JPH03217321A - Compressor with transmission for automobile air conditioning - Google Patents

Abstract

PURPOSE:To improve lubricity in a low speed region by providing a forced speed increasing means to temporarily shift a transmission part to the speed increasing side when it is detected that the transmission gear ratio of the transmission part, mounted on a compressor body, is in a low shift region where it is zero or approximately equal to zero. CONSTITUTION:A freezing cycle circuit 7 for an air conditioner for an automobile is formed such that a compressor 1 provided with a transmission, for example, a friction continuously variable type transmission device 20, a condenser 2, a receiver tank 3, an expansion valve 4, and a vaporizer 5 are interconnected, in order, through a refrigerant pipe 6. The compressor 1 is driven by an engine 9 for running via a belt 11. The transmission device 20 has a transmission gear ratio varied and controlled by a control part 90 according to an air conditioning load. In this case, a detecting means to detect that the transmission gear ratio of the transmission device 20 is in a low speed region where it is zero or approximately equal to zero is incorporated in the control part 90. When it is detected that the transmission gear ratio is in the region, the transmission device 20 is forcibly temporarily shifted to the speed increasing side, and lubricating oil in the compressor 1 is fed in each slide part.

Description

DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to auxiliary equipment for automobiles, particularly to a compressor with a transmission for automobile air conditioning, which is provided with a continuously variable transmission section on the input side.

(Prior Art) Compressors used in air conditioning circuits of automobiles are operated using an engine mounted on the automobile as a power source.

Incidentally, although the rotational speed of an automobile engine varies depending on driving conditions and the like, the compressor is required to have a rotational speed that maintains its capacity within a certain range according to the required air conditioning load.

Therefore, as a way to balance this point,
A compressor with a variable transmission as shown in Japanese Patent No. 2-170787 has been proposed. This is constructed by combining an input shaft with a continuously variable transmission, such as an input/output disk, a plurality of umbrella-shaped planetary cones, a speed change ring, and means for generating pressing force for pressurization. Through a continuously variable friction transmission,
For example, it has a structure in which piston-type compressor sections are connected in series, and the rotation speed of the compressor section is controlled by the continuously variable transmission section, and the necessary refrigerant is This was an attempt to maintain the amount of circulation.

(Problems to be Solved by the Invention) Recently, in such compressors with variable transmissions,
It has been proposed to continuously control the gear ratio of a transmission device from "0 to maximum" according to the cooling load to ensure the necessary cooling capacity regardless of the influence of the engine.

However, although this compressor with a variable speed transmission can certainly provide effective cooling capacity, it cannot be used under operating conditions such as a speed ratio of 0 (compressor operation is OFF) or a low speed range close to it. Problems may occur.

In other words, compressors with transmissions for automobiles usually have a certain amount of lubricating oil sealed inside the compressor body to lubricate the sliding parts of the transmission and compressor parts, and this lubricating oil is used to compress the It mixes with the refrigerant discharged from the machine and circulates through the refrigeration cycle circuit. Then, by sucking the refrigerant into the compressor body again from this refrigeration cycle circuit, lubricating oil components contained in the refrigerant are supplied to the sliding parts of each element of the transmission section and the compressor section, and at the same time, The oil is separated and stored in an oil reservoir to lubricate the necessary parts.

However, the gear ratio of compressors with variable speed gears is 0 or decreases.
Or they won't come back. As a result, the lubricity of the sliding parts of the compressor section is impaired, causing wear of the sliding parts and abnormal heat generation, resulting in a decrease in the reliability of the compressor. In particular, when operating at a gear ratio of 0, although the compressor section does not operate, the input side of the transmission section is moving under the driving force of the engine, so the compressor itself essentially operates without oil. As a result, the reliability of the compressor is significantly reduced.

This invention was made with attention to these circumstances,
The purpose is to achieve a gear ratio of 0 or a gear ratio of 0.
It is an object of the present invention to provide a compressor with a transmission for automobile air conditioning that can improve lubricity during operation in a low speed range close to .

(Means for Solving the Problems) In order to achieve the above object, a compressor with a transmission according to the present invention connects a compressor section to an input shaft section via a continuously variable transmission section, and has an internal a compressor body configured by enclosing lubricating oil for lubricating sliding parts of the transmission section and the compressor section; an air conditioning control means for controlling a gear ratio of the transmission section according to an air conditioning load; detection means for detecting a low speed change region where the speed change ratio of the transmission section is 0 or close to it; and a forced increase that temporarily shifts the speed of the transmission section to the speed increase side when the speed change ratio is detected to be 0 or a low speed change region close to it. This is due to the fact that a rapid means was provided.

(Function) In the compressor with a transmission of the present invention, while the compressor main body is being operated by changing the speed ratio according to the air conditioning load, the detection means detects whether the speed ratio of the transmission section is 01 or a low speed range close to it. When detected, the forced speed increasing means determines that the operating range is one that causes oil shortage, and temporarily changes the current gear ratio of the transmission to the speed increasing side.

As a result, the amount of refrigerant discharged from the compressor increases, and as a result, a large amount of lubricating oil returns to the compressor body together with the refrigerant, reducing the gear ratio to 0.
We will eliminate oil shortages caused by operation in the low gear shift range of 1 or close to 1. This spreads the lubricating oil to the sliding parts of the transmission and compressor parts that are lacking in oil, preventing wear and temperature rises in these parts.

This will maintain the reliability of the compressor.

(Example) The present invention will be described below based on a first example shown in FIGS. 1 to 5. Figure 2 shows the schematic configuration of an automotive air conditioner, where 1 is a compressor with a transmission, 2 is a condenser, and 3 is a compressor with a transmission.
is a resin tank, 4 is an expansion valve (pressure reducing device), and 5 is an evaporator. The respective refrigeration cycle devices are connected in sequence through refrigerant pipes 6 to form a refrigeration cycle circuit 7. A driven side boolean 8 provided at the input part of the compressor 1 with a variable transmission
For example, a driving engine 9 installed in a car
The drive-side boot 10 provided on the crankshaft of the motor is connected by a belt, for example, an endless V-belt 11. In other words,
A compressor 1 with a speed converter is driven by a driving engine 9 as a power source.
I like to drive.

Note that 5a is a blower fan for blowing cold air obtained by heat exchange in the evaporator 5 into the cabin of the automobile (not shown).

The compressor 1 with a transmission includes a compressor main body 1a in which wave plate type compressor parts 40 are connected in series via a transmission part, for example, a frictionless continuously variable transmission 20. The detailed structure of the compressor main body 1a is shown in FIGS. 3 and 4.

To explain the compressor section 40, 41 is a cylinder block. This cylinder block 41 is composed of a front cylinder block 41a and a rear cylinder block 4lb, which are divided in the longitudinal direction. On the circumferential side of each cylinder block 41a, 4lb, a plurality of cylinders 42 are provided in parallel along the circumferential direction, each cylinder having a hole that penetrates both cylinder blocks along the front-rear direction. and,
A piston 43 is slidably fitted into each of these cylinders 42, respectively.

A front valve plate 44 and a front side housing 45 are sequentially provided at the end of the front cylinder block 41a.

Further, a rear valve plate 46 and a rear side housing 47 are sequentially provided at the end of the rear cylinder block 4lb. These parts arranged in order along the front-rear direction are the front side housing 45,
It is fastened to the rear side housing 45 with a through bolt 48 passing through the valve plate 44, cylinder block 41, and valve plate 46, and constitutes a main body portion. Although not shown, the valve plate portion facing each cylinder 42 is provided with a discharge hole and a discharge valve located on the outside of the cylinder block, and is provided with a suction hole and a suction valve located on the center side of the cylinder block. ing. However, 49
indicates the valve holder of the above discharge valve.

Further, a drive shaft 50 is disposed at the center of the cylinder block 4 along the front-rear direction. And this drive shaft 50
The front end of the front side housing 45 protrudes forward from the front side housing 45. Note that A indicates the axis of the drive shaft 50. This drive shaft 50 has a front cylinder block 41a and a rear cylinder block 4lb, respectively.
It is rotatably supported by radial bearings 5lb and 51b provided in the radial bearings 5lb and 51b. A wave plate 51 connected to each piston 42 is fitted into the center of the drive shaft 50, and each piston 43 is caused to reciprocate within the cylinder 42 by means of this wave plate 51.

That is, the cylinder 4 is located at the front end portion of the rear cylinder block 4lb where the wave plate 51 is arranged.
A circular recess 52 that extends to 2 is formed. The wave plate 51 is housed within the four parts 52, and the wave plate 51 is dimensioned such that its outer diameter reaches the axis of the cylinder 42, for example. Also this wave plate 5
The outer circumferential portion of each piston 43 corresponding to the outer circumferential end of
A recess 53 is formed to accommodate the end.

In each of these four parts 53, a pair of rollers 54, 55 are rotatably mounted so that the plate surface part of the wave plate 51 that enters the recess 53 is sandwiched from both sides. By moving on the plate surface of the rotating wave plate 51, the piston 43 reciprocates within the cylinder 42 by the amount of inclination displacement of the wave plate 51. Note that the thrust direction of the wave plate 51 is
It is rotatably supported by a thrust bearing 57 provided between the hub 51a and the cylinder block wall facing the hub 51a.

Inside the rear side housing 47, there is an annular suction chamber 5 in the center that communicates with each suction hole of the valve plate 46.
8 (low pressure chamber), and an annular discharge chamber 59 (high pressure chamber) that communicates with each discharge hole of the valve plate 46 is provided on the outside.

Further, on the center side of the front side housing 45, a circular notch 60 (
In addition, an annular discharge chamber 61 that communicates with each discharge hole of the valve plate 44 is formed in the outer internal portion.
(hyperbaric chamber) is provided. The notch 60 communicates with the suction chamber 58 via a passage (not shown), and also communicates with a suction nozzle 62 provided on the front side of the compressor with a transmission 1 through the inside of the transmission 20, which will be described later. .

Also, each discharge chamber 59.61 has a rear cylinder block of 4lb.
The pistons 43 communicate with a nozzle mounting opening 63 formed on the side (rear side of the compressor 1 with a transmission) through a passage (not shown), and each piston 43 reciprocates as the drive shaft 50 rotates. For example, the refrigerant sucked from the suction nozzle 62 is compressed, and then the compressed refrigerant passes through the discharge chamber 59, 61 and the nozzle mounting port 63, and is sent from the discharge nozzle 64 attached to the nozzle mounting port 63 to the condenser. It has a structure in which it is discharged to 2. In order to lubricate the sliding parts around the wave plate 51, suction refrigerant is introduced into the recess 52 using a passage (not shown).

On the other hand, regarding the transmission 20, reference numeral 21 denotes a housing that is hermetically connected to the periphery of the front side housing 45 by bolts (not shown). The housing 21 has a substantially cap shape, and an oil reservoir 37 is formed at the inner bottom. A certain amount of lubricating oil 38 is stored in this oil reservoir 37 . Further, the upper portion of the housing 21 is provided with a mouth portion 21a to which the suction nozzle 62 is mounted. This housing 2
An input shaft 23 serving as an input section is rotatably supported by a radial bearing 22 provided on the front wall of the input device 1 . The input shaft 23 is coaxial with the axis A of the drive shaft 50 and passes through the front side of the housing 21 . The driven side pulley 8 is attached to the penetrating end of the input shaft 23, so that the rotation of the engine 9 can be input to the input shaft 23. In addition, 24
25 is the radial bearing for supporting the pulley, and 25 is the driven pulley 8.
An oil seal provided on the input shaft portion between the radial bearing 22 and the radial bearing 22 is shown.

Further, a recess 2lb is formed at the end of the input shaft 23 that protrudes into the housing 21. The end portions of the drive shaft 50 adjacent to the four portions 2lb are fitted through radial bearings 26, so that the input shaft 23 and the drive shaft 50 are disposed coaxially. A frictionless variable speed mechanism section is provided between these manpower and output shafts.

That is, 27 is an input disk integrally provided on the outer periphery of the protruding end of the input member 23, and 28 is the input disk 2.
7 is an output disk rotatably inserted into the protruding end of the drive shaft 50.

A plurality of two planetary cones (only two are shown) are provided between the outer peripheral ends of the input disk 27 and the output disk 28.
is mediated.

Here, to explain the planetary cone 29, the planetary cone 29 has a substantially umbrella shape having three transmission surfaces. That is, the planetary cone 29 has a small-diameter disk portion 30 coaxially provided integrally with the conical bottom surface of the conical portion 29a, and a mounting shaft 31 coaxially provided integrally with the bottom surface of the disk portion 30. It becomes. And the disk part 30
The side surface of the input disk 27 is formed into a concave shape so as to frictionally engage with the outer peripheral end of the input disk 27, and serves as a first transmission surface 32. Further, the bottom peripheral edge of the conical portion 29a is formed into a flat surface or a surface close to the flat surface, and the output disk 29a
8 and constitutes a second transmission surface 33 that frictionally engages with the outer circumferential end of the second transmission surface 33 . Further, the conical portion 29a is configured to have an obtuse apex angle, and the side surface of the conical portion 29a is formed by a speed change ring 3, which will be described later.
The third transmission surface 34 frictionally engages with the third transmission surface 6.

These planetary cones 29 are attached by a retainer 35 so as to be freely rotatable around the axis A.

In other words, the retainer 35 has a disc shape, which is a plate member formed into a truncated cone shape. This retainer 35 is
With the side wall disposed on the input shaft 23 side, the center portion of the side wall is rotatably fitted into the end portion of the input shaft 23 protruding from the input disk 27. Of course, retainer 35
is provided coaxially with axis A. And this retainer 3
The mounting shafts 31 of the plurality of planetary cones 30 are rotatably mounted on the inclined peripheral wall of 5 at predetermined intervals with an appropriate clearance, and each planetary cone 3o is attached to the conical portion 29a.
The generating line on the side of the drive shaft 50 is arranged so as to be substantially parallel to the axis.

Then, on the side surface of the disk portion 30 of the planetary controller 30 that can freely rotate and revolve, that is, the first transmission surface 32,
The outer peripheral end of the input disk 27 is frictionally engaged.

Further, the outer peripheral end of the output disk 28 is frictionally engaged with the periphery of the conical bottom surface of the planetary cone 3o, that is, the second transmission surface 33.

A stepped portion 39 extending along the axis A direction is formed in the housing surface portion (including the oil reservoir portion 37) around these play cones 29, and the speed change ring 36 is disposed within the stepped portion 39 along the axis A direction. It is slidably inserted. Further, on the inner peripheral surface of the speed change ring 36, a convex portion 36g is formed in the circumferential direction and contacts a slope parallel to the axis A of the conical portion 29a. By varying the position of the contact point of the input shaft 29 between the apex angle and the peripheral edge, the rotational speed of the input shaft 23 can be changed (by changing the revolution speed of the planetary cone 29). In this embodiment, for example, from "speed ratio 0 (position near the periphery of the conical portion 29a) to speed ratio 1 (position near the periphery of the conical portion 29a)"
The output rotation is variable in a stepless manner within the range of ``a position near the apex angle of''.

Further, due to the arrangement of the planetary cones 29 and the retainer 35, the lower portions of the planetary cones 29 and the speed change ring 36 located below are immersed in the lubricating oil 38 in the oil reservoir 37, and the revolution of the two planetary cones, The splashing of the lubricating oil 38 due to rotation causes oil components to be mixed into the refrigerant sucked from the notch 60 of the compressor section 40 through the suction nozzle 62 through the housing 21, and the transmission section 2.
The lubricating oil 38 is supplied to the sliding parts of 0.

On the other hand, the upper part of the speed change ring 36 has the same speed change ring 36.
A drive mechanism 70 is provided to drive the. Drive mechanism 7
No. 0 uses a structure in which a drive pin 71 protruding upward is provided on the upper part of the speed change ring 36, and the drive pin 71 is driven in the direction of the axis A using a cam mechanism.

That is, to explain the drive mechanism 70, 72 is a cam block disposed within the mouth portion 2la. As shown in FIG. 4, the cam block 72 is a band-shaped block extending along the left-right direction of the transmission 20 (the direction perpendicular to the axis A, which is the depth and the front in the figure). The lower center of the cam block 72 is connected to the protrusion of the drive pin 71. Although not shown, this cam block 72 has two parts along the axis A direction.
The guide pin of the book restricts the sliding movement only along eight axial directions, and at the same time, the structure is such that it is always pressed in the rear direction indicated by arrow Y by the elastic force of a coil spring (not shown). Thereby, when the cam block 72 slides, the speed change ring 36 slides in the direction of the axis A. A cam surface 73 formed of a flat or curved surface is provided on the rear side surface of the cam block 72 and is inclined to widen as the depth increases.

Also, the mouth body portion 21. A threaded shaft 74 is arranged on the rear side of a, parallel to the cam surface 73. The threaded shaft 74 is, for example, a trapezoidal threaded shaft having a trapezoidal thread on its outer periphery, and is rotatably supported at both ends by radial bearings 75 and 75 provided on the wall forming the mouth portion 21a. Further, one end of the screw shaft 74 is connected to the mouth body portion 21a.
It is connected to a drive motor 77 provided outside the housing 6 via a reduction gear 76 provided adjacent to the housing 6 . In other words, the screw shaft 74 rotates as the drive motor 77 rotates. Further, a drive nut 78 is screwed into the threaded portion of the screw shaft 74 so that it can move forward and backward.

The drive nut 78 has a drive surface 7 which is an inclined surface corresponding to the cam surface 73 of the cam block 72 and always comes into contact with the cam surface 73 of the cam block 72 under the elastic force of the biasing coil spring.
9 is formed. That is, when the screw shaft 74 rotates forward or backward, the cam block 72 is displaced in the direction of the axis A by the drive nut 78, which is displaced in the direction of the arrow X while maintaining contact. That is, in accordance with the rotation of the drive motor 77, the speed change ring 36 is displaced in the direction of the axis A, so that necessary speed changes can be performed.

On the other hand, the output disk 28 is provided with a pressure regulating cam mechanism 80 (pressing force generating means). Here, to explain the pressure regulating cam mechanism 80, reference numeral 81 is a hub fitted into the drive shaft portion exposed from the notch 60. The hub 81 is
It is composed of a small-diameter cylindrical portion 81a that is fitted onto the drive shaft 50 via a power transmission key 81c, and a large-diameter cylindrical portion 8lb that is concentric with the small-diameter cylindrical portion 81a, connected to the output disk 28 side, and protrudes outward. Of course, the small diameter cylindrical part 8 ]. A is capable of being displaced in the axial direction. Further, a cam disk 82 formed in a disk shape is slidably inserted into a drive shaft portion between the large diameter cylindrical portion 8lb of the hub 81 and the output disk 28, which are opposed to each other. That is, the cam disk 82 is rotatable and axially displaceable together with the output disk 28. The cam disk 82 and the hub 81 have a plurality of steel balls 83 disposed between the plate surface portion of the cam disk 82 and the plate surface portion of the large diameter cylindrical portion 8lb that face each other, and the respective plate portions thereof. They are dynamically connected by recesses 84, 84 that restrict the movement of the steel balls 82 provided. Further, the output disk 28 and the cam disk 82 are opposed to each other, and a plurality of pins 85 protruding from the plate surface portion of the output disk 28 side of the cam disk 82 are inserted into an insertion hole 85 formed in the output disk 28 by press fitting. By being loosely fitted into the housing, the housing is connected so as to be freely displaceable in the direction of the axis A. And these bottles 8
5 and the insertion hole 86, and transmission of the rotational force by the steel ball 83 and the recesses 84, 84, the variable speed rotation output from the output disk 28 is output to the drive shaft 50, which serves as an output shaft. I have to. Furthermore, a plurality of compression coil springs 87 are interposed between the output disk 28 and the cam disk 82. With the elastic force of this compression coil spring 87, the output disk 28
The planetary cone 29 is always energized. That is, the structure is such that the biasing force of the compression coil spring 87 applies pressurization to each part that is frictionally engaged with the transmission 20 at the initial stage of rotation, thereby imparting the frictional engagement force necessary for the transmission function. There is. In addition, the small diameter cylindrical portion 81 of the knob 81
A thrust bearing 88 is interposed between the end face of a and the valve plate portion facing the end face, and is configured to rotatably receive the reaction force transmitted to the hub 81.

The control system of the compressor 1 with a transmission configured as described above is shown in FIGS. 1 and 2.

That is, 90 is a control section (consisting of a microcomputer and its peripheral circuits). An operation section 91 is connected to the control section 90, and information necessary for cooling operation, such as set temperature, can be input. Also, the control section 9
0 indicates the temperature Ta of the air blown out from the evaporator 5.
A Ta temperature sensor 92 (hereinafter simply referred to as Ta sensor) that detects the
Neo rotation speed detection sensor 9 that detects the rotation speed (output) of
3 (hereinafter simply referred to as a Neo sensor) and a Ne rotation speed detection sensor 94 (hereinafter simply referred to as a Ne sensor) provided in the engine 9 to detect the rotation speed (input) of the engine 9 are connected to each other.

As shown in FIG. 1, the control section 90 also includes a target compressor setting circuit 95, a gear ratio calculation circuit 96, and a transmission drive circuit 9 connected to the drive motor 77 of the transmission 20.
7 is built-in. The circuits 95 to 97 are sequentially connected to the Ta sensor 92. Further, the target compressor setting circuit 95 is connected to the operation section 90, and the target compressor setting circuit 95 includes:
Air temperature Ta input from Ta sensor 92 and operation unit 9
The target compressor rotation speed is calculated according to the deviation from the target temperature Tao input from 0. Furthermore, the above-mentioned Ne sensor 94 is connected to the gear ratio calculation circuit 96, and in this gear ratio calculation circuit 96, the target compressor rotation speed input to the gear ratio calculation circuit 96 and the engine engine input from the Ne sensor 94 are connected. The required gear ratio δ is calculated from the rotational speed. Then, according to this gear ratio δ, the drive motor 77 of the transmission 20
In other words, the speed ratio δ of the transmission 20 is controlled according to the cooling (air conditioning) load using the air temperature Ta blown out from the evaporator 5 as a parameter. It becomes.

Also, the control section 90 includes ? 'A compressor rotation speed comparison circuit 98 connected to the Jco sensor 93 is built-in. This compressor rotation speed comparison circuit 98 stores the set minimum compressor rotation speed, and the Neo sensor 9
The rotation speed of the compressor section 40 input from No. 3 is compared. And compressor rotation speed comparison circuit 9
8 is connected to a target compressor rotation speed correction circuit 99.

A timer circuit 100 is connected to this target compressor rotation speed correction circuit 99, and in an operating range judgment circuit 99a built in the target compressor rotation speed correction circuit 99, the compressor section 4
When the low rotational speed of 0 continues for a predetermined period of time, it is determined that the gear ratio δ is at 0 or a low gear range close to it. In addition, the target compressor rotation speed correction circuit 9
9 stores a set speed increase rotation speed, and when the driving range determining circuit 99a determines that the gear ratio δ is 0 or a low speed range close to it, the set speed increase speed N is stored.
coset is output to the speed ratio calculation circuit 96, and the speed ratio δ calculated from the speed ratio calculation circuit 96 is forced to be temporarily shifted to the speed increasing side.

Next, the operation of such an automotive air conditioner will be explained.

When the engine 9 of the automobile is started, the rotation of the engine 9 is transmitted to the input shaft 23 of the compressor 1 with a transmission via the driving side boolean 10, the belt 11, and the driven side boolean 8. As a result, the input rotation is transmitted from the input disk 27 to the planetary cones 29, causing the two planetary cones to rotate and revolve around the axis A. Using the revolution of the planetary cone 29, the lubricating oil 38f accumulated in the oil reservoir 37 is splashed up to lubricate the sliding parts of the transmission 20 and, at the same time, to lubricate the sliding parts of the compressor part 40. The lubricating oil 38 is mixed into the refrigerant in the housing 21 so that

Here, if a signal to start the cooling operation is not inputted to the control section 90 from the operation section 91, the contact position of the speed change ring 36 with the third transmission surface 34 of the planetary cone 29 will be at a speed ratio of 0.
The rotation of the engine 9 is not transmitted to the compressor section 40 while remaining in the position shown in FIG.

However, when a signal to start cooling operation is input from the operating section 91 to the control section 90, the speed change ring 36 is displaced by a speed ratio δ determined according to the cooling load. Then, the output rotation obtained at the gear ratio δ is transmitted to the wave plate 51 via the output disk 28, cam disk 82, hub 81, and drive shaft 51, causing each piston 43 to reciprocate. As a result, the refrigerant is drawn into the cylinder 42 from the suction nozzle 62 through the housing 21, the notch 60, and the suction chamber 55, and is compressed. The compressed refrigerant is then transferred to the discharge chambers 59, 61 and the nozzle mounting body 63.
It passes through the inside and is discharged from the discharge nozzle 64 to the refrigeration cycle circuit 7.

During the distribution of such refrigerant, lubricating oil 38 contained in the refrigerant
The components are supplied to each sliding part of the transmission 20 and each sliding part of the compressor part 40, and lubricate each part.

Then, the discharged refrigerant is transferred to the condenser 2 and the receiver tank 3.
, the expansion valve 4, and the evaporator 5, forming a cooling cycle. Then, the cold air obtained by heat exchange in the evaporator 5 is blown into the cabin of the automobile by the blower fan 5a, thereby cooling the inside of the vehicle.

This cooling operation continues under continuously variable control according to the cooling load using the air temperature Ta as a parameter. Specifically, the transmission 20 is controlled according to the flowchart shown in FIG.

That is, by operating the operation unit 91, S (step)
0, when the cooling operation is started, the initial conditions of the items shown in S1 are set.

However, rKp: proportional gain of feedback control.
"θ1: Feedback control sampling time (
temperature control), θ2: Feedforward control sampling time (gear ratio control), rTao: Target outlet air temperature, rNcomin: Set minimum compressor rotation speed, r M timeset: Set time (
(Allowable time for rotation speed below Ncomin)", "Nc
oset: set rotation speed, rL, M: counter.

Subsequently, the target compressor rotation speed setting circuit 95 calculates the ratio L set of the number of sampling times of the feedforward control to the sampling time θ1 of the feedback control, as shown in S2.

Then, in the same target compressor rotation speed setting circuit 95,
As shown in S3, the blown air temperature Ta output from the Ta sensor 82 and the compressor rotation speed Nco output from the Neo sensor 94 are detected. On the other hand, the compressor rotation speed comparison circuit 98 determines that the compressor rotation speed Nco is the set minimum compressor rotation speed N, as shown in S4.
It is determined whether it is lower than coin.

Here, if it is determined that the compressor rotation speed Nco is higher than the set minimum compressor rotation speed Ncomin, the operating range determination circuit 99a built in the target compressor rotation speed correction circuit 99 determines that there is no shortage of lubricating oil 38. To go. Then, according to this judgment result, in S10,
The target compressor rotation speed setting circuit 95 calculates the target compressor rotation speed N eon and ] according to the deviation between the outlet air temperature Ta and the target outlet air temperature Tao.
(feedback control). Next, the gear ratio calculation circuit 96
, the current engine rotation speed Ne is detected from the Ne sensor 93 as shown by Sll. Then, based on the above calculation results, the gear ratio calculation circuit 96 calculates the necessary gear ratio δ according to the equation shown in S12. The transmission drive circuit 97 is controlled according to this calculation result, and as shown at 313, the operation of the drive motor 77 is controlled via the transmission drive circuit 97, so that the gear ring 36 becomes the calculated gear ratio δ. I will displace it like that. Then, whether or not the calculated gear ratio δ has been reached is determined by setting the sampling time θ2 in the next S14, adding the counter L in S15, and adding the counter L and the above L se in S16.
Judgment is made based on the establishment of "L≧LsetJ" as a comparison result with t.After that, when it is judged that the gear ratio δ has been reached, S
After the counter L is cleared as shown at 17, the target compressor rotation speed NcoO is updated as shown at 818.

During such cooling operation, when the determination in S4 is made, the compressor rotation speed Nco is set to the set minimum compressor rotation speed Nco.
If it is determined that the value is lower than min, the process advances to s5 and the counter M is incremented. At the same time, as shown in S6, the duration Mti during which rNco is less than or equal to Ncomin
Calculate ieJ. Then, in the next step S7, it is determined whether the calculated duration Mtime is longer than the set time Mtimeset. In other words, if it is long,
The gear ratio of the transmission 20 is 0 or a low gear ratio close to 0.

Here, when operating in a low speed range where the gear ratio is 01 or close to 0, the amount of lubricating oil that returns to the compressor with variable transmission 1 decreases or does not return due to a decrease in discharged refrigerant. Therefore, if operation in this region is continued for a long time, oil shortage will occur inside the transmission device 20 and compressor section 40, and this will lubricate the sliding parts of the transmission device 20 and compressor section 40. However, there is a risk of loss of sexuality.
By detecting the speed ratio 0 or a low speed range close to 0, it is first determined that the current state is an operating range that causes oil shortage. If this area is detected, the target compressor rotation speed correction circuit 99
In this step, the speed increasing side of the speed ratio δ is corrected by "substituting the set rotation speed Ncoset into the target compressor rotation speed NcoOn," and so on. And ggino S9
Set the counter M to 0, and assign 200 to the sampling time frequency ratio L set, and
The gear ratio δ calculated in is temporarily forcedly changed to the speed increasing side. Of course, after that, the control returns to the above-described control according to the cooling load.

As a result, the amount of refrigerant discharged from the compressor section 40 increases, and accordingly, a large amount of the lubricating oil 38 returns from the refrigeration cycle circuit 7 to the compressor main body 1a together with the refrigerant. That is,
From the suction nozzle 62 to the inside of the housing 21 and the compressor section 4
The refrigerant containing the lubricating oil 38 flows into the refrigerant 0, and the lubricating oil 38 spreads to each sliding part of the transmission 20 and compressor part 40 where oil is insufficient, thereby preventing wear and temperature rise of each part. become. In particular, the compressor main body 1a is effective for operation at a gear ratio of 0, which is essentially a no-feed state.

Therefore, it is possible to eliminate the oil shortage caused by operation in a low speed range where the speed change ratio is 0 or close to it, and it is possible to improve the reliability of the compressor 1 with a speed change gear.

Furthermore, the present invention is not limited to the first embodiment described above, but may be implemented as a second embodiment shown in FIGS. 6 to 8.

That is, in the second embodiment, the temperature of the gearbox 20 such as the lubricating oil 38, the outer wall of the transmission 20, etc. is used as a parameter instead of the compressor rotation speed, and the gear ratio is set to 0, as in the first embodiment. Or a low speed change area close to that is detected, and at this time the speed ratio is temporarily changed to the tightening speed increasing side.

To explain the difference from the first embodiment, the second embodiment has a structure as shown in FIG.
In addition, as shown in FIG. 7, a Tco comparison circuit 111 connected to the temperature sensor 110 is provided in the control section 90, and the comparison result is used as the target compressor rotation speed. The difference is that nine correction circuits output the output.

Furthermore, the flowchart is different in three places.

That is, in the initial condition setting of S1 shown in the flowchart of the first embodiment, "r Tcoiax - 100° C." which is the upper limit of the allowable temperature increase due to oil shortage is set. Then, instead of S (step) 3 shown in the flowchart of the first embodiment, "S (step) 3 of detecting the transmission temperature T coJ along with rTa and NcoJ" is performed.
Set to 0. Furthermore, instead of 85 to S7 shown in the flowchart of the first embodiment, "Detected transmission temperature T
co and the temperature of T comax set above, and if Tco≧T comax, proceed to the process of S8.
The difference is that S31 is set to indicate that.

That is, based on the results of comparing the transmission temperatures Tco and TcoIIlax, a gear ratio of 0 or a low gear range close to it is determined, and if the gear ratio is in that range, the gear ratio of the transmission 20 is δ is temporarily changed to the speed increasing side. Even in this case, the same effects as in the first embodiment can be achieved.

Note that in the first and second embodiments, S (step) 8
Always set the target compressor rotation speed NcoOn.
oset (constant value), but it is not limited to this.
The set value may be added to rNcoonJ updated in S (step) 18 to make it "rNcoonY". Also, the setting value to be added to this r N coo n + I J is r
It may also be a function of T coJ. Specifically, rTco
The higher J is, the larger the set value to be added may be.

Further, in both the first and second embodiments described above, the transmission is controlled steplessly according to the cooling (air conditioning) load using the temperature of the air blown from the evaporator, but the present invention is not limited to this. using suction pressure, temperature, etc. The gear ratio of the transmission device may be varied depending on the cooling load.

Furthermore, in the first and second embodiments described above, a piston type compressor section and a frictionless continuously variable transmission device were used, but the present invention is not limited to this, and other types of compressors (rotary, scroll, etc.) may be used. A transmission device (i!! star gear mechanism, etc.) may also be used.

[Effects of the Invention] As explained above, according to the present invention, it is possible to improve the lubricity during operation at a gear ratio of 0 or a low gear ratio close to it.

Therefore, even when operating at a gear ratio of 0 or in a low gear range close to it, it is possible to prevent wear and abnormal temperature rises in the transmission and compressor parts caused by lack of oil. Brings high reliability.

[Brief explanation of drawings]

1 to 5 show a first embodiment of the invention,
FIG. 1 is a block diagram showing the configuration of a control unit that changes the gear ratio, FIG. 2 is a schematic configuration diagram showing an automotive air conditioner to which the present invention is applied, and FIG. 3 is a side sectional view showing a compressor with a transmission. ,
Figure 4 is a plan sectional view taken along line IV-IV in Figure 3;
FIG. 6 is a flowchart for explaining control of a transmission device whose gear ratio changes according to cooling load; FIG. 6 is a schematic configuration diagram showing an automotive air conditioner according to a second embodiment of the present invention;
The figure is a block diagram showing the configuration of a control section that changes the gear ratio, and FIG. 8 is a flowchart for explaining control of the transmission device whose gear ratio changes depending on the cooling load. 1a... Compressor main body, l... Compressor with transmission, 2
0... Transmission device (transmission part), 37... Ura reservoir part, 38... Lubricating oil, 40... Compressor part, 90...
Control unit, 92...Ta temperature sensor, 93...Neo
Rotation speed detection sensor, 94...Ne rotation speed detection sensor,
95... Target compressor setting circuit, 96... Gear ratio calculation circuit, 97... Transmission section drive circuit, 98...
Compressor rotation speed comparison circuit, 99...Target compressor rotation speed correction circuit, 100...Timer circuit.

Claims (1)

[Claims] A compressor configured by connecting a compressor part to an input shaft part via a continuously variable transmission part, and filling therein lubricating oil for lubricating the sliding parts of the transmission part and the compressor part. a main body, an air conditioning control means for controlling the gear ratio of the transmission section according to the air conditioning load, a detection means for detecting a low gear ratio region where the gear ratio of the transmission section is 0 or close to it, and the gear ratio 0. 1. A compressor with a transmission for automobile air conditioning, characterized in that the compressor is equipped with forced speed increasing means for temporarily shifting the transmission section to a speed increasing side when a low speed change region of .