Air Conditioning Compressors

Introduction
The passenger compartment of a modern 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 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 ago. As well as the ergonomically designed seating and instrument layout, the all round visibility and the e ff i c i e n t use of space, 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 perature, qualit y and movement in all corners of the vehicle. The modern heating , ventilat 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 ensure that thermal comfort and all round visibilit y are delivered in environments that range from the heat of Phoenix Arizona to 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 syst 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 the to raise in its temperature above ambient 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 expect ations of durabilit y have to be met.
Expanded view of a modern 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. The refrigerant is subsequently compressed until it becomes hot enough to be able to 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 near ambient temperature by the ambient 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 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 temperature reduction that becomes low enough to be used for cooling at the required location. The cycle is complete. The

Cycle
It is self evident that heat tends to flow 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 provide cooling at a location in a high temper 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 asking heat to flow from low temperature 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 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

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 expense of the work necessar y to drive the c o m p r e s s o r.

heat rejected to ambient condenser

implication of this is that the compressor 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 sor casing with the result ant potential for refrigerant leakage. Hermetic compressors 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 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 heat absorbed from cabin 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

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 automotive application is no exception. While 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 eff 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 Air

Automotive Conditioning

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 consideration is its intrinsic noise generation - modern vehicle noise requirements mean that the compressor must be ver y quiet and vibration free. places ver y 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 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 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 vehicle component are stringent constraints on size, weight and cost.

Application
The automotive application

special demands on the air conditioning system. A t ypical vehicle system has a similar cooling capacit y to that required for the air conditioning of a small house despite the 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 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 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 high as 60 or 70C. 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 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 or commercial version is the question of compressor drive. In the vehicle the compressor is belt driven by the engine so that independent control over the compressor speed is not possible. This obviously has significant implications for system control and means that there can be calls for high system performance at times when the 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

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

As a result of all these constraints deriving from the use of an engine driven compress 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 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 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 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 power is available and its application must await the widespread implement ation of high powered and e ff i c i e n t integrated in starter/ an generators. The applications w h i ch

electrical compressor would make real sense however are in hybrid and fuel cell vehicles 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 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 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 jected heat is available for comfort heating . This fact has prompted the suggestion that the air conditioning system be operated in reverse as a heat pump to supplement the engine heat and the viability of the concept has been demonstrated on a number of platforms. The implications for the compressor 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 nearly doubled and the compressor ambient 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 extended downwards to minus 20C.

testing

and

then

implementation capacity

of can

the be

necessar y

manufacturing

completed in time to meet the requirements 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 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 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 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 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 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 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 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 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 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

Delphi vehicle with Heat Pump supplement ar y heating

Pressure - MPa

-40C

0C

40C

80C

120C

160C

200C

Refrigerant
The automotive air

Issues
conditioning industr y

10

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 tion lines in the developed world. It soon became apparent that this may not be the end of the stor y and with increasing penetration of air conditioning in the European 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 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 to global of air conditioning A new systems has

1 100

200

300

400 500 Enthalpy - kJ/kg

0C

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

40C

80C

120C

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 ,

600

160C

200C

responded pro-actively to the demands of

700

Idealized pressure enthalpy diagram of CO2 cycle

Compressor Te c h n o l o g i e s
Air conditioning began to become available 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 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 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 systems used piston compressors in various 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 ton wobble plate configuration, used in the earliest GM vehicles with air conditioning 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 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 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 ( 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 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 diameter and weighed 9kg .

warming .

Directive

recently completed its progress through the European legislative process. It requires the 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 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. The currently considered alternatives are 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 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 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 ) . R 15 2 a directly has thermodynamic with ch a r a c t e r i s t i c s compressor b a ck is a 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 usable Its current draw t e ch n o l o g y. potential

degree of flammability that has made the industr y reluctant to consider it. More rec 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 the with current compressor and 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 whether necessar y development
An early c o m p r e s s o r, the Delphi R4

The

p r e fe r r e d

configuration

for

piston

Early compressors were all fixed displacem 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 i t ch i n g means of contained application the an compressor the on and o ff by e l e c t r o - m e ch a n i c a l compressor to c l u t ch p u l l e y. smaller

compressor soon moved to a double acting 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 (Delphi) HD6 is t ypical. The fixed swashplate is held bet ween the opposing ends of the double piston by a pair of shoes and t wo steel balls.

within of air

As consideration began to be given to the conditioning 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 A caused problems variable 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. compressor with 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 compress 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 configurat 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 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 of but compressed represent a gas at the centre. These and quiet for ch a l l e n g e compressors are ver y e ff i c i e n t Although scroll, vane and piston compressors are all still in use in automotive applications, the piston compressor is dominant. Where the combination of e ff i c i e n c y and controllabilit y is the key requirement, piston 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 .
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

significant

manufacture and hence for cost. They have the disadvant age that although a variable 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 automatically 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 ra 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 deliver 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 until it is below the suction pressure. At this st age the int ake valve opens and the further movement of the piston induces f r e s h ch a r g e .

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 rm 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. It is given by the ratio of the theoretical minimum work required to compress the gas 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 minimum is based on an idealized isentro-

25 discharge pressure P d Cylinder Pressure - bar 20

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 tion or viscosity e ffe c t s o c c u r. T h e third 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 to the measured power input to the comp 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 t wo figures is due to friction.
suction pressure P s 5 10 Cylinder volume - cm 3 15 20

10

Va r i a b l e

Piston

Indicator diagram for swash-plate compressor

Compressors
As st ated above, Harrison (now Delphi) was the first to go into series production with a 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 drives the pistons with this design is free to tilt so that the piston stroke, and hence 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 plate m e ch a n i s m allows ver y short and compact pistons to be used. The ball-ended connecting rods are swaged into the pistons 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 , low friction and ver y simple joints. The fact that the connecting rods are tilted slightly during compression as a result of the wobble plate movement means that the forces acting do not all lie along the piston axes. The result is that higher vibrational harmonics 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 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 than with later generations of swash-plate 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 configuration is illustrated by the fact that it is still produced at a rate of several million units per year worldwide for inst allation in 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 a good compromise bet ween cost and the functionalit y of a variable displacement comp r e s s o r.

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 presses the gas induced into the cylinder 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 this st age the deliver y valve is opened autom 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 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 . 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 rall process import ant for performance and 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 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 rence bet ween the piston and the cylinder 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 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 of finite clearance volume are principally indicated by the compressor volumetric 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 pressure relative to volume displaced by the 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 tics of the reed valves are also import ant. 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 quantity of gas that leaks past the pistons 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 piston sealing and clearances.

Efficiency
vo l u m e t r i c v

Definition
d e l i ve r e d vo l u m e d i s p l a c e d vo l u m e i d e a l m i n i m u m wo r k n e e d e d wo r k d o n e t o c o m p r e s s g a s wo r k d o n e o n c o m p r e s s e d g a s wo r k i n p u t t o c o m p r e s s o r s h a ft

The next generation of variable compress 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 because of its advant ages of low vibration and noise. The m e ch a n i s m by w h i ch the 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, but in fact the actual displacement of the compressor in any given situation results from a quite complex interaction of forces.

isentropic s

m e ch a n i c a l m

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

is accelerated upwards over the half of the swash-plate furthest from its centre of rot ation 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

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 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 gle and with it, the piston displacement. The linkage is designed so that the clearance volume remains as const ant and small as possible over the full swash-plate angle range from full stroke to minimum stroke. This swash-plates freedom to rot ate means that under any given operating conditions it will t ake up a position that is determined by the balance of all the forces acting on it that tend to cause it to rotate about its centre of rot ation. The first element of complexit y is that the centre of rot ation is 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 the swash-plate angle. It lies fairly near to the swash-plate connection with the link but its exact locus is a function of the linkage 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 swash-plate angle. The most obvious force that comes into play is the gas pressure acting on the piston crown. Estimation of 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 the cylinder pressure varies greatly around the cycle. At the same time 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 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 of rot ation. This torque will obviously tend t o u p s t r o k e t h e c o m p r e s s o r. A less obvious source of torque generation on the swash-plate is the inertia of the pist 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 decelerated as the compressor is operated. 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 forces for acceleration and deceleration 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 Mechanism Cylinder pressure Piston inertia Centrifugal forces Springs Crank case pressure E f fe c t Upstroke Upstroke Destroke Upstroke/destroke Destroke

A second torque generating force that is a similar function of compressor speed comes 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 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 one considers the t wo halves of the swashplate nearest and most remote from the centre of rotation it is clear that the centrifugal forces of the more remote half generate the greater torque and the net result will be a 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. Fu r t h e r forces generating rotation torque

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 downstroke springs. These can be inst alled 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 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 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 contribute to the overall balance of torques. 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 the swash-plate angle. 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 rques is that generated on the underside of the pistons by the crank case pressure. Although the crank case pressure remains const ant around the cycle its line of action around the plate must be integrated to obt ain an average net torque. It is the abilit y to control this pressure that allows the balance 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 controlled with bleeds from both suction and high side. The small suction bleed is usually permanent and the high side bleed is controlled by means of a valve. If the high side bleed is closed the suction bleed pumps the crankcase down to suction pressure with the result that the compressor operates at full Comment Integrated around swash-plate Significant at high speed Significant at high speed W h e r e f i tt e d 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 high, the high pressure bleed can be opened and the crank case pressure increases. At some st age it will be high enough for the balance of torques to destroke the compress 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 .
Swash-Plate Angle - radians 0,4
Compressor speed: 10 0 0 min -1 Suction pressure: 3 bar Cur ves marked with head pressure in bar.

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 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 tains eva p o r a t o r pressure so that a i r- o ff 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 0C and any need for higher temperatures 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 compressor work is done to cool the air down to the low temperature than is really 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 can be made by using the external control to manage the system capacit y so that only 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

0,3

0,2
9

12

15

0,1 0,0

6 8 10 12 Crank Case Pressure - bar

14

16

the comfort air is not needed.

Compressor control cur ves

The high pressure control valve can be an automatic, spring operated valve or an elect 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. The dominant element of system control This potential for energy saving is the most impor tant aspect of ex ternal electronic con trol but it also of fers other advantages such as de - stroking at system shut down so that the engine load felt by the engine at system star t- up can be gradually increased known 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 it y to exercise a degree of control over cabin humidit y and avoid excessive dr yness that can occur with simple pneumatic control. Fixed compressors have electromagnetically 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 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 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 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 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 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 operating levels for any reason. A more recent 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 compressors. It is made possible by the implement ation of external compressor control. Here the compressor can be destroked 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 and can be of permanently significant driven e n e r g y. without Ty p i c a l dissipation
Section through electronically controlled compressor valve

is the thermal expansion valve that acts to maint ain a given degree of superheat of the refrigerant leaving the e v a p o r a t o r. If the evaporator pressure becomes too low and the risk of evaporator freezing occurs, the pneumatic control valve comes into operation to reduce the compressor stroke and maint ain the required evaporator pressure. The automatic control m e ch a n i s m comes 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 vacuum on its inside and exposed to the suction pressure on the outside. If this 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 low suction pressure the bellows expand to drive the needle to open the connecting passage bet ween d i s ch a r g e pressure and crank case. The resulting increase in crank case pressure leads to a reduction in stroke with the consequential reduction in refrigerant mass flow rate and increase in suction pressure. As the evaporator pressure increases the pressure d i ffe r e n t i a l drives the needle to close the connecting passage 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 . The crank case pressure falls as a result of the suction bleed and the compressor stroke 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.

Section through pneumatic compressor control valve

The

advant ages

are

principally

p a ck a g i n g

and weight although cost savings are also possible.

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 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 . The SP range of fixed swash-plate compressors each with five double acting pistons represents the lowest cost solution for applications that can tolerate the implications of a cycling clutch. The double piston configuration means that in effect there are a tot al of ten compression cavities which yields ver y low levels of pressure fluctuation. This feature combined with the smoothness of the swash-plate drive results in an inherently quiet compressor. The V5 range of wobble plate variable compres-

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 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 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 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 - 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 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 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 single parameter is possible, the significance 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 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 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 1 kg . It is generally recognised that the automot 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 misation parameter cost. While there are ve r y m a ny other constraints within w h i ch 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 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 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 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 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 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 ic 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 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 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 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 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 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 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 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 p l ay a m o r e i m p o r t a n t r o l e . As means of illustration are the Delphi with comthe

sors has already been described as the original Delphi variable compressor. It has seen considerable refinement over the years and whilst it cannot compete with the CVC swash-plate range for quietness and efficiency it represents a ver y cost-effective introduction to variable compressor technology. The dual PTFE piston rings contribute to low blow-by and good oil retention. The Compact Variable Compressor (CVC) range of compressors uses swash-plate technology to ensure that a/c system generated noise and vibration is kept to a minimum. Internally and externally controlled versions are available. The externally controlled range of CVC compressors are offered with and without clutch. In the clutchless compressor the abilit y to upstroke again after destroke to a minimum that is only 1 or 2% of maximum stroke is ensured by the ver y tight tolerances of the piston and cylinder bore dimensions. They ensure ver y low blow-by which helps maint ain low parasitic losses and ensure that upstroke can be achieved when required. Va r i a b l e

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 b e l o w. Compressors Fixed Wo b b l e P l a t e Increasing displacement SP08 S P 10 S P 13 S P 15 S P 17 SP21 12 3 V 5 i 13 2 V 5 i 14 4 V 5 i 15 1 V 5 i 15 6 V 5 i 15 6 V 5 e 17 9 V 7 e shown

Swash-Plate 5 C VC 12 0 i 6 C VC 12 5 i 6 C VC 13 5 i 6 C VC 14 0 i 6 C VC 16 0 i 7 C VC 16 5 i 7 C VC 1 8 5 i 5 C VC 12 0 c 6 C VC 12 5 c 6 C VC 13 5 c 6 C VC 14 0 c 6 C VC 16 0 c 7 C VC 16 5 c 7 C VC 1 8 5 c 5 C VC 12 0 e 6 C VC 12 5 e 6 C VC 13 5 e 6 C VC 14 0 e 6 C VC 16 0 e 7 C VC 16 5 e 7 C VC 1 8 5 e

Increasing sophistication and cost trend

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

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 comprehensive. range of Not shown piping here is the 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 possible configurations 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 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 the information about the individual components as they are assembled (manufacturing dates, dimensions, etc) and communicates 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 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 available for later access should there be problems further down the line or problems from the field. The availabilit y of all this comprehensive and det ailed dat a contributes to the establishment and maintenance of the ver y high levels of reliabilit y required by the application.

will be bet ween 7 and 9. The reason for this uncertainty is that the appropriate balance bet ween cost and noise/durabilit y has not yet been est ablished.

Delphi CO2 compressor

It can be seen that as a result of the ver y 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 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 . 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 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 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 performance degradation that occurs with CO2 if excess oil is allowed to circulate. 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 pressors for future powertrains, whether 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 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 displacements 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 are cooled using the low temperature refrigerant vapour from the evaporator with 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 inverter is cooled by conduction from the 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 the 94 to 98% range.

N e w Te c h n o l o g i e s
In recent years a serious interest in the 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 air conditioning European systems has been has generated. legislation recently

been passed that will force the industr y 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 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 protot ypes have five pistons and maximum 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 30cc are planned. It is envisaged that for low displacement the number of pistons 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 1 2

Section through Delphi Electric Compressor 1 Scroll Compressor 2 Pe r m a n e n t M a g n e t M o t o r 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-Duch de Luxembourg Tl : +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 . 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 o P a u l o , B r a z i l .