Delphi Compressors
Delphi Compressors
Delphi 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
100
Refrigerant Issues
10
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
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
0 5 10 15 20
Cylinder volume - cm 3 Va r i a b l e Piston
Indicator diagram for swash-plate compressor
Compressors
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
its centre of rot ation. The first element of downstroke springs. These can be inst alled
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
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
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
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
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 .