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EP1725771B1 - Compresseur, en particulier compresseur a pistons axiaux pour une installation de climatisation de vehicule - Google Patents

Compresseur, en particulier compresseur a pistons axiaux pour une installation de climatisation de vehicule Download PDF

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Publication number
EP1725771B1
EP1725771B1 EP05700706.4A EP05700706A EP1725771B1 EP 1725771 B1 EP1725771 B1 EP 1725771B1 EP 05700706 A EP05700706 A EP 05700706A EP 1725771 B1 EP1725771 B1 EP 1725771B1
Authority
EP
European Patent Office
Prior art keywords
piston
suction side
drive mechanism
compressor according
compressor
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
EP05700706.4A
Other languages
German (de)
English (en)
Other versions
EP1725771A1 (fr
Inventor
Henrick Brandes
Daniel Damson
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Valeo Compressor Europe GmbH
Original Assignee
Valeo Compressor Europe GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Valeo Compressor Europe GmbH filed Critical Valeo Compressor Europe GmbH
Publication of EP1725771A1 publication Critical patent/EP1725771A1/fr
Application granted granted Critical
Publication of EP1725771B1 publication Critical patent/EP1725771B1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
    • F04B—POSITIVE-DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS
    • F04B27/00—Multi-cylinder pumps specially adapted for elastic fluids and characterised by number or arrangement of cylinders
    • F04B27/08—Multi-cylinder pumps specially adapted for elastic fluids and characterised by number or arrangement of cylinders having cylinders coaxial with, or parallel or inclined to, main shaft axis
    • F04B27/14—Control
    • F04B27/16—Control of pumps with stationary cylinders
    • F04B27/18—Control of pumps with stationary cylinders by varying the relative positions of a swash plate and a cylinder block
    • F04B27/1804—Controlled by crankcase pressure
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
    • F04B—POSITIVE-DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS
    • F04B27/00—Multi-cylinder pumps specially adapted for elastic fluids and characterised by number or arrangement of cylinders
    • F04B27/08—Multi-cylinder pumps specially adapted for elastic fluids and characterised by number or arrangement of cylinders having cylinders coaxial with, or parallel or inclined to, main shaft axis
    • F04B27/14—Control
    • F04B27/16—Control of pumps with stationary cylinders
    • F04B27/18—Control of pumps with stationary cylinders by varying the relative positions of a swash plate and a cylinder block
    • F04B27/1804—Controlled by crankcase pressure
    • F04B2027/1809—Controlled pressure
    • F04B2027/1813—Crankcase pressure
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
    • F04B—POSITIVE-DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS
    • F04B27/00—Multi-cylinder pumps specially adapted for elastic fluids and characterised by number or arrangement of cylinders
    • F04B27/08—Multi-cylinder pumps specially adapted for elastic fluids and characterised by number or arrangement of cylinders having cylinders coaxial with, or parallel or inclined to, main shaft axis
    • F04B27/14—Control
    • F04B27/16—Control of pumps with stationary cylinders
    • F04B27/18—Control of pumps with stationary cylinders by varying the relative positions of a swash plate and a cylinder block
    • F04B27/1804—Controlled by crankcase pressure
    • F04B2027/1822—Valve-controlled fluid connection
    • F04B2027/1831—Valve-controlled fluid connection between crankcase and suction chamber
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
    • F04B—POSITIVE-DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS
    • F04B27/00—Multi-cylinder pumps specially adapted for elastic fluids and characterised by number or arrangement of cylinders
    • F04B27/08—Multi-cylinder pumps specially adapted for elastic fluids and characterised by number or arrangement of cylinders having cylinders coaxial with, or parallel or inclined to, main shaft axis
    • F04B27/14—Control
    • F04B27/16—Control of pumps with stationary cylinders
    • F04B27/18—Control of pumps with stationary cylinders by varying the relative positions of a swash plate and a cylinder block
    • F04B27/1804—Controlled by crankcase pressure
    • F04B2027/184—Valve controlling parameter
    • F04B2027/1845—Crankcase pressure
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
    • F04B—POSITIVE-DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS
    • F04B27/00—Multi-cylinder pumps specially adapted for elastic fluids and characterised by number or arrangement of cylinders
    • F04B27/08—Multi-cylinder pumps specially adapted for elastic fluids and characterised by number or arrangement of cylinders having cylinders coaxial with, or parallel or inclined to, main shaft axis
    • F04B27/14—Control
    • F04B27/16—Control of pumps with stationary cylinders
    • F04B27/18—Control of pumps with stationary cylinders by varying the relative positions of a swash plate and a cylinder block
    • F04B27/1804—Controlled by crankcase pressure
    • F04B2027/184—Valve controlling parameter
    • F04B2027/1859—Suction pressure

Definitions

  • the invention relates to a compressor, in particular axial piston compressor for a vehicle air conditioning system, with a housing limiting an engine chamber, a cylinder block in which at least one piston is axially reciprocally mounted and herverschietons, and a suction and pressure side comprising a cylinder head.
  • such compressors are designed as axial piston compressor, wherein the Hubanpassung - as already mentioned - is done by changing the tilt angle of the "swash plate". In this case, the position of the bottom dead center of the piston or is changed; The position of the top dead center and thus the size of the so-called. Harmful space remain idealtypisch unchanged.
  • the free cross-section of this bore is generally dimensioned so that no adverse pressure in the engine chamber even under the most unfavorable conditions. Due to the described dependency of the piston stroke on the pressure within the engine chamber, it is common to regulate the compressor externally by influencing the pressure in the engine chamber. By increasing the pressure within the engine chamber, the internal balance of forces and moments of the compressor is intervened in such a way that the stroke of the pistons is reduced. The compressor is thereby “decelerated”. The reverse is the case when the pressure in the engine chamber is reduced. As a result, the compressor can be "set up". The corresponding control valves are electrically controlled in the prior art.
  • the increase in pressure within the engine chamber and thus a corresponding "Abregeln" of the compressor by selectively opening a fluid connection between the engine chamber and pressure or high pressure side of the compressor.
  • the mentioned control valve which is preferably electrically controlled, arranged. It should be ensured that the pressure in the engine chamber does not exceed a predetermined maximum level.
  • a safety fluid connection between the engine chamber and the suction side of the compressor is provided.
  • the pressure in the engine chamber can be adjusted between the high pressure prevailing on the pressure side and the low pressure prevailing on the suction side. Within these limits, the compressor can be off or up.
  • the increase in the pressure in the engine chamber always takes place in relation to the pressure increase via a fluid connection, which is constant in cross-section, between the engine chamber and the suction side of the compressor. It should be noted that while maintaining the increased differential pressure due to the constant cross-section of said fluid connection when Abregelden the compressor, ie increasing the differential pressure between the engine chamber and suction side of the outflowing mass flow from the engine chamber is steadily and significantly larger. Since this mass flow must be taken directly from the high pressure side, it stands in the system for the actual purpose of the compressor, i.
  • Cooling or heating no longer available and must therefore be considered as a loss.
  • the required for the Abregelden the compressor mass flow is virtually only inside the compressor from the high pressure side via the control valve in the engine chamber and from there through the fluid connection between the engine chamber and suction side promoted back to the suction side, from where it is sucked again and compacted.
  • mass flow control additional effort is required, which creates no immediate benefit.
  • Fig. 1 exemplifies the aforementioned behavior.
  • the pressure difference between the engine chamber and the intake side (X-axis) increases, the mass flow through the fluid connection between the engine chamber and the intake side increases significantly.
  • the loss mass flow are still the associated inlet and outlet pressures before and after the fluid connection or opening between the engine chamber and suction side and, for example, a possible temperature profile at the inlet shown. All curves are to be considered as examples only; However, the basic behavior can be seen for all typical operating points of a compressor for a vehicle air conditioning.
  • the starting point of the mass flow curve, which is located at a low pressure difference between the engine chamber and the suction side and correspondingly small mass flow rate, is essentially defined by the internal leakage and other influences which can not be described here.
  • the free cross-section of the fluid connection between engine chamber and suction side is usually chosen so that it does not come for all assumed operating conditions to an undesirable Abregelreg the compressor.
  • the present invention is intended to provide a simple, efficient and inexpensive solution.
  • the pressure-related main force direction in compressors is located axially from the piston top to the piston bottom.
  • the opposite load case occurs due to pressure to a significant extent only when Abregor of the compressor, so with an increase in the pressure in the engine chamber above the pressure of the suction side. It must therefore be ensured in regulated operation that the pressure-related forces acting on the underside of the piston do not exceed a defined level. It must also be ensured that preferably pistons made of lightweight materials, in particular light metal to be used, which are both energetically and control technology advantageous. Also in this aspect, the present invention should offer a solution.
  • the present invention has the object, especially in an externally controlled compressor of any control characteristic to minimize the loss mass flow occurring during Abregeln and on the other hand to provide a safety device which is able to limit or reduce the forces acting during the suction process in the direction of the piston top pressure-related forces.
  • the control valve opens again in the fluid connection between the engine chamber and suction side at a predetermined excessive pressure difference between the engine chamber and suction side, so that damage or destruction of the piston is counteracted.
  • the basic idea is therefore that at excessive differential pressure between the engine chamber and suction side at least one in normal operation not effective opening function, through which an outflow of mass from the engine chamber is possible such that the pressure in the engine chamber drops back to a lower operating pressure ,
  • This measure is a safety measure to protect the compressor or the engine chamber from undesirable overpressure.
  • the maximum deviation of the actually occurring "extreme points" for the usual regulation range is usually less than about 2% (relative) for the usual control range.
  • the control valve 10 comprises a cylinder chamber 11 which is fluidly connected via a line 12 to the engine chamber of an axial piston compressor on the one hand and via a further line 13 to the suction side of the compressor, and within which a low pressure side closed piston 14 against the action of an elastic element -
  • helical compression springs 15, 16 - and the forces caused by the inlet and outlet pressure forces is displaceably mounted back and forth, depending on the pressure acting on the piston 14 pressure difference according to the pressure difference between the engine room (in Fig. 3 indicated by the reference numeral 17) and suction side (in Fig.
  • the mentioned fluid passage is defined by the lines 12, 13 and the cylinder chamber 11 and piston 14, which for this purpose as at a - in Fig. 3 at least one axially extending, in particular slot-shaped passage 20 is formed, wherein this passage 20 associated with the suction side 18 and connected to the suction side 18 and laterally opening into the cylinder chamber 11 fluid line 13 is.
  • the interior 21 of the hollow piston 14 is connected via the open end 22 with the engine chamber 17 in fluid communication.
  • On the suction side of the piston 14 is closed with a piston head 23. At this piston bottom 23 is outside the suction side, ie low pressure.
  • the cylinder chamber 11 below the piston crown 23 via a connecting line 24 connected to the suction side and the line 13 leading to the suction side.
  • the piston 14 is clamped between two frontally abutting springs, here helical compression springs 15, 16 within the cylinder chamber 11.
  • the cylinder chamber 11 is defined by a corresponding bore in a valve body 25, wherein the bore opening after placement of the helical compression springs together with the piston 14 is closed by a plug 26.
  • the spring elements 15, 16 are designed and adjusted such that the throttle behavior of the control valve 10 with increasing pressure difference between the engine chamber 17 and suction side 18 is either linear or progressive, degressive and / or stepped. This also depends on the design of the passage 20 in the piston 14.
  • the slot-shaped passage 20 in the shell 19 of the piston 14 may be formed as axially in one direction either steadily or stepwise widening or tapering slot, depending on the desired control behavior. For the formation of a constant mass flow, a geometry that continuously tapers in the axial direction is to be provided.
  • the valve body 25 may be part of the compressor housing or a separate component.
  • the springs 15, 16 are preferably provided integrally with the piston as a unit, i. potted at the end with the piston material. As already mentioned, the installation of the piston 14 takes place within the cylinder space 11 under prestressing of the two spring elements 15, 16, so that the springs rest on the piston 14 in each operating state.
  • the piston 14 is fitted within the cylinder space 11 with clearance, preferably with a fit of less than 15 ⁇ m, to keep the piston flow past the mass flow at a negligible level. To achieve this, additional sealing measures between piston and cylinder wall can be provided.
  • Fig. 3 the piston 14 is formed with identical end faces. It is also conceivable to use instead a differential piston with different sized end faces. It is crucial which forces, in particular differential forces act on the piston. By contrast, the spring forces caused by the spring elements 15, 16 are of subordinate importance. It gets up in this regard Fig. 5 directed.
  • a minimum differential pressure between engine chamber and suction side is required to effect a reduction in the compressor stroke.
  • This minimum pressure difference should be taken into account in the design of the described mechanical control valve.
  • the slit-shaped passages 20 introduced in the piston skirt 19 should be positioned as far as possible in such a way that the full area of the passages 20 is / are effective.
  • a further increase in the differential pressure should as soon as possible lead to a successive reduction in the effective opening cross-section of the slot-shaped passage or passages 20.
  • the design of the through hole in Kol benmantel 19 should be such that internal leakage, or other here not closer to designating influences, at a defined minimum pressure difference between the engine chamber and suction side can flow completely through the piston 14 and the control valve 10.
  • the installation position of the control valve 10 is arbitrary, since the weight of the piston 14 should be negligible for the control.
  • the control valve 10 may be arranged on the cylinder head or cylinder block or taking into account appropriate connections outside the compressor housing.
  • Fig. 5 can still be seen, the control piston 14 moves with increasing differential pressure in the direction of the suction side.
  • the slot-shaped passage 20 in the piston skirt 19 is increasingly covered.
  • the opening cross section is correspondingly increasingly reduced.
  • the passage 20 is preferably formed so that after displacement of the piston 14, a residual opening cross section remains such that sets a nearly constant mass flow between the engine chamber and suction side. It gets up in this regard Fig. 6 directed.
  • Fig. 7 is in the piston skirt 19 above the slit-shaped passage 20, ie in the direction of the pressure side yet another opening or a so-called.
  • Security slot 27 is provided, which is immediately effective with complete coverage of the lower slot-shaped passage 20, and then when the pressure in Engine room excessively high and the piston 14 in the control valve 10 is accordingly further moved to the suction side.
  • the safety slot 27 is thus effective when the differential pressure between the engine chamber and suction side reaches a predetermined maximum value. Then can be degraded via the security slot 27, the pressure in the engine chamber effectively and quickly to a lower operating pressure.
  • control valve is according to Fig. 7 according to the one according to Fig. 3 trained and elements based on the Fig. 3 already described are in Fig. 7 marked with the same reference numerals.
  • the control valve described yet another advantage is achieved, namely the advantage that the mass flow between the engine chamber and compressor suction is greatly reduced.
  • the oil mass flow i. reduces the entrained with the gas flow amount of oil accordingly. This has a positive effect on the overall performance as well as the thermal behavior of the compressor and thus a vehicle air conditioning, and on the other advantageous to the life of the compressor.
  • control valve described can be made available as a prefabricated unit. Within the piston or the cylinder chamber, further elements can be integrated, such as oil separators, particulate filters od. Like.
  • the valve body 25 is preferably made of steel, steel alloy, light metal, especially aluminum, or plastic.
  • the piston 14 made of plastic it is possible to connect the spring elements 15, 16 with the piston material intimately or permanently, so that the piston and spring elements constitute a structural unit, as a whole in the cylinder chamber 11th can be introduced.
  • Thermosets or thermoplastics can be used.
  • the passage slots 20 and 27 can be formed during injection molding in one operation. Slip-optimized plastics can be used, in particular slid-optimized thermosets or thermoplastics.
  • the passages 20, 27 are preferably formed by means of laser (laser cutting). In order to Any desired contours or opening cross sections can be achieved. As already mentioned, the slot-shaped passage 20 in the skirt 19 of the piston 14 can expand or taper axially in one direction either continuously or stepwise, depending on the desired control behavior, the tapering geometry being preferred here. The contour of the passage 20 is ultimately dependent on the compressor itself or its performance.
  • the fluid line 12 connected to the engine chamber 17 may also be arranged so that it opens axially into the cylinder chamber 11.
  • the inlet opening into the cylinder chamber 11 can also be formed through the sealing plug 26 if required.
  • a bulge can be provided, which ensures that gas can flow through the passage 20 even when the piston 14 rotates about its longitudinal axis.
  • the passage 20 may be positioned within a recess, in particular annular recess of the piston skirt 19. It is also possible to provide in the piston skirt 19 a plurality of distributed over the circumference of the piston arranged passages 20.
  • the piston 14 is placed in a rotationally secured manner within the cylinder space 11.
  • connection between the outside of the piston crown 23 and the suction side via the piston 14 can be made directly, via trained on the piston or on the cylinder wall longitudinal grooves.
  • These pressure-communicating grooves should thus establish a fluid connection between the suction side and the space below the piston crown 23.
  • the corresponding grooves are preferably formed on the cylinder wall.
  • Such pressure-communicating grooves also have the advantage of improved axial mobility of the piston 14.
  • oil entrained by the refrigerant collects which otherwise could affect the mobility of the piston 14 within the cylinder space 11.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Compressors, Vaccum Pumps And Other Relevant Systems (AREA)
  • Fluid-Driven Valves (AREA)

Claims (15)

  1. Compresseur, en particulier compresseur à pistons axiaux pour une installation de climatisation de véhicule, comprenant un carter délimitant une chambre de mécanisme d'entraînement (17), un bloc-cylindres, dans lequel est logé au moins un piston de manière à effectuer des mouvements de va-et-vient, et une culasse comportant un côté d'aspiration et un côté de pression, sachant qu'est prévue entre la chambre de mécanisme d'entraînement (17) et le côté d'aspiration (18) une liaison fluidique (12, 13), dans laquelle est disposée une soupape de régulation (10), au moyen de laquelle, à partir d'une différence de pression prédéterminée entre la chambre de mécanisme d'entraînement (17) et le côté d'aspiration (18), à mesure que la différence de pression continue d'augmenter, la liaison fluidique entre la chambre de mécanisme d'entraînement et le côté d'aspiration est étranglée de manière croissante, est complètement fermée dans un cas extrême, en particulier la section transversale libre de la liaison fluidique est réduite de telle manière que le flux massique évacué par écoulement de la chambre de mécanisme d'entraînement est maintenu à peu près à un niveau constamment bas.
  2. Compresseur selon la revendication 1,
    caractérisé en ce que
    la soupape de régulation (10) ouvre à nouveau, en présence d'une différence de pression prédéterminée plus élevée entre la chambre de mécanisme d'entraînement (17) et le côté d'aspiration (18), la liaison fluidique entre ces derniers de sorte qu'il est possible de régler une différence de pression prédéterminée plus basse.
  3. Compresseur selon la revendication 1 ou 2,
    caractérisé en ce que
    le comportement d'étranglement de la soupape de régulation (10) présentant une différence de pression en augmentation entre la chambre de mécanisme d'entraînement (17) et le côté d'aspiration (18) est linéaire, progressif, dégressif et/ou par palier.
  4. Compresseur selon l'une quelconque des revendications 1 à 3, caractérisé en ce que
    la soupape de régulation (10) comporte un espace de cylindre (11), qui est en communication fluidique (conduites 12, 13) d'une part avec la chambre de mécanisme d'entraînement (17) et d'autre part avec le côté d'aspiration (18), et au sein duquel un piston (14) est logé de manière à pouvoir effectuer des mouvements de va-et-vient, en particulier respectivement à l'encontre de l'action d'un élément (15, 16) élastique, sachant ledit piston ouvre plus ou moins, voir ferme complètement dans un cas extrême, le passage fluidique entre la chambre de mécanisme d'entraînement et le côté d'aspiration en fonction de la différence de pression agissant sur le piston (14) de manière correspondante à la différence de pression entre la chambre de mécanisme d'entraînement (17) et le côté d'aspiration (18).
  5. Compresseur selon la revendication 4,
    caractérisé en ce que
    le piston (14) de la soupape de régulation (10) est un piston creux ouvert au niveau d'un côté frontal, dans l'enveloppe (19) duquel est réalisé au moins un passage (20) s'étendant axialement, présentant en particulier une forme de fente, sachant que le côté d'aspiration ou une conduite de fluide (13) reliée au côté d'aspiration (18) et débouchant latéralement dans l'espace de cylindre (11) sont associés audit passage (20), tandis que l'espace intérieur (21) du piston (14) est en communication fluidique (conduite 12), par l'intermédiaire de son côté frontal (22) ouvert, avec la chambre de mécanisme d'entraînement (17).
  6. Compresseur selon la revendication 4 ou 5,
    caractérisé en ce que
    le côté d'aspiration (18) repose également contre le côté frontal raccordé du piston (14) ou contre la base de piston (23).
  7. Compresseur selon l'une quelconque des revendications 4 à 6,
    caractérisé en ce que
    le piston (14) de la soupape de régulation (10) est serré entre deux éléments formant ressort reposant côté frontal, en particulier entre des ressorts de compression à boudin (15, 16) à l'intérieur de l'espace de cylindre (11).
  8. Compresseur selon la revendication 7,
    caractérisé en ce que
    les éléments formant ressort (15, 16) sont intégralement reliés au piston (14).
  9. Compresseur selon l'une quelconque des revendications 4 à 8,
    caractérisé en ce que
    l'enveloppe (19) du piston (14) présente un deuxième passage (27) tenu à distance de manière axiale du premier passage en direction du côté (haute) pression, lequel deuxième passage est actif une fois que la différence de pression prédéterminée plus élevée entre la chambre de mécanisme d'entraînement (17) et le côté d'aspiration (18) a été dépassée et ouvre ou libère la liaison fluidique entre la chambre de mécanisme d'entraînement et le côté d'aspiration afin de supprimer la différence de pression plus élevée.
  10. Compresseur selon l'une quelconque ou plusieurs des revendications 1 à 9,
    caractérisé en ce que
    des moyens servant à déposer des lubrifiants, des particules ou similaires sont disposés dans le chemin d'écoulement de la soupape de régulation (10), en particulier dans le piston (14) de cette dernière.
  11. Compresseur selon l'une quelconque des revendications 1 à 10,
    caractérisé en ce que
    le piston (14) de la soupape de régulation (10) est fabriqué à partir d'un acier, d'un alliage d'acier, d'un métal léger, en particulier de l'aluminium, et/ou à partir d'une matière plastique.
  12. Compresseur selon la revendication 11,
    caractérisé en ce que
    lors de la réalisation du piston (14) à partir d'une matière plastique, les éléments formant ressort reposant côté frontal, en particulier les ressorts de compression à boudin (15, 16) sont coulés ou intégrés dans la matière plastique.
  13. Compresseur selon l'une quelconque des revendications 4 à 12,
    caractérisé en ce que le passage (20) associé au côté d'aspiration (18) se trouve dans l'enveloppe (19) du piston (14), à l'intérieur d'une indentation, en particulier d'une indentation de forme annulaire, et/ou en ce que l'ouverture de la conduite fluidique (13) débouchant latéralement dans l'espace de cylindre (11), reliée au côté d'aspiration (18) se trouve dans un renflement, en particulier un renflement de forme annulaire ou une rainure annulaire, de sorte que le fonctionnement de la soupape de régulation (10) est maintenu même lors de la rotation du piston (14) autour de son axe longitudinal.
  14. Compresseur selon l'une quelconque des revendications 6 à 13,
    caractérisé en ce que
    sont réalisées, au niveau de la surface extérieure de l'enveloppe de piston (19) et/ou au niveau de la paroi de cylindre délimitant l'espace de cylindre, une ou plusieurs rainures longitudinales, grâce auxquelles une liaison fluidique entre le côté d'aspiration (18) et la partie de l'espace de cylindre se trouvant sous la base de piston (23) est maintenue.
  15. Compresseur selon l'une quelconque des revendications 5 à 14,
    caractérisé en ce que
    le passage (20) présentant une forme de fente, dans l'enveloppe (19) du piston (14) de la soupape de régulation (10) s'élargit ou se rétrécit de manière axiale dans une direction soit de manière constante soit par palier, selon le comportement de régulation souhaité, se rétrécit soit de manière constante soit par palier en particulier en direction du côté de pression de mécanisme d'entraînement, de sorte que le flux massique évacué par écoulement de l'espace de mécanisme d'entraînement reste essentiellement constant.
EP05700706.4A 2004-03-17 2005-01-05 Compresseur, en particulier compresseur a pistons axiaux pour une installation de climatisation de vehicule Ceased EP1725771B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102004013096A DE102004013096A1 (de) 2004-03-17 2004-03-17 Verdichter, insbesondere Axialkolbenverdichter für eine Fahrzeug-Klimaanlage
PCT/EP2005/000043 WO2005098235A1 (fr) 2004-03-17 2005-01-05 Compresseur, en particulier compresseur a pistons axiaux pour une installation de climatisation de vehicule

Publications (2)

Publication Number Publication Date
EP1725771A1 EP1725771A1 (fr) 2006-11-29
EP1725771B1 true EP1725771B1 (fr) 2013-12-25

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Family Applications (1)

Application Number Title Priority Date Filing Date
EP05700706.4A Ceased EP1725771B1 (fr) 2004-03-17 2005-01-05 Compresseur, en particulier compresseur a pistons axiaux pour une installation de climatisation de vehicule

Country Status (5)

Country Link
US (1) US20080206074A1 (fr)
EP (1) EP1725771B1 (fr)
JP (1) JP2008503675A (fr)
DE (1) DE102004013096A1 (fr)
WO (1) WO2005098235A1 (fr)

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DE102004013096A1 (de) 2005-10-13
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JP2008503675A (ja) 2008-02-07

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