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Publication numberUS20050074339 A1
Publication typeApplication
Application numberUS 10/950,386
Publication dateApr 7, 2005
Filing dateSep 28, 2004
Priority dateOct 7, 2003
Also published asDE102004048450A1
Publication number10950386, 950386, US 2005/0074339 A1, US 2005/074339 A1, US 20050074339 A1, US 20050074339A1, US 2005074339 A1, US 2005074339A1, US-A1-20050074339, US-A1-2005074339, US2005/0074339A1, US2005/074339A1, US20050074339 A1, US20050074339A1, US2005074339 A1, US2005074339A1
InventorsHironori Asa, Keiichi Uno, Hiroshi Ogawa
Original AssigneeDenso Corporation, Nippon Soken, Inc.
Export CitationBiBTeX, EndNote, RefMan
External Links: USPTO, USPTO Assignment, Espacenet
Hybrid compressor device
US 20050074339 A1
Abstract
In a hybrid compressor device having a pulley 110, motor 120, compressor 130 and control unit 160, the respective rotary shafts 111, 121, 131 of the pulley 110, motor 120 and compressor 130 can be independently rotated, and these rotary shafts are connected to a speed change mechanism 150 by which a drive force can be transmitted from one rotary shaft 111 to the other remaining rotary shafts 121, 131 while the rotating speed is being changed. The motor 120 is composed of an IPM motor 120, in the rotor portion 120 a of which permanent magnets 122 are arranged, and the speed change mechanism 150 is accommodated on the inner circumferential side of the rotor portion 120 a. The control unit 160 adjusts a rotating speed of the motor 120, and the rotating speed of the compressor 130 can be increased and decreased with respect to the rotating speed of the pulley 110.
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Claims(4)
1. A hybrid compressor device comprising:
a pulley driven by an engine of a vehicle;
a motor driven by electric power sent from a power source, the rotating speed of the motor being controlled by a control unit; and
a compressor for compressing refrigerant in a refrigerating cycle device, wherein the compressor is operated by a drive force of the pulley and the motor, the respective rotary shafts of the pulley, motor and compressor can be independently rotated and connected to a speed change mechanism by which a rotation can be transmitted from one rotary shaft to the other remaining rotary shafts while the rotating speed is being changed, the motor is an IPM motor, in the rotor portion of which permanent magnets are arranged, the speed change mechanism is accommodated on the inner circumferential side of the rotor portion, and the control unit adjusts a rotating speed of the motor so that the rotating speed of the compressor can be increased and decreased with respect to the rotating speed of the pulley.
2. A hybrid compressor device according to claim 1, wherein the speed change mechanism is a planetary gear, and each rotary shaft is correspondingly connected to either of the sun gear, planetary carrier and ring gear composing the planetary gear.
3. A hybrid compressor device according to claim 1, wherein the compressor is a fixed displacement type compressor, the discharging capacity, per one revolution, of which is set to a predetermined value.
4. A hybrid compressor device according to claim 1, wherein the vehicle is an idling stop vehicle, the engine of which is temporarily stopped when the vehicle stops moving, or the vehicle is a hybrid vehicle having a motor used for running, the engine of which is stopped according to a running condition.
Description
BACKGROUND OF THE INVENTION

1. Field of the Invention

The present invention relates to a hybrid compressor device suitably used for a refrigerating cycle device mounted on a so-called idling stop vehicle, the engine of which is temporarily stopped when the vehicle stops moving.

2. Description of the Related Art

Recently, from the viewpoint of reducing the fuel consumption, an idling stop vehicle has been brought to market. In an idling stop vehicle, when the vehicle stops moving, the engine is temporarily stopped. Therefore, a compressor provided in the refrigerating cycle, which is driven by the engine, is stopped together with the engine. Accordingly, the refrigerating cycle of the vehicle does not function at this time.

In order to solve the above problems, a hybrid compressor is known in which a pulley, to which the engine rotation is transmitted, and a compressor are connected to each other via an electromagnetic clutch, and, further, a motor is connected to a rotary shaft of the compressor on the side opposite to the pulley. This compressor device is disclosed, for example, in Japanese Unexamined Patent Publication No. 2000-130323. Due to the above constitution, when the engine is stopped, the electromagnetic clutch is cut off, and the compressor is operated by the motor. Therefore, irrespective of the operation and stoppage of the engine, the refrigerating cycle device can perform its cooling function.

However, according to the above prior art, as both drive sources, one being the engine and the other being the motor, are properly used to drive the compressor, the capacity and structural size of the compressor are determined so that the maximum necessary cooling capacity of the refrigerating cycle device can be satisfied. Especially, in the compressor which is mainly driven by the engine, for example, a load which is given to the compressor at the time of quick cooling (at the time of cooling-down) immediately after the start of the engine in summer becomes the maximum necessary cooling capacity. Therefore, the cooling capacity and structural size are set corresponding to this maximum necessary cooling capacity. Accordingly, the size of the compressor is increased.

Further, as the motor drives the compressor by taking the place of the engine, it is necessary to provide a motor, the output of which is high and the efficiency of which is high.

SUMMARY OF THE INVENTION

In view of the above problems, an object of the present invention is to provide a hybrid compressor device, the compressor of which can be downsized and operated by a highly effective motor capable of generating a high output.

The present invention provides a hybrid compressor device comprising: a pulley (110) driven by an engine (10) of a vehicle; a motor (120) driven by electric power sent from a power source (20), the rotating speed of the motor (120) being controlled by a control unit (160); and a compressor (130) for compressing refrigerant in a refrigerating cycle device (200), wherein the compressor (130) is operated by a drive force of the pulley and the motor, the respective rotary shafts (111, 121, 131) of the pulley (110), motor (120) and compressor (130) can be independently rotated and connected to a speed change mechanism (150) by which a rotation can be transmitted from one rotary shaft (111) to the other remaining rotary shafts (121, 131) while the rotating speed is being changed, the motor (120) is an IPM (Interior Permanent Magnet) motor (120), in the rotor portion (120 a) of which permanent magnets (122) are arranged, the speed change mechanism (150) is accommodated on the inner circumferential side of the rotor portion (120 a), and the control unit (160) adjusts a rotating speed of the motor (120) so that the rotating speed of the compressor (130) can be increased and decreased with respect to the rotating speed of the pulley (110).

Due to the above structure, it is possible to increase and decrease the rotating speed of the compressor (130) with respect to the rotating speed of the pulley (110). Therefore, a quantity of discharge per unit time of the compressor (130) can be varied. At the time of cooling-down in which the necessary cooling capacity of the refrigerating cycle device (200) is maximized, when the rotating speed of the compressor (130) is increased higher than the rotating speed of the pulley (110), the quantity of discharge of the compressor (130) can be increased higher than the quantity of discharge of the compressor of the prior art. Therefore, the structural size and discharge capacity of the compressor (130) can be made small. However, when the rotating speed of the compressor (130) is decreased to lower than the rotating speed of the pulley (110), the quantity of discharge of the compressor (130) can be reduced. Therefore, it is possible for the compressor (130) to cope with the necessary cooling capacity of the refrigerating cycle device (200) in the normal running after cool-down has been conducted.

Even when the engine (10) is stopped and the pulley (110) is not rotated at all, the compressor (130) can be operated by operating the motor (120). Therefore, the cooling function can be continuously provided.

As the motor (120) is composed of an IPM motor, compared with the commonly used SPM (Surface Permanent Magnet) motor, the compressor (130) can be effectively operated at a high output. As the speed change mechanism (150) is accommodated on the inner circumferential side of the rotor portion (120 a), the structural size of the hybrid compressor (101) can be reduced.

In the present invention, it is preferable that the planetary gear (150) is used for the speed change mechanism (150). It is preferable that each rotary shaft (111, 121, 131) is correspondingly connected to either of the sun gear (151), planetary carrier (152) and ring gear (153) composing the planetary gear (150).

As explained in the item Advantage of the Invention, in the present invention, the quantity of discharge of the compressor (130) is variable. Therefore, it is possible to cope with the situation using a fixed capacity type compressor (130). Therefore, the manufacturing cost can be further reduced.

Concerning the objective vehicle, the present invention is preferably applied to an idling stop vehicle, the engine (10) of which is temporarily stopped when the vehicle stops moving, or a hybrid vehicle having a motor used for running, the engine (10) of which is stopped according to a running condition.

In this connection, reference numerals in the parentheses of each means denote the corresponding relation with the specific means in the embodiment described later.

The present invention may be more fully understood from the description of preferred embodiments of the invention, as set forth below, together with the accompanying drawings.

BRIEF DESCRIPTION OF THE DRAWINGS

In the drawings:

FIG. 1 is an overall arrangement view showing a model of the refrigerating cycle device to which the present invention is applied;

FIG. 2 is a sectional view showing a hybrid compressor of a first embodiment illustrated in FIG. 1;

FIG. 3 is a view showing a planetary gear, wherein the view is taken in the direction of arrow A in FIG. 2;

FIG. 4A is a control characteristic diagram showing a quantity of discharge of a compressor with respect to a necessary cooling capacity;

FIG. 4B is a control characteristic diagram showing a quantity of discharge of a compressor with respect to rotating speed Nc of the compressor; and

FIG. 5 is a collinear diagram showing operational rotating speeds of a pulley, compressor and motor.

DESCRIPTION OF THE PREFERRED EMBODIMENTS

(First Embodiment)

A first embodiment of the present invention is shown in FIGS. 1 to 5. First, the specific structure will be explained referring to FIGS. 1 to 4. As shown in FIG. 1, the hybrid compressor device 100 is applied to a refrigerating cycle device 200 mounted on an idling stop vehicle, the engine 10 of which is temporarily stopped when the vehicle makes a stop for a time while it is running. The hybrid compressor device 100 is comprised of a hybrid compressor 101 and a control unit 160.

In this case, the refrigerating cycle device 200 composes a well known refrigerating cycle. The compressor 130 composing the hybrid compressor 101 described later is arranged in the refrigerating cycle device 200. The compressor 130 compresses refrigerant in the refrigerating cycle to a high temperature and pressure. The condenser 210 for condensing and liquidizing the compressed refrigerant, the expansion valve 220 for conducting an adiabatic expansion on the liquidized refrigerant and the evaporator (heat exchanger for cooling) 230 for evaporating the expanded refrigerant so as to cool the air passing in the evaporator itself by latent heat are successively connected in order by the refrigerant pipe 240, and the closed circuit is composed. In this connection, on the downstream side of an air flow of the evaporator 230, the evaporator temperature sensor 231 is provided which detects an actual temperature of the cooled air (temperature Te of the air at the rear of the evaporator).

The hybrid compressor 101 includes: a pulley 110, electromagnetic clutch 170, motor 120, compressor 130 and planetary gear 150. Referring to FIG. 2, the hybrid compressor 101 will be explained in detail.

The pulley 110 is pivotally supported by the pulley bearing 112 fixed to the front housing 141. A drive force of the engine 10 is transmitted to the pulley 110 via the belt 11 (shown in FIG. 1) and rotated being driven. The pulley rotary shaft 111 is pivotally supported by the bearing 113 arranged at the center of the pulley 110 and fixed to the front housing 141.

The electromagnetic clutch 170 is turned off and on. Therefore, a drive force transmitted from the pulley 110 is transmitted or not transmitted to the compressor 130 via the planetary gear 150. The electromagnetic clutch 170 includes: a coil 171 fixed to the front housing 141; and a hub 172 fixed to one end side of the pulley rotary shaft 111. As well known, in the electromagnetic clutch 170, when the coil 171 is energized, the hub 172 is attracted to the pulley 110, and a drive force of the pulley 110 is transmitted to the pulley drive shaft 111 (The clutch is turned on.). On the contrary, when an electric current supplied to the coil 171 is shut off, the hub 172 is separated from the pulley 110, and the drive force of the pulley 110 is cut off (The clutch is turned off.).

The motor 120 includes a rotor portion 120 a and a stator portion 123 and is accommodated in the intermediate housing 142. This motor 120 is one of the characteristic portions of the present invention. This motor 120 is comprised of an IPM (Interior Permanent Magnet) motor, in the rotor portion 120 a of which the magnets 122 are provided. The second characteristic portion of the motor 1201 s that a space is formed on the inner circumferential side of the rotor portion 120 a so that the planetary gear 150 can be accommodated in the space. In this connection, the motor rotary shaft 121 is an imaginary shaft shown by one-dotted chain line at the center of the sun gear 151.

The coil 123 a is provided in the stator portion 123. This stator portion 123 is fixed in the intermediate housing 142 being press-fitted onto the inner circumferential side of the intermediate housing 142. When electric power is supplied to the coil 123 a from the battery 20 which is used as a power source, the rotor 120 a is rotated being driven.

The compressor 130 is comprised of a fixed displacement type compressor in which a discharge capacity per one revolution is set at a predetermined value. More particularly, the compressor 130 is comprised of a well known scroll type compressor. This scroll type compressor includes: a fixed scroll 134 which is fixed on the end housing 143 on the side of the motor opposite to the pulley; and a movable scroll 135 which revolves by the eccentric shaft 133 of the rotary shaft 131 of the compressor.

In the outer circumferential portion, the suction chamber 136 is formed by the engagement of the fixed scroll 134 with the movable scroll 135, and the compression chamber 137 is formed on the central side. Refrigerant, which is sucked into the suction chamber 136 from the suction port 136 a provided on the side wall of the end housing 143, is compressed in the compression chamber 137 and then discharged from the discharge port 138 a provided on the bottom wall of the end housing 143 via the discharge chamber 138.

In the present invention, as described later, according to the necessary cooling capacity of the refrigerating cycle device 200, the compressor 130 is operated by either the pulley 110 and the motor 120. Therefore, the capacity and the structural size of the compressor 130 are previously set to be smaller than the capacity and the structural size of the compressor which are necessary when the necessary cooling capacity is maximized in the single state, that is, the capacity and the structural size of the compressor 130 are set at about {fraction (1/2)} to {fraction (1/3)} of the capacity and the structural size of the prior art.

The compressor rotary shaft 131 is pivotally supported by the bearing 132 fixed to the protruding wall 142 a of the intermediate housing 142 which protrudes inside on the side opposite to the pulley. In this connection, the other end side of the pulley rotary shaft 111 is engaged with the compressor rotary shaft 131. Therefore, the compressor rotary shaft 131 and the pulley rotary shaft 111 can be rotated independently from each other while being supported by the bearing 115.

The third characteristic portion of the present invention is that the rotary shafts 111, 121, 131 of the pulley 110, motor 120 and compressor 130 are connected to the planetary gear 150, which is a speed change mechanism, arranged in the rotor portion 120 a.

As shown in FIG. 3, the planetary gear 150 includes: a sun gear 151 arranged at the center; a pinion gear 152 a which revolves on the outer circumference of the sun gear 151 while it rotates on its own axis; a planetary carrier 152 connected to the pinion gear 152 a; and a ring gear 153 further arranged on the outer circumference of the pinion gear 152 a.

In this case, as shown in FIG. 2, the pulley rotary shaft 111 is connected to the planetary carrier 152, the motor rotary shaft 121 (the actual motor rotary shaft 121 is the rotor portion 120 a) is connected to the sun gear 151, and the compressor rotary shaft 131 is connected to the ring gear 153. In this connection, the sun gear 151 is pivotally supported by the bearing 114 so that it can be rotated independently from the pulley rotary shaft 111.

Between the hub 172 of the pulley rotary shaft 111 and the planetary gear 150 (the planetary carrier 152), a one-way clutch 180, the outer circumferential side of which is fixed to the front housing 141, is provided. The one-way clutch 180 allows the pulley rotary shaft 111 to rotate in the direction of the pulley rotation and does not allow the pulley rotary shaft 111 to rotate in the opposite direction by engagement.

Referring again to FIG. 1, the A/C demand signal, engine rotating speed signal, environment information signal (the setting temperature signal which is set by a passenger, inside air temperature signal and outside air temperature signal) and evaporator rear portion air temperature (Te) signal sent from an evaporator temperature sensor 231 are inputted into the control unit 160. According to these signals, the control unit 160 controls operation of the above motor 120 and also controls a connection and disconnection of the electromagnetic clutch 170.

Specifically, when an intensity of electric power sent from the battery 20 is changed, the operational rotating speed of the motor 120 is changed. When an electric current supplied to the coil 171 of the electromagnetic clutch 170 is turned on and off, the pulley 110 and the pulley rotary shaft 111 are connected to and disconnected from each other.

The control characteristics shown in FIGS. 4A and 4B are previously stored in the control unit 160, and a quantity of discharge of refrigerant of the compressor 130, which satisfies the necessary cooling capacity of the refrigerating cycle device 200, is determined (FIG. 4A), and a rotating speed (compressor rotating speed Nc) of the compressor 130 for ensuring this quantity of discharge of refrigerant is determined (FIG. 4B).

In this case, the necessary cooling capacity of the refrigerating cycle device 200 is obtained as a difference between the target evaporator temperature (the target air temperature) Teo, which is calculated by the operation expression previously determined from the environment signals (the setting temperature signal, inside air temperature signal and outside air temperature signal), and the evaporator rear portion air temperature (the actual air temperature) Te. Therefore, the necessary cooling capacity is calculated by the expression of “Necessary cooling capacity=Te−Teo”. According to an increase in the necessary cooling capacity, the quantity of discharge of refrigerant is increased.

The quantity of discharge of refrigerant is obtained when a capacity of discharge of the compressor 130 per one revolution is multiplied by the rotating speed Nc of the compressor. This quantity of discharge of refrigerant is a quantity of discharge per unit time. In accordance with the increase in the compressor rotating speed Nc, the quantity of discharge of refrigerant is increased.

According to the collinear diagram of the planetary gear 150 shown in FIG. 5, the rotating speed of the motor 120, which will be referred to as motor speed Nm, is determined from the rotating speed of the pulley 110, which will be referred to as pulley rotating speed Np, and compressor rotating speed Nc. In this connection, operation conducted according to the collinear diagram will be described in detail later.

Next, referring to the collinear diagram shown in FIG. 5, an operation conducted according to the above structure will be explained below.

In the hybrid compressor 101 of the present invention, when the compressor 130 is operated by a drive force transmitted from the pulley 110, the motor rotating speed Nm is adjusted by the control unit 160. Due to the foregoing, compressor rotating speed Nc is increased and decreased with respect to pulley rotating speed Np via the planetary gear 150.

In this connection, the collinear diagram of FIG. 5 shows relations among the rotating speeds of the pulley 110, motor 120 and compressor 130 which are respectively connected to the planetary gear 150. As well known, the coordinate positions of the gears and carriers (the sun gear 151, planetary carrier 152 and ring gear 153 from the left) are shown on the axis of abscissa. The coordinate positions correspond to the motor 120, pulley 110 and compressor 130 respectively connected to the gears and carrier 151, 152, 153.

An interval of the axis of abscissa is determined by the gear ratio λ1 between the planetary carrier 152 and the ring gear 153 and by the gear ratio λ2 between the sun gear 151 and the ring gear 153. The rotating speeds of the gears and the carriers 151, 152, 153 are shown on the axis of ordinate. The three rotating speeds are connected by a straight line.

The control unit 160 calculates pulley rotating speed Np from the rotating signal of the engine 10 by using the pulley ratio. Then, compressor rotating speed Nc for ensuring the necessary quantity of discharge of the compressor 130, which is required from the necessary cooling capacity of the refrigerating cycle device 200, is deteriorated (FIGS. 4A and 4B). Then, on the collinear diagram, motor rotating speed Nm, which is connected to pulley rotating speed Np and compressor rotating speed Nc by a straight line, is determined, and the motor 120 is operated at this motor rotating speed Nm.

First, at the time of cool-down in which the largest compressor capacity is needed, the electromagnetic clutch 170 is turned on, and a drive force of the pulley 110 is transmitted from the pulley rotary shaft 111 to the compressor rotary shaft 131 via the planetary gear 150, and the compressor 130 is operated. At this time, the one-way clutch 180 is idly rotated. In this case, as shown by reference sign (a) in FIG. 5, when the motor 120 is rotated in the reverse direction to the rotating direction of the pulley 110, compressor rotating speed Nc is increased higher than pulley rotating speed Np, so that the quantity of discharge can be increased. In this connection, when the motor is operated so that motor rotating speed Nm can be increased, the compressor rotating speed Nc can be increased.

In the normal cooling operation conducted after the completion of cool-down, the electromagnetic clutch 170 is turned on, and the motor 120 and the compressor 130 are operated mainly by the drive force of the pulley 110. At this time, the one-way clutch 180 is idly rotated. In this case, when the motor 120 and the compressor 130 are compared with each other, as the compressor 130 is conducting compression work, an intensity of torque of the compressor 130 is higher than an intensity of torque of the motor 120. Therefore, as shown by reference sign (b) of FIG. 5, the compressor 130 is on the low rotating speed side with respect to pulley rotating speed Np, and the quantity of discharge is reduced. On the other hand, the motor 120 is operated as a generator on the high-rotating-speed side with respect to pulley rotating speed Np, and the battery 20 can be electrically charged by the motor 120. In this connection, when an operation is conducted so that motor rotating speed Nm can be decreased, compressor rotating speed Nc can be increased.

Further, when the engine 10 is stopped, the electromagnetic clutch 170 is turned off, and the compressor 130 is operated by a drive force of the motor 120. At this time, as shown by reference sign (c) in FIG. 5, when the motor 120 is driven in the reverse direction, the pulley rotating shaft 111 is going to be reversed in the same manner and locked by the one-way clutch 180. Accordingly, the drive force of the motor 120 is transmitted to the compressor 130. In this case, when motor rotating speed Nm is increased and decreased, the compressor rotating speed Nc is increased and decreased.

In this connection, even while the engine 10 is being operated, when the electromagnetic clutch 170 is turned off, the compressor 130 can be operated by driving the motor 120 in the reverse direction in the same manner as that of the stoppage of the engine 10.

In the case where operation of the compressor 130 is not needed, the compressor 130 is stopped by turning off the electromagnetic clutch 170 and the motor 120.

According to the above structure and the explanation of the operation, the operational effect of the present invention will be explained below. First, when the rotating speed of the motor 120 is adjusted, the compressor rotating speed Nc is increased and decreased with respect to pulley rotating speed Np, so that the quantity of discharge of the compressor 130 can be varied. At the time of cool-down, that is, when the necessary cooling capacity of the refrigerating cycle device 200 is maximized, the quantity of discharge of the compressor can be increased higher than that of the prior art by increasing the compressor rotating speed Nc to higher than pulley rotating speed Np. Therefore, it is possible to previously set the structural size and the capacity of discharge to be small. On the contrary, when compressor rotating speed Nc is decreased lower than pulley rotating speed Np, the quantity of discharge of the compressor 130 can be reduced. Therefore, the compressor 130 can cope with the necessary cooling capacity of the refrigerating cycle device 200 at the time of normal running after the completion of cool-down.

Further, in the case where the engine 10 is stopped because of idling stop and the rotating speed of the pulley 110 becomes zero, the compressor 130 can be operated when the motor 120 is operated. Therefore, even at the time of an idling stop, the cooling function can be continuously exhibited.

In the present invention, by adjusting motor rotating speed Nm, the quantity of discharge of the compressor 130 can be varied. Therefore, it is sufficient to use a fixed displacement type compressor 130. Accordingly, the manufacturing cost can be reduced.

Further, an IPM motor is used for the motor 120. Therefore, compared with an SPM (Surface Permanent Magnet) motor conventionally used, the motor 130 can be highly effectively operated at a high output. As the planetary gear 150 is accommodated in a space provided on the inner circumferential side of the rotor 120 a, the size of the hybrid compressor 101 can be reduced.

In this connection, compared with an SPM motor, an IPM motor can produce a higher output because the IPM motor can use not only the magnet torque, which is original to the IPM motor, but also the reluctance torque. Further, in the case of the IPM motor, the inductance can be increased. Therefore, the occurrence of iron loss can be reduced, and the efficiency can be enhanced.

In addition, as the rotary shafts 111, 121, 131 are respectively connected to the planetary carrier 152, sun gear 151 and ring gear 153 of the planetary gear 150, a reduction ratio of the compressor 130 to the motor 120 can be increased. Therefore, a motor of high speed and low torque can be used for the motor 120. Accordingly, the size of the compressor can be reduced and the manufacturing cost can be decreased.

As both the electromagnetic clutch 170 and one-way clutch 180 are provided, in the case where the necessary cooling capacity of the refrigerating cycle device 200 is small, if the capacity of the battery 20 is sufficiently large, even in the case of operation of the engine 10, the compressor 130 can be operated by the motor 120 driven by electric power supplied by the battery 20. Therefore, the operation rate of the engine 10 is reduced and the fuel consumption can be improved.

(Another Embodiment)

In the first embodiment, the planetary gear 150 is applied to the speed change mechanism. However, instead of the planetary gear 150, a planetary roller or a differential gear may be applied to the speed change mechanism.

The connections of the gears and the carriers 151, 152, 153 of the planetary gear 150 with the rotary shafts 111, 121, 131 of the pulley 110, motor 120 and compressor 130 are not limited to the above first embodiment but another combination may be employed.

The compressor 130 is not limited to a scroll type compressor of the fixed displacement type. It is possible to use a piston type compressor or a through-vane type compressor. In this connection, in the above explanations, it is explained that the fixed displacement type compressor is preferably used from the viewpoint of reducing the cost. However, instead of the fixed displacement type compressor, it is possible to use a variable displacement type compressor. When the variable displacement type compressor is employed, the quantity of discharge can be greatly varied.

When both the electromagnetic clutch 170 and the one-way clutch 180 are provided, even while the engine 10 is operating, the compressor 130 can be operated by only the drive force of the motor 120. However, in order to accomplish the object of the present invention of downsizing the compressor 130, increasing the output of the motor 120 and enhancing the efficiency, the pulley 110 and the pulley rotary shaft 111 may be directly connected to each other, and the electromagnetic clutch 170 and the one-way clutch 180 may be abolished.

Further, the objective vehicle of the present invention is not limited to an idling stop vehicle. The objective vehicle of the present invention may be a so-called hybrid vehicle having a motor for running in which the engine 10 is stopped according to a predetermined running condition even while the vehicle is running.

While the invention has been described by reference to specific embodiments chosen for purposes of illustration, it should be apparent that numerous modifications could be made thereto by those skilled in the art without departing from the basic concept and scope of the invention.

Referenced by
Citing PatentFiling datePublication dateApplicantTitle
US7296427 *Feb 24, 2004Nov 20, 2007Nippon Soken, Inc.Hybrid compressor device for a vehicle
US7841164 *Sep 19, 2007Nov 30, 2010Honeywell International Inc.Direct metering fuel system with an integral redundant motor pump
WO2008055397A1 *Mar 12, 2007May 15, 2008Beijing Afillip Air SuspensionElectric aero compressor
Classifications
U.S. Classification417/212, 417/223, 417/316, 417/410.1, 417/364
International ClassificationB60H1/32, F04B35/00, F04B49/00, F04B49/06, F04B27/08, B60H1/22
Cooperative ClassificationF04B27/0895, F04B35/002
European ClassificationF04B35/00C, F04B27/08D7
Legal Events
DateCodeEventDescription
Sep 26, 2004ASAssignment
Owner name: DENSO CORPORATION, JAPAN
Free format text: ASSIGNMENT OF ASSIGNORS INTEREST;ASSIGNORS:ASA, HIRONORI;UNO, KEIICHI;OGAWA, HIROSHI;REEL/FRAME:015845/0431
Effective date: 20040830
Owner name: NIPPON SOKEN, INC., JAPAN
Free format text: ASSIGNMENT OF ASSIGNORS INTEREST;ASSIGNORS:ASA, HIRONORI;UNO, KEIICHI;OGAWA, HIROSHI;REEL/FRAME:015845/0431
Effective date: 20040830