily remains in the receiving region 146c. However, since the angular position of the outer peripheral surface side open end of the 1 st passage 146a is largely separated from the angular position of the outlet side opening 147B, the flow of the refrigerant gas flowing out of the outlet side opening 147B does not reach the outer peripheral surface side open end of the 1 st passage 146a, or the momentum of the flow becomes weak. As a result, most of the lubricating oil temporarily remaining in the receiving region 146c flows out of the receiving region 146c by centrifugal force without flowing into the 1 st passage 146a, and is stored at the bottom of the crank chamber 140 via the crank chamber inner region 140 a. Therefore, in this modification (fig. 9), it is possible to provide the compressor 100 capable of communicating the crank chamber 140 and the suction chamber 141 and appropriately maintaining the amount of lubricating oil in the crank chamber 140.

Fig. 10 is a diagram for explaining a modification of the oil supply passage 147. In the present embodiment, outlet-side oil passage 147b of oil supply passage 147 extends obliquely downward from the one end toward rotor 112 side, and then bends toward axial center O of drive shaft 110 to extend parallel to axial center O. For example, as shown in fig. 10, the outlet-side oil passage 147b may extend obliquely downward from the one end to the other end toward the rotating body 112. In this case, for example, the other end side portion is expanded in diameter, and the portion of the expanded diameter portion 147b1 other than the upper portion of the opening on the rotating body 112 side is closed by the end surface plate 133a of the thrust bearing 133. Further, an upper portion of the opening of the enlarged diameter portion 147B1 on the rotating body 112 side, which is not closed by the end surface plate 133a, opens into the crank chamber inner region 140a, and constitutes an outlet side opening 147B of the oil supply passage 147. Thus, the hole machining of the outlet-side oil passage 147b is performed in one direction from the one end surface 102b1 side of the one end wall portion 102b, so that the machining cost of the front housing 102 is reduced.

Fig. 11 is a diagram for explaining a modification of the thrust bearing 133 shown in fig. 10. As shown in fig. 10, in the case where the enlarged diameter portion 147b1 is formed at the other end of the outlet-side oil passage 147b, a portion 133a1 of the radially inner edge end of the end plate 133a of the thrust bearing 133, which closes off a part of the enlarged diameter portion 147b1, is preferably bent obliquely toward the receiving area 146c. The lubricating oil flowing through the outlet-side oil passage 147b is effectively guided to the receiving area 146c by the portion 133a 1.

Fig. 12 is a diagram for explaining another modification of the oil supply passage 147. In the present embodiment, the outlet-side oil passage 147b extends from the space W toward the crank chamber inner region 140a, and the space W is provided midway in the oil supply passage 147, but the present invention is not limited to this. For example, as shown in fig. 12, the outlet-side oil passage 147b may have one end connected to the middle of the inlet-side oil passage 147a and the other end extending parallel to the axial center O toward the crank chamber interior region 140 a. In this case, the outlet-side opening 147B opens into the crank chamber area 140a at a position on the one end wall portion 102B that is above the drive shaft 110 in the direction of gravity and inside the radially inner edge portion of the thrust bearing 133.

Fig. 13 is a diagram for explaining still another modification of the oil supply passage 147. In the present embodiment, a hole is formed in the one end wall portion 102b of the front case 102 as the outlet side oil passage 147b, but the present invention is not limited thereto. For example, as shown in fig. 14 and 15, a shell-type needle bearing may be used as the 1 st bearing 131, and as shown in fig. 13, the outlet-side oil passage 147b may be formed by a gap between the 1 st bearing 131 provided at the crank chamber inner opening portion of the shaft hole 102d and the outer peripheral surface of the drive shaft 110. Specifically, the 1 st bearing 131 includes a substantially cylindrical outer ring housing 131c and a plurality of needle rollers 131d. One end portion of the outer ring housing 131c is bent radially inward and formed into an annular end surface, and this annular end surface constitutes one end surface 131a of the 1 st bearing 131. Similarly, the other end portion of the outer ring shell 131c is bent radially inward and formed into an annular other end surface that constitutes the other end surface 131b of the 1 st bearing 131. The inner diameter D1 of the annular one end surface 131a is set larger than the inner diameter D2 of the annular other end surface 131b. The inner diameter D2 of the annular second end surface 131b is slightly larger than the outer diameter of the drive shaft 110, and the gap between the inner edge end of the annular second end surface 131b and the outer peripheral surface of the drive shaft 110 is set to be small. Further, a cutout portion 131c1 is provided in the annular other end surface 131b (i.e., the other end portion of the outer ring case 131 c), and the cutout portion 131c1 is formed in a substantially rectangular shape having a predetermined width in the circumferential direction and opening inward in the radial direction. The 1 st bearing 131 is fitted into the shaft hole 102d such that the notch 131c1 is located on the lower side in the direction of gravity. Thus, the notch 131c1 of the 1 st bearing 131 constitutes the outlet-side opening 147B of the oil supply passage 147. In this way, outlet-side oil passage 147B and outlet-side opening 147B can be formed without performing hole machining on front housing 102 for outlet-side oil passage 147B.

Fig. 16 is a diagram illustrating a modification of the formation form of the receiving area 146c. In the present embodiment, the receiving region 146c is formed as a recessed region in the one end surface 112b of the rotating body 112, but the present invention is not limited thereto. For example, as shown in fig. 16, the receiving portion 148 may be provided to protrude from the one end surface 112b of the rotating body 112 toward the one end wall portion 102b, and the receiving region 146c may be formed by a part of the outer peripheral surface of the protruding receiving portion 148 and the one end surface 112b. As described above, the one end surface 112b of the rotating body 112 is, in detail, a portion between the inner wall surface of the annular protruding portion 112c and the outer peripheral surface of the drive shaft 110 in the end surface on the one end wall portion 102b side of the rotating body 112. The receiving portion 148 is provided to protrude toward the end wall portion 102b in an angular region (a region indicated by oblique lines in fig. 16) of a part of the circumferential direction of the one end surface 112b so that a part of the outer circumferential surface thereof is opened to form an opposing surface 148a1 opposing the outer circumferential surface side open end of the 1 st passage 146 a. This makes it possible to easily form the receiving region 146c on the one end surface 112b of the rotating body 112. In this case, a gap is provided between the protruding end surface of the receiving portion 148 (the end surface on the end wall portion 102b side) and the end surface 102b1 of the end wall portion 102 b.

In the present embodiment, the thrust bearing 133 is provided between the rotary body 112 and the one end wall portion 102b of the front housing 102, but the thrust bearing 133 may not be provided at this location. The 1 st passage 146a is opened at an angular position around the axis O corresponding to the link mechanism 120 (see fig. 3), but is not limited thereto, and may be opened at an appropriate angular position in consideration of the lubricating oil discharging performance. The compressor 100 has been described by taking as an example a variable displacement compressor of a swash plate type in which the discharge capacity is variable, but the compressor is not limited to this and may be a swash plate type variable displacement compressor or a fixed displacement type compressor in which the discharge capacity is fixed. Further, a power source for the rotational power of the drive shaft 110 may be a suitable power source such as a motor.

While the embodiments and the modifications of the present invention have been described above, the present invention is not limited to the embodiments and the modifications described above, and may be further modified and changed based on the technical idea of the present invention.

Description of the reference numerals

100 \ 8230and compressor; 101 \ 8230and a cylinder body (a shell and a crank chamber form a wall and the other end wall part); 101a \8230anda cylinder bore; 102 \8230afront housing (housing, crank chamber forming a wall); 102b 8230and an end wall part; 102b1 (8230), an end face; 102d 8230and axle hole; 104 \ 8230and a cylinder cover (shell); 110, 8230and a driving shaft; 112\8230arotating body; 112b 8230a front end face; 131 \ 8230and the No. 1 bearing (radial bearing); 136 \ 8230and a piston; 140, 8230and a crank chamber; 140a 8230and a crank chamber area; 141 8230a suction chamber; 142 \ 8230and a spraying chamber; 146 \ 8230a discharge passage; 146a \8230apathway 1; 146b 8230a pathway 2; 146c 8230a receiving area; 146c1 \ 8230a neighboring region; 147 \ 8230and an oil supply path; 147A 8230and side opening at inlet; 147B (8230); side opening at the outlet; 148 < 8230 >, an accommodating part; 148a (8230), and peripheral wall surface; 148a1 (8230), opposite surface; o8230and axial center; r \8230inthe direction of rotation.

Claims

1. A compressor, comprising:

a housing having a suction chamber, a discharge chamber, and a crank chamber, into which a refrigerant before compression is introduced;

a drive shaft which is a drive shaft that traverses the crank chamber and has one end portion extending in a shaft hole that is opened in one end wall portion of the housing in the direction in which the drive shaft extends;

a radial bearing provided in the shaft hole and rotatably supporting the drive shaft;

a disk-shaped rotating body fixed to the drive shaft and facing the one end wall portion in the crank chamber;

a piston housed in a cylinder bore formed in the other end wall portion of the crank chamber forming wall;

a discharge passage communicating between the crank chamber and the suction chamber; and

an oil supply passage for guiding the lubricating oil in the crank chamber to at least the radial bearing;

compressing the refrigerant sucked into the cylinder bore from the suction chamber by the reciprocating motion of the piston accompanying the rotation of the drive shaft, and discharging the compressed refrigerant into the discharge chamber;

it is characterized in that the preparation method is characterized in that,

the discharge passage communicates between the crank chamber and the suction chamber via a1 st passage and a2 nd passage, the 1 st passage extending from a predetermined angular position in a circumferential direction of an outer peripheral surface of the one end portion of the drive shaft into the shaft, the 2 nd passage continuing from the 1 st passage, the 2 nd passage extending to the other end portion side of the drive shaft;

the oil supply passage is provided in the one end wall portion, and has an inlet-side opening that opens into the crank chamber at a position of the one end wall portion that is located on an upper side in a gravity direction with respect to an axis of the drive shaft, and an outlet-side opening that opens into an area in the crank chamber between one end surface of the one end wall portion and one end surface of the rotating body at a position of the one end wall portion that is located on a lower side in the gravity direction with respect to the inlet-side opening and that is located at a predetermined angle around the axis of the drive shaft;

a structure in which the lubricating oil that has flowed into the oil supply passage from the crank chamber through the inlet side opening flows out from the outlet side opening toward the one end surface of the rotating body;

a receiving portion that forms a receiving region for receiving the lubricating oil flowing out from the outlet-side opening, the receiving region being formed at a portion of the one end surface of the rotating body in a radial direction corresponding to an opening position of the outlet-side opening and including at least an adjacent region adjacent to an outer peripheral surface-side opening end of the 1 st passage;

the outer peripheral surface side open end of the 1 st passage is open to the adjacent region.

2. The compressor of claim 1,

the receiving portion has a peripheral wall surface including an opposing surface opposing the outer peripheral surface side open end of the 1 st passage.

3. The compressor of claim 2,

the peripheral wall surface extends further from the facing surface toward the rotation direction of the rotating body.

4. The compressor of claim 1,

the receiving area is formed to partially surround the outer peripheral surface of the drive shaft in the circumferential direction.

5. A compressor according to claim 4,

the adjacent region is located at an end region of the receiving region on the opposite side to the rotation direction of the rotating body.

6. A compressor according to claim 5,

the radial width of the rotating body in the receiving region is formed so as to become narrower as it approaches the end region in the circumferential direction of the rotating body.

7. The compressor of claim 2,

8. A compressor according to claim 7,

9. A compressor according to claim 8,

10. A compressor according to claim 3,

the receiving area is formed to partially surround the outer circumferential surface of the drive shaft in the circumferential direction.

11. Compressor in accordance with claim 10,

12. The compressor of claim 11,

13. Compressor according to any one of claims 1 to 12,

the 1 st passage is formed at a plurality of angular positions circumferentially shifted from each other on the outer peripheral surface of the drive shaft;

the receiving area is formed corresponding to each of the 1 st passages.

14. The compressor according to any one of claims 1 to 12,

the receiving region is formed as a recessed region in the one end surface of the rotating body.

15. The compressor of claim 13,

16. The compressor according to any one of claims 1 to 12,

the receiving portion is provided to protrude from the one end surface of the rotating body toward the one end wall portion.

17. The compressor of claim 13,