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Air Conditioning Compressors

Introduction

The passenger compartment of a modern perature, qualit y and movement in all corners
a u t o m o b i l e o ffe r s a v e r y d i ffe r e n t e n v i r o n - of the vehicle. The modern heating , ventila-
m e n t t o t h a t o f a v e h i c l e f r o m f i ft y y e a r s t i n g a n d a i r c o n d i t i o n i n g s y s t e m ( H VAC ) c a n
ago. As well as the ergonomically designed ensure that thermal comfort and all round
seating and instrument layout, the all round visibilit y are delivered in environments that
visibility and the e ff i c i e n t use of space, range from the heat of Phoenix Arizona to
t o d a y ’s p a s s e n g e r h a s c o n t r o l o v e r a i r t e m - t h e c o l d e s t S c a n d i n a v i a n w i n t e r.

V i e w o f i n s t r u m e n t p a n e l a n d H VAC c o n t r o l s

The ver y heart of the air conditioning sys-


t e m i s t h e c o m p r e s s o r. I t s k e y t a s k s a r e t o
generate the required flow of refrigerant
around the system and at the same time
to compress it s u ff i c i e n t l y to raise its
temperature above the ambient in order
that heat can be rejected from the system.
T h e s e d e m a n d s m u s t b e m e t e ff i c i e n t l y o v e r
ver y wide ranges of compressor speed and
ambient conditions. At the same time ver y
demanding noise generation constraints and Expanded view of a modern
expect ations of durabilit y have to be met. H VAC c o m p r e s s o r

Air Conditioning refrigerant at a low temperature is used to


extract heat from the location to be cooled.
Cycle The refrigerant is subsequently compressed
until it becomes hot enough to be able to
It is self evident that heat tends to flow r e j e c t h e a t t o t h e a m b i e n t . A ft e r c o o l i n g t o
f r o m h i g h t e m p e r a t u r e t o l o w. I f w e w i s h t o near ambient temperature by the ambient
provide cooling at a location in a high tempe- a i r, i t i s e x p a n d e d b a ck t o l o w p r e s s u r e , a
r a t u r e e n v i r o n m e n t t h e n w e a r e e ffe c t i v e l y p r o c e s s w h i ch g e n e r a t e s f u r t h e r r e f r i g e r a n t
asking heat to flow from low temperature temperature reduction that becomes low
t o h i g h . To a ch i e v e t h i s i t i s n e c e s s a r y t o enough to be used for cooling at the re-
o p e r a t e a t h e r m o d y n a m i c c y c l e i n w h i ch a quired location. The cycle is complete. The
r e q u i r e d c o o l i n g i s t h u s a ch i e v e d b u t a t t h e implication of this is that the compressor
expense of the work necessar y to drive the d r i v e s h a ft m u s t p a s s o u t o f t h e c o m p r e s -
c o m p r e s s o r. sor casing with the result ant potential for
refrigerant leakage. Hermetic compressors
heat rejected to ambient a r e n o t p o s s i b l e a n d v e r y e ffe c t i v e s h a ft
seals must be used. A second implication
condenser of the external drive is that the compressor
must be engine mounted so that lengths of
flexible hose must be introduced to accom-
expansion device compressor modate relative movement bet ween engine
a n d ch a s s i s m o u n t e d c o m p o n e n t s .

evaporator As with other air conditioning applications


s y s t e m e ff i c i e n c y i s v e r y i m p o r t a n t a n d t h e
heat absorbed from cabin
automotive application is no exception. While
S ch e m a t i c o f a i r c o n d i t i o n i n g c y c l e t h e ch a r a c t e r i s t i c s o f a l l t h e m a j o r c o m p o -
nents in the system contribute to overall ef-
f i c i e n c y a n y c o m p r e s s o r i n e ff i c i e n c i e s m u s t
The Automotive b e k e p t t o a m i n i m u m . A f u r t h e r fe a t u r e o f
the compressor that requires serious con-
Air Conditioning sideration is its intrinsic noise generation
- modern vehicle noise requirements mean
Application that the compressor must be ver y quiet and
vibration free.
The automotive application places ver y
special demands on the air conditioning sys- A n d f i n a l l y, t h r e e f u r t h e r r e q u i r e m e n t s o f
tem. A t ypical vehicle system has a similar t h e c o m p r e s s o r, s p e c i f i c t o t h e a u t o m o t i v e
cooling capacit y to that required for the air a p p l i c a t i o n , b u t w h i ch a p p l y e q u a l l y t o e v e r y
conditioning of a small house despite the vehicle component – are stringent con-
v a s t d i ffe r e n c e i n v o l u m e s t o b e c o o l e d . T h e straints on size, weight and cost.
reasons for this are t wofold. Firstly cooling
d u t y p e r u n i t v o l u m e i s m u ch h i g h e r f o r t h e
v e h i c l e b e c a u s e h e a t t r a n s fe r c o e ff i c i e n t s
bet ween hot ambient air and the outside
s u r f a c e s a r e m u ch h i g h e r d u e t o m o v e m e n t
of the vehicle through the a i r. Secondly
the proportion of the enclosure consisting
of glass is ver y high for the vehicle – a
f a c t o r t h a t m a k e s t h e e ffe c t o f d i r e c t s o l a r
radiation heating ver y high. On top of this
a particularly demanding requirement is to
c o o l t h e c a b i n v e r y r a p i d l y a ft e r t h e v e h i c l e
has been soaked in an ambient temperature
T h e ch a l l e n g e o f c o m p r e s s o r p a ck a g i n g
o f 4 0 ° C o r h i g h e r. A t t h e s t a r t o f t h e c o o l
down temperatures in the cabin can be as As a result of all these constraints deriving
high as 60 or 70°C. from the use of an engine driven compres-
s o r, i t i s o ft e n s u g g e s t e d t h a t a n e l e c t r i c a l l y
A n o t h e r s i g n i f i c a n t w a y i n w h i ch a u t o m o t i v e d r i v e n s y s t e m w o u l d p r o v i d e a m u ch b e tt e r
a i r c o n d i t i o n i n g d i ffe r s f r o m t h e d o m e s t i c s o l u t i o n . T h e r e a s o n t h a t i t i s n o t fe a s i b l e
or commercial version is the question of o n c u r r e n t v e h i c l e s i s i n s u ff i c i e n t e l e c t r i c a l
compressor drive. In the vehicle the com- power is available and its application must
pressor is belt driven by the engine so that await the widespread implement ation of high
independent control over the compressor powered and e ff i c i e n t integrated starter/
speed is not possible. This obviously has generators. The applications in w h i ch an
significant implications for system control electrical compressor would make real sense
and means that there can be calls for high however are in hybrid and fuel cell vehicles
system performance at times when the w h e r e s u ff i c i e n t e l e c t r i c a l p o w e r i s r e a d i l y
c o m p r e s s o r s p e e d i s v e r y l o w. A n i m p o r t a n t available.
T h e h i g h e ff i c i e n c y o f m o d e r n e n g i n e s c a n testing and then implementation of the
l e a d t o t h e s i t u a t i o n i n w h i ch i n s u ff i c i e n t r e - necessar y manufacturing capacity can be
jected heat is available for comfort heating . completed in time to meet the requirements
This fact has prompted the suggestion that o f t h e E u r o p e a n l e g i s l a t i o n . I f R 74 4 b e c o m e s
the air conditioning system be operated in t h e ch o s e n r o u t e t h e i m p l i c a t i o n s f o r c o m -
reverse as a heat pump to supplement the p r e s s o r t e ch n o l o g y a r e v e r y f a r- r e a ch i n g . A i r
engine heat and the viability of the concept c o n d i t i o n i n g s y s t e m s w i t h R 74 4 n e e d c o m -
has been demonstrated on a number of plat- p r e s s o r s w i t h d i s p l a c e m e n t o f o n l y a f i ft h
forms. The implications for the compressor o f t h a t r e q u i r e d f o r R 13 4 a b u t o p e r a t i n g a t
a r e t h a t t h e r e q u i r e d o p e r a t i n g l i fe c a n b e m u ch h i g h e r p r e s s u r e s . D i s ch a r g e p r e s s u r e s
nearly doubled and the compressor ambient o f 12 0 b a r a r e n o r m a l c o m p a r e d w i t h a t y p i -
s a fe o p e r a t i n g t e m p e r a t u r e r a n g e m u s t b e c a l 18 b a r f o r a n R 13 4 a s y s t e m . A s c a n b e
extended downwards to minus 20°C. imagined, these factors have big implications
for the compressor layout and s t ru c tu r a l
strength requirements and also represent a
p a r t i c u l a r l y s e v e r e s h a ft s e a l ch a l l e n g e .

100

80°C 120°C 160°C 200°C


40°C
0°C
Delphi vehicle with Heat Pump supplement ar y heating -40°C
Pressure - MPa

Refrigerant Issues
10

The automotive air conditioning industr y


responded pro-actively to the demands of

200°C
160°C
t h e 19 8 7 M o n t r e a l P r o t o c o l a n d b y 19 9 4 ,

120°C
80°C
40°C
2 y e a r s e a r l y, t h e ch a n g e o v e r f r o m R 12 t o

0°C
R 13 4 a w a s c o m p l e t e f o r a l l v e h i c l e p r o d u c - 1
100 200 300 400 500 600 700
tion lines in the developed world. It soon Enthalpy - kJ/kg
became apparent that this may not be the
Idealized pressure enthalpy diagram of CO2 cycle
end of the stor y and with increasing pene-
tration of air conditioning in the European Compressor
market together with the demands of the
Ky o t o P r o t o c o l p r e s s u r e h a s b u i l t t o m a k e Te c h n o l o g i e s
ch a n g e s t o s t i l l f u r t h e r r e d u c e t h e p o t e n t i a l
contribution of air conditioning systems Air conditioning began to become available
to global warming . A new Directive has f o r v e h i c l e s i n t h e e a r l y 19 5 0 s . Fr o m t h e
recently completed its progress through the b e g i n n i n g a n u m b e r o f d i ffe r e n t c o m p r e s s o r
European legislative process. It requires the t e ch n o l o g i e s h a v e b e e n u s e d . T h e e a r l i e s t
e l i m i n a t i o n o f R 13 4 a f r o m a l l n e w m o d e l s systems used piston compressors in various
f r o m 2 011 a n d f r o m a l l n e w v e h i c l e s b y 2 017. c o n f i g u r a t i o n s . T h e Fr i g i d a i r e F 5 , a f i v e p i s -
The currently considered alternatives are ton wobble plate configuration, used in the
R 15 2 a w i t h a g l o b a l w a r m i n g p o t e n t i a l l e s s earliest GM vehicles with air conditioning
t h a n 10 % o f t h a t o f R 13 4 a , o r t h e s o - c a l l e d w a s f i r s t p r o d u c e d i n 19 5 6 – i t w e i g h e d i n a t
‘ n a t u r a l ’ r e f r i g e r a n t R 74 4 ( c a r b o n d i o x i d e ) . 1 8 k g ! T h e R 4 c o m p r e s s o r w i t h a s c o t ch y o k e
R 15 2 a has thermodynamic ch a r a c t e r i s t i c s m e ch a n i s m w a s f i r s t p r o d u c e d b y H a r r i s o n
v e r y s i m i l a r t o t h o s e o f R 13 4 a a n d w i l l b e ( n o w D e l p h i ) i n 19 74 a n d r e m a i n e d i n p r o -
directly usable with current compressor d u c t i o n u n t i l 19 9 5 . I t w a s 19 0 m m i n o v e r a l l
t e ch n o l o g y. Its potential draw b a ck is a diameter and weighed 9kg .
degree of flammability that has made the
industr y reluctant to consider it. More re-
c e n t l y o t h e r l a r g e ch e m i c a l c o m p a n i e s h a v e
announced the potential availabilit y of new
a l t e r n a t i v e s . L i tt l e i s k n o w n a b o u t t h e m a t
this st age but it is assumed that they too
would function with current compressor
An early
t e ch n o l o g y. T h e r e m u s t b e a q u e s t i o n a s t o c o m p r e s s o r,
whether the necessar y development and the Delphi R4
The p r e fe r r e d configuration for a piston Early compressors were all fixed displace-
compressor soon moved to a double acting m e n t a n d s y s t e m c o n t r o l w a s a ch i e v e d b y
s w a s h - p l a t e d e s i g n o f w h i ch t h e H a r r i s o n s w i t ch i n g the compressor on and o ff by
(Delphi) HD6 is t ypical. The fixed swash- means of an e l e c t r o - m e ch a n i c a l c l u t ch
plate is held bet ween the opposing ends contained within the compressor p u l l e y.
of the double piston by a pair of shoes and As consideration began to be given to the
t wo steel balls. application of air conditioning to smaller
vehicles with smaller engines it was found
that the significant and sudden increase in
engine load that resulted from compressor
s w i t ch i n g caused problems for the small
e n g i n e w i t h r e s u l t a n t i s s u e s o f d r i v a b i l i t y.
A compressor with variable displacement
o ffe r e d t h e s o l u t i o n t o t h i s p r o b l e m . I n 19 8 5
Harrison (Delphi) were the first to go into
series production with a variable compres-
s o r, t h e V 5 , a w o b b l e p l a t e d e s i g n w i t h f i v e
pistons.
Section through an early fixed swash-plate
c o m p r e s s o r, t h e D e l p h i H D 6

A second positive displacement configura-


t i o n u s e d i s t h e s l i d i n g v a n e . I t o ffe r s a d -
vant ages of compactness and low cost but
c a r r i e s t h e p e n a l t y o f v e r y p o o r e ff i c i e n c y a t
high pressure ratios.

The other main configuration is the scroll


c o m p r e s s o r i n w h i ch o n e s c r o l l w i t h a n i n -
volute surface orbits inside a fixed second
scroll of the same shape. It can be seen
from the figure that the contact points of
the scrolls enclose a cavit y of reducing size
(shaded green) that moves from the outside
to the centre as the one scroll orbits inside T h e m e ch a n i s m o f a v a r i a b l e w o b b l e p l a t e c o m p r e s s o r

t h e o t h e r. T h e r e s u l t i s a n i n d u c t i o n o f g a s
at the peripher y of the scroll and deliver y Although scroll, vane and piston compres-
of compressed gas at the centre. These sors are all still in use in automotive applica-
compressors are ver y e ff i c i e n t and quiet tions, the piston compressor is dominant.
but represent a significant ch a l l e n g e for Where the combination of e ff i c i e n c y and
manufacture and hence for cost. They have controllabilit y is the key requirement, piston
the disadvant age that although a variable c o m p r e s s o r s o ffe r t h e b e s t s o l u t i o n .
version of this compressor is possible, the
s u p e r i o r e ff i c i e n c y a d v a n t a g e i s l o s t .
Piston Compressors

The compressor has the t ask of inducing gas


at a low suction pressure and delivering it at
a h i g h e r d i s ch a r g e p r e s s u r e . I t a ch i e v e s t h i s
by using reed valves that operate automa-
tically to control the fluid flow into and out of
the cylinders. Starting with the piston at top
d e a d c e n t r e t h e p r e s s u r e i n t h e s m a l l c l e a r-
a n c e v o l u m e w i l l b e c l o s e t o t h e d i s ch a r g e
pressure as the piston has just delivered its
ch a r g e . A s t h e p i s t o n r e c e d e s a n d t h e p r e s -
sure in the clearance volume falls, the delive-
r y r e e d v a l v e c l o s e s a u t o m a t i c a l l y, d r i v e n b y
Illustration of Scroll compression process t h e d i s ch a r g e p r e s s u r e . S i n c e t h e c l e a r a n c e
v o l u m e i s s m a l l , t h e p r e s s u r e d r o p s q u i ck l y T h e s e c o n d m e a s u r e o f c o m p r e s s o r p e r f o r-
until it is below the suction pressure. At m a n c e q u a l i t y i s t h e i s e n t r o p i c e ff i c i e n c y.
this st age the int ake valve opens and the It is given by the ratio of the theoretical
further movement of the piston induces minimum work required to compress the gas
f r e s h ch a r g e . f r o m s u c t i o n t o d i s ch a r g e p r e s s u r e r e l a t i v e
to the work actually done. The theoretical
25
minimum is based on an idealized ‘isentro-
discharge pressure P d p i c ’ p r o c e s s i n w h i ch n o t u r b u l e n c e g e n e r a -
20 tion or viscosity e ffe c t s o c c u r. T h e third
Cylinder Pressure - bar

measure of compressor performance qualit y


15 i s t h e m e ch a n i c a l e ff i c i e n c y. T h i s i s t h e r a t i o
of the work actually done on the gas relative
10
to the measured power input to the com-
p r e s s o r s h a ft . T h e d i ffe r e n c e b e t w e e n t h e s e
5
t wo figures is due to friction.
suction pressure P s

0 5 10 15 20
Cylinder volume - cm 3 Va r i a b l e Piston
Indicator diagram for swash-plate compressor
Compressors

As st ated above, Harrison (now Delphi) was


A ft e r b o tt o m d e a d c e n t r e t h e p i s t o n c o m - the first to go into series production with a
presses the gas induced into the cylinder
v a r i a b l e c o m p r e s s o r. T h e w o b b l e p l a t e t h a t
u n t i l i t r e a ch e s t h e d i s ch a r g e p r e s s u r e . A t
drives the pistons with this design is free
this st age the deliver y valve is opened auto-
to tilt so that the piston stroke, and hence
m a t i c a l l y b y t h e p r e s s u r e d i ffe r e n t i a l a n d
d i s p l a c e m e n t c a n b e ch a n g e d . T h e w o b b l e
t h e c o m p r e s s e d ch a r g e i s d e l i v e r e d .
plate m e ch a n i s m allows ver y short and
compact pistons to be used. The ball-ended
T h e r e a r e s e v e r a l k e y fe a t u r e s o f t h i s o v e -
connecting rods are swaged into the pistons
rall process import ant for performance and
a n d w o b b l e p l a t e w h i ch r e s u l t s i n s t r o n g ,
e ff i c i e n c y. T h e c l e a r a n c e v o l u m e m u s t b e a s
low friction and ver y simple joints. The fact
s m a l l a s p o s s i b l e w i t h o u t r i s k i n g i n t e r fe -
that the connecting rods are tilted slightly
rence bet ween the piston and the cylinder
during compression as a result of the wobble
h e a d a s a r e s u l t o f d i ffe r e n t i a l t h e r m a l e x p a n -
plate movement means that the forces act-
s i o n o r s t r e s s e ffe c t s . T h e c o n s e q u e n c e s
ing do not all lie along the piston axes. The
of finite clearance volume are principally
result is that higher vibrational harmonics
indicated by the compressor volumetric
c a n b e g e n e r a t e d w h i ch m a k e s m a n a g e m e n t
e ff i c i e n c y w h i ch i s t h e r a t i o o f t h e v o l u m e
of delivered gas measured at the suction o f c o m p r e s s o r n o i s e m o r e o f a ch a l l e n g e

pressure relative to volume displaced by the than with later generations of swash-plate

p i s t o n . T h e d y n a m i c r e s p o n s e ch a r a c t e r i s - c o m p r e s s o r. N o n e t h e l e s s t h e v a l u e o f t h i s
tics of the reed valves are also import ant. configuration is illustrated by the fact that it
Vo l u m e t r i c e ff i c i e n c y i s a l s o i m p a c t e d b y t h e is still produced at a rate of several million
quantity of gas that leaks past the pistons units per year worldwide for inst allation in
t o t h e c r a n k c a s e , w h i ch i s d e t e r m i n e d b y n e w v e h i c l e s a s o r i g i n a l e q u i p m e n t , o ffe r i n g
piston sealing and clearances. a good compromise bet ween cost and the
functionalit y of a variable displacement com-
p r e s s o r.
Efficiency Definition
The next generation of variable compres-
d e l i ve r e d vo l u m e
vo l u m e t r i c η v s o r s u s e d a s w a s h - p l a t e m e ch a n i s m , l a r g e l y
d i s p l a c e d vo l u m e
because of its advant ages of low vibration
i d e a l m i n i m u m wo r k n e e d e d and noise. The m e ch a n i s m by w h i ch the
isentropic ηs
wo r k d o n e t o c o m p r e s s g a s compressor displacement is controlled can
b e d e s c r i b e d i n p r i n c i p l e r e l a t i v e l y s i m p l y,
wo r k d o n e o n c o m p r e s s e d g a s
m e ch a n i c a l η m but in fact the actual displacement of the
wo r k i n p u t t o c o m p r e s s o r s h a ft
compressor in any given situation results
Ta b l e o f c o m p r e s s o r e ff i c i e n c i e s from a quite complex interaction of forces.
is accelerated upwards over the half of the
swash-plate furthest from its centre of rot a-
tion and correspondingly decelerated over
the half nearest to the centre of rotation.
The former therefore exerts greater torque
and the net result is a tendency to upstroke
w h i ch i s p r o p o r t i o n a l t o t h e s q u a r e o f t h e
piston speed and thus becomes significant
at higher compressor speeds.
Va r i a b l e s w a s h - p l a t e c o m p r e s s o r s h o w i n g m e ch a n i s m

A second torque generating force that is a


T h e s w a s h - p l a t e h a s a l i n k a g e m e ch a n i s m
similar function of compressor speed comes
t h a t a l l o w s i t t o r o t a t e t h u s ch a n g i n g i t s a n -
f r o m c e n t r i f u g a l a ffe c t s a c t i n g o n b o t h t h e
gle and with it, the piston displacement. The
l i n k m e ch a n i s m a n d t h e s w a s h - p l a t e i t s e l f. I f
linkage is designed so that the clearance
one considers the t wo halves of the swash-
volume remains as const ant and small as
plate nearest and most remote from the cen-
possible over the full swash-plate angle
tre of rotation it is clear that the centrifugal
range from full stroke to minimum stroke.
forces of the more remote half generate the
greater torque and the net result will be a
This swash-plates freedom to rot ate means
t e n d e n c y t o d e s t r o k e t h e c o m p r e s s o r.
that under any given operating conditions
it will t ake up a position that is determi-
Fu r t h e r forces generating rotation torque
ned by the balance of all the forces acting
on it that tend to cause it to rotate about c a n c o m e f r o m t h e f i tt i n g o f u p s t r o k e a n d / o r

its centre of rot ation. The first element of downstroke springs. These can be inst alled

complexit y is that the centre of rot ation is o n t h e s h a ft t o a s s i s t t h e u p s t r o k e / d o w n -

n o t f i x e d a s i t s h i ft s l o c a t i o n s l i g h t l y w i t h s t r o ke p r o c e s s u n d e r s o m e c o m p r e s s o r o p e r a -
the swash-plate angle. It lies fairly near to t i n g c o n d i t i o n s a n d i f f i tt e d w i l l o b v i o u s l y
the swash-plate connection with the link but contribute to the overall balance of torques.
its exact locus is a function of the linkage H e r e t h e e ffe c t w i l l b e a s i m p l e f u n c t i o n o f
m e ch a n i s m l o c a t i o n , d i m e n s i o n s a n d o f t h e the swash-plate angle.
swash-plate angle. The most obvious force
that comes into play is the gas pressure T h e f i n a l c o n t r i b u t o r t o t h e b a l a n c e o f t o r-
acting on the piston crown. Estimation of ques is that generated on the underside
i t s a v e r a g e e ffe c t , h o w e v e r i s c o m p l e x a s of the pistons by the crank case pressure.
the cylinder pressure varies greatly around Although the crank case pressure remains
the cycle. At the same time its line of action const ant around the cycle its line of action
i s c o n t i n u a l l y ch a n g i n g a n d h e n c e s o i s t h e around the plate must be integrated to ob-
e ffe c t i v e t o r q u e i t e x e r t s a b o u t t h e c e n t r e t ain an average net torque. It is the abilit y to
of rot ation. This torque will obviously tend control this pressure that allows the balance
t o u p s t r o k e t h e c o m p r e s s o r. t o b e s h i ft e d a n d t h u s t h e s w a s h - p l a t e a n g l e
to be controlled. Crank case pressure is con-
A less obvious source of torque generation trolled with bleeds from both suction and
on the swash-plate is the inertia of the pis- high side. The small suction bleed is usually
t o n s w h i ch a r e r e p e a t e d l y a c c e l e r a t e d a n d permanent and the high side bleed is con-
decelerated as the compressor is operated. trolled by means of a valve. If the high side
I t m i g h t b e t h o u g h t t h a t t h e e ffe c t o f t h e bleed is closed the suction bleed pumps the
forces for acceleration and deceleration crankcase down to suction pressure with the
c a n c e l e a ch o t h e r o u t b u t i n f a c t t h e p i s t o n result that the compressor operates at full

Mechanism E f fe c t Comment
Cylinder pressure Upstroke Integrated around swash-plate
Piston inertia Upstroke Significant at high speed
Centrifugal forces Destroke Significant at high speed
Springs Upstroke/destroke W h e r e f i tt e d
Crank case pressure Destroke Adjusted for control

Ta b l e o f s w a s h - p l a t e t o r q u e g e n e r a t i n g m e ch a n i s m s
s t r o k e . I f t h e d i s ch a r g e p r e s s u r e g e t s t o o Th e u s e o f ex t e r n a l c o n t r o l g i ve s a n ex t r a
high, the high pressure bleed can be opened d e g r e e o f f l ex i b i l i t y. P n e u m a t i c c o n t r o l m a i n -
and the crank case pressure increases. At tains eva p o r a t o r pressure so that a i r- o ff
some st age it will be high enough for the t e m p e r a t u r e s r e m a i n a fe w d e g r e e s a b o v e
balance of torques to destroke the compres- 0°C and any need for higher temperatures
s o r. T h e c o n t r o l h a s b e e n a ch i e v e d . t h a n t h i s a r e a ch i e v e d b y m i x i n g w i t h w a r m
a m b i e n t o r r e c i r c u l a t e d a i r. A s a r e s u l t m o r e
0,4
Swash-Plate Angle - radians

Compressor speed: 10 0 0 min -1


compressor work is done to cool the air
Suction pressure: 3 bar

0,3 Cur ves marked with head down to the low temperature than is really
pressure in bar.
n e c e s s a r y. Ve r y s i g n i f i c a n t e n e r g y s a v i n g s
0,2 can be made by using the external control
12 15
9 to manage the system capacit y so that only
0,1 s u ff i c i e n t c o o l i n g i s p r o v i d e d t o m e e t t h e
real need so that significant reheating of
0,0
0 2 4 6 8 10 12 14 16 the comfort air is not needed.
Crank Case Pressure - bar

Compressor control cur ves

The high pressure control valve can be an


automatic, spring operated valve or an elec-
t r i c a l l y s w i t ch e d a n d e l e c t r o n i c a l l y c o n t r o l -
led valve. The former configuration is known
a s p n e u m a t i c c o n t r o l , t h e l a tt e r i s c a l l e d
external control. Section through electronically
controlled compressor valve

The dominant element of system control


is the thermal expansion valve that acts to This potential for energy saving is the most
maint ain a given degree of superheat of the impor tant aspect of ex ternal electronic con -
refrigerant leaving the e v a p o r a t o r. If the trol but it also of fers other advantages such
evaporator pressure becomes too low and as de - stroking at system shut down so that
the risk of evaporator freezing occurs, the the engine load felt by the engine at system
pneumatic control valve comes into opera- star t- up can be gradually increased – known
tion to reduce the compressor stroke and a s “s o f t s t a r t ”. A f u r t h e r a d v a n t a g e i s t h e a b i l -
maint ain the required evaporator pressure. it y to exercise a degree of control over cabin
The automatic control m e ch a n i s m comes humidit y and avoid excessive dr yness that
f r o m t h e b e l l o w s w h i ch i s u n d e r p e r m a n e n t can occur with simple pneumatic control.
vacuum on its inside and exposed to the
suction pressure on the outside. If this Fixed compressors have electromagnetically
p r e s s u r e d i ffe r e n t i a l f a l l s t o o l o w d u e t o o p e r a t e d c l u t ch e s t o a l l o w s y s t e m c o n t r o l
low suction pressure the bellows expand b y s w i t ch i n g t h e c o m p r e s s o r d r i v e o n a n d
to drive the needle to open the connecting o ff a s r e q u i r e d . Va r i a b l e c o m p r e s s o r s h a v e
passage bet ween d i s ch a r g e pressure and t r a d i t i o n a l l y r e t a i n e d t h e c l u t ch t o b e a b l e
crank case. The resulting increase in crank t o t u r n t h e s y s t e m o ff w h e n n o t r e q u i r e d o r
case pressure leads to a reduction in stroke s h o u l d s y s t e m c o n d i t i o n s a p p r o a ch u n s a fe
with the consequential reduction in refri- operating levels for any reason. A more recent
gerant mass flow rate and increase in suc- i n n o v a t i o n i s t h e i n t r o d u c t i o n o f c l u t ch l e s s
tion pressure. As the evaporator pressure compressors. It is made possible by the
increases the pressure d i ffe r e n t i a l drives implement ation of external compressor con-
the needle to close the connecting passage trol. Here the compressor can be destroked
b e t w e e n d i s ch a r g e p r e s s u r e a n d c r a n k c a s e . t o s u ch a n e x t e n t t h a t i t n o l o n g e r p u m p s
The crank case pressure falls as a result of and can be permanently driven without
the suction bleed and the compressor stroke dissipation of significant e n e r g y. Ty p i c a l
increases. d e s t r o k e d e n e r g y c o n s u m p t i o n i s o n l y 15 0 W
a t 3 0 0 0 r e v / m i n . Ve r y s m a l l s t r o k e c a n b e
r e l a t i v e l y e a s i l y a ch i e v e d a n d t h e ch a l l e n g e
is to activate upstroke again when required.
The advant ages are principally p a ck a g i n g
Section through
pneumatic compressor
and weight although cost savings are also
control valve possible.
A Compressor Range trend for both increasing sophistication and
c o s t g o i n g f r o m l e ft t o r i g h t a n d i n c r e a s i n g
O n e f r e q u e n t l y h e a r s a n e e d ex p r e s s e d w i t h d i s p l a c e m e n t g o i n g f r o m t o p t o b o tt o m .
p h r a s e s s u ch a s : ” I wa n t t h e m o s t e ff i c i e n t
a n d l i g h t e s t c o m p o n e n t p o s s i b l e .” I n r e a l i t y The SP range of fixed swash-plate compressors
h oweve r, i t i s n o t p o s s i b l e t o o p t i m i s e a g a i n s t each with five double acting pistons represents
t wo i n d e p e n d e n t p a r a m e t e r s a t t h e s a m e t i m e the lowest cost solution for applications that
- t h e m o s t e ff i c i e n t p o s s i b l e w i l l n o t n e c e s s a - can tolerate the implications of a cycling clutch.
r i l y b e t h e l i g h t e s t a n d v i c e - ve r s a ( o t h e r t h a n The double piston configuration means that
by c o i n c i d e n c e ) . W h i l e o p t i m i s a t i o n a g a i n s t a in effect there are a tot al of ten compression
single parameter is possible, the significance cavities which yields ver y low levels of pres-
o f t h e s e c o n d c a n o n l y t h e n b e ex p r e s s e d a s sure fluctuation. This feature combined with the
a l i m i t o r a c o n s t r a i n t . “ I wa n t t h e m o s t e ff i - smoothness of the swash-plate drive results in
c i e n t c o m p o n e n t p o s s i b l e we i g h i n g l e s s t h a n an inherently quiet compressor.
1 kg .”
The V5 range of wobble plate variable compres-
It is generally recognised that the automo- sors has already been described as the original
t i ve i n d u s t r y s o u r c e s a g a i n s t t h e s i n g l e o p t i - Delphi variable compressor. It has seen con-
misation parameter – cost. While there are siderable refinement over the years and whilst
ve r y m a ny other constraints within w h i ch it cannot compete with the CVC swash-plate
t h ey h ave t o o p e r a t e – b o t h a p p l i c a t i o n s a n d range for quietness and efficiency it represents
m a r ke t b a s e d c o n s t r a i n t s – t h e s e c a n o n l y b e a ver y cost-effective introduction to variable
ex p r e s s e d a s l i m i t i n g va l u e s . Th e t a r g e t w i l l compressor technology. The dual PTFE piston
a l ways b e t o a c q u i r e t h e p r o d u c t t h a t m e e t s rings contribute to low blow-by and good oil
t h e n e e d s o f t h e a p p l i c a t i o n a t t h e l owe s t retention.
p o s s i b l e c o s t . S i n c e t h e n e e d s ex p r e s s e d a s
c o n s t r a i n t s va r y g r e a t l y, d e p e n d i n g u p o n a p p l i- The Compact Variable Compressor (CVC) range
c a t i o n , a s u p p l i e r n e e d s t o o ffe r a n ex t e n s i ve of compressors uses swash-plate technology
r a n g e o f c o m p r e s s o r s o ffe r i n g a s p e c t ru m o f to ensure that a/c system generated noise and
b a l a n c e s b e t we e n s o p h i s t i c a t i o n a n d c o s t i n vibration is kept to a minimum. Internally and
o r d e r t o s t a n d a ch a n c e o f m e e t i n g t h e n e e d s externally controlled versions are available.
o f a s i g n i f i c a n t p r o p o r t i o n o f t h e m a r ke t . Th i s
w i l l ex t e n d f r o m s i m p l e f i xe d c o m p r e s s o r s t o The externally controlled range of CVC compres-
m e e t t h e m o s t s t r a i g h t fo r wa r d a p p l i c a t i o n s t o sors are offered with and without clutch. In the
e l e c t r o n i c a l l y c o n t r o l l e d va r i a b l e c o m p r e s s o r s clutchless compressor the abilit y to upstroke
w h e r e p e r fo r m a n c e , a c c u r a c y a n d e ff i c i e n c y again after destroke to a minimum that is only 1
p l ay a m o r e i m p o r t a n t r o l e . or 2% of maximum stroke is ensured by the ver y
tight tolerances of the piston and cylinder bore
As means of illustration the Delphi com- dimensions. They ensure ver y low blow-by which
p r e s s o r p r o d u c t r a n g e f o r R 13 4 a i s i n d i c a t e d helps maint ain low parasitic losses and ensure
b e l o w. Compressors are shown with the that upstroke can be achieved when required.

Fixed Va r i a b l e

Wo b b l e P l a t e Swash-Plate

12 3 V 5 i 5 C VC 12 0 i 5 C VC 12 0 c 5 C VC 12 0 e
SP08
displacement

13 2 V 5 i 6 C VC 12 5 i 6 C VC 12 5 c 6 C VC 12 5 e
Increasing

S P 10
14 4 V 5 i 6 C VC 13 5 i 6 C VC 13 5 c 6 C VC 13 5 e
S P 13
15 1 V 5 i 6 C VC 14 0 i 6 C VC 14 0 c 6 C VC 14 0 e
S P 15
15 6 V 5 i 6 C VC 16 0 i 6 C VC 16 0 c 6 C VC 16 0 e
S P 17
15 6 V 5 e 7 C VC 16 5 i 7 C VC 16 5 c 7 C VC 16 5 e
SP21
17 9 V 7 e 7 C VC 1 8 5 i 7 C VC 1 8 5 c 7 C VC 1 8 5 e

Increasing sophistication and cost trend


SP - fixed displacement ### - displacement in cc # - number of pistons i - internal control
## - d i s p l a c e m e n t i n c c / 10 V - wobble plate C VC - v a r i a b l e s w a s h - p l a t e c - c l u t ch l e s s
# - number of cylinders ### - max displacement in cc e - external control
i - internal control
e - external control

D e l p h i e n g i n e - d r i v e n R 13 4 a c o m p r e s s o r r a n g e
I t c a n b e s e e n t h a t t h e C VC r a n g e i s v e r y will be bet ween 7 and 9. The reason for this
comprehensive. Not shown here is the uncertainty is that the appropriate balance
f u r t h e r f l e x i b i l i t y o ffe r e d b y a v e r y w i d e bet ween cost and noise/durabilit y has not
range of possible piping configurations yet been est ablished.
w h i ch t o g e t h e r c a r r y t h e i m p l i c a t i o n t h a t a
l a r g e n u m b e r o f d i ffe r e n t c o m p r e s s o r c o n -
figurations must pass down the production
lines. It has been concluded by some that
this complexit y is likely to have a negative
e ffe c t o n p r o d u c t q u a l i t y w h e n i n f a c t t h e
o p p o s i t e i s t r u e . To m a n a g e t h e c o m p l e x i t y
a system known as RFID – radio frequency
i d e n t i f i c a t i o n – i s u s e d i n w h i ch e a ch i n d i v i d -
u a l c o m p r e s s o r c a r r i e s a ch i p w i t h i t d o w n Delphi CO2 compressor
the production line. During the passage
d o w n t h e l i n e t h e ch i p r e a d s a n d v e r i f i e s a l l It can be seen that as a result of the ver y
the information about the individual compo- d i ffe r e n t f l u i d p r o p e r t i e s , t h e d i s p l a c e m e n t s
nents as they are assembled (manufacturing o ffe r e d a r e v e r y m u ch l o w e r t h a n f o r R 13 4 a .
dates, dimensions, etc) and communicates T h e r a n g e fe a t u r e s s h a ft s e a l i n g b y f a c e s e a l
i t b a ck t o a c e n t r a l c o m p u t e r f o r f i l i n g . T h i s a n d i n t e r n a l o i l s e p a r a t o r. T h e n e e d f o r t h e
d a t a o n e a ch i n d i v i d u a l c o m p r e s s o r i s t h e n l a tt e r c o m e s f r o m t h e s i g n i f i c a n t e v a p o r a t o r
available for later access should there be performance degradation that occurs with
problems further down the line or problems CO2 if excess oil is allowed to circulate.
from the field. The availabilit y of all this com-
prehensive and det ailed dat a contributes to T h e s e c o n d n e w t e ch n o l o g y c o n c e r n s c o m -

the establishment and maintenance of the pressors for future powertrains, whether

ver y high levels of reliabilit y required by the hybrid or fuel cell – the electrically driven
c o m p r e s s o r. U n d e r d e v e l o p m e n t i s a f a m i l y
application.
o f s c r o l l c o m p r e s s o r s d r i v e n b y 3 15 v o l t
brushless electric motors. Scroll displace-
N e w Te c h n o l o g i e s ments are 28 and 38cc for cooling capacities
o f 5 . 6 a n d 7. 1 k W r e s p e c t i v e l y. T h e m o t o r s
In recent years a serious interest in the are cooled using the low temperature re-
u s e o f R 74 4 a s r e f r i g e r a n t i n a u t o m o t i v e frigerant vapour from the evaporator with
air conditioning systems has been gene- a r e s u l t a n t m o t o r e ff i c i e n c y o f 9 4 % . T h e
rated. European legislation has recently inverter is cooled by conduction from the
been passed that will force the industr y s a m e r e f r i g e r a n t a n d i t t o o h a s e ff i c i e n c y i n
t o m o v e a w a y f r o m R 13 4 a a n d R 74 4 h a s the 94 to 98% range.
b e c o m e t h e l e a d i n g c o n t e n d e r. A s a r e s u l t
Delphi is developing a range of swash-plate
compressors to meet this need. Current
3
protot ypes have five pistons and maximum 2
1
displacement of 30cc although the number
of pistons in the final product range is still
under development. Both fixed and variable
v e r s i o n s o f d i s p l a c e m e n t s o f 15 , 2 1 a n d Section through Delphi Electric Compressor
30cc are planned. It is envisaged that for
1 Scroll Compressor
low displacement the number of pistons 2 Pe r m a n e n t M a g n e t M o t o r
w i l l b e b e t w e e n 5 a n d 7, a t t h e h i g h e n d i t 3 Inverter and Integrated Electronics

Conclusion

T h i s p a p e r h a s a i m e d to p re s e n t t h e te ch n i c a l re q u i re m e n t s o f t h e c o m p re s s o r fo r u s e i n
a u to m o t i ve a i r c o n d i t i o n i n g a p p l i c a t i o n s a n d to s h ow h ow t h e d i ve r s e re q u i re m e n t s o f t h e
a p p l i c a t i o n m e a n t h a t a s u p p l i e r m u s t h ave ava i l a b l e a ra n ge o f te ch n o l o g i e s a n d s p e c i f i -
c a t i o n s to b e a b l e to m e e t t h e s e n e e d s . I t go e s o n to s h ow h ow t h e D e l p h i c o m p re s s o r
p ro d u c t ra n ge i s d e s i g n e d to g i ve c o m p re h e n s i ve c ove ra ge a n d f i n i s h e s w i t h c o n s i d e ra t i o n
o f c o m p re s s o r s fo r d e ve l o p m e n t a l te ch n o l o g i e s t h a t a re l i ke l y to b e c o m e s i g n i f i c a n t i n t h e
re l a t i ve l y n e a r f u tu re .
Delphi Thermal Systems European Headquarters
Avenue de Luxembourg
L - 4940 Bascharage
Grand-Duché de Luxembourg
Tél : +352 50 18 1
Fax : +352 50 18 48 00

w w w . d e l p h i . c o m

©20 06 Delphi All rights reserved To d a y ’s I n k s . à r. l 236243-1

A b o u t D e l p h i M u l t i - n a t i o n a l : D e l p h i c o n d u c t s i t s b u s i n e s s o p e r a t i o n s t h r o u g h v a r i o u s s u b s i d i a r i e s a n d h a s h e a d q u a r t e r i n Tr o y M i ch i g a n U S A , P a r i s , To k y o a n d S ã o P a u l o , B r a z i l .

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