JP3757225B2 - Engine heat pump - Google Patents

Description

  The present invention relates to an engine heat pump that can use a plurality of outdoor heat exchangers.

  Conventionally, a technique related to an engine heat pump is known. For example, this is the technique described in JP-A-62-84236.

JP-A-62-84236

  In an engine heat pump that can use a plurality of outdoor heat exchangers, the present invention reduces the amplitude of a flexible tube that needs to be disposed between a compressor and an oil separator, thereby reducing the strength and durability. It is an invention that produces a life-prolonging effect.

The problems to be solved by the present invention are as described above. Next, means for solving the problems will be described.
In Claim 1, the multi-compressor C which is driven and connected to the engine E supported by vibration isolation at the bottom of the box of the outdoor unit by the V-belt 23 and constantly vibrates, and the box of the outdoor unit In the configuration in which the flexible pipes 50 and 51 for transporting the refrigerant discharged from the compressor C are arranged between the oil separator 33 and the oil separator 33 fixed to the compressor, the flexible pipes 50 and 51 are arranged on the upper part of the compressor C, and The engine E is arranged in such a manner that it is distributed back and forth with respect to the center of gravity position 53 and bent in a U-turn shape.

  In the engine heat pump according to claim 1, the flexible pipes 50 and 51 configured to be U-turned are arranged so as to be orthogonal to the crankshaft of the engine E. The front and rear center positions and the center of gravity of the engine E are arranged together.

Since the present invention is configured as described above, the following remarkable effects are exhibited.
Since it is configured as in the present invention, the amplitude of the flexible pipes 50 and 51 can be reduced, and the durability of the durable life can be extended without losing its strength.

Next, examples will be described.
1 is a front sectional view of the engine heat pump, FIG. 2 is also a rear view, FIG. 3 is also a left sectional view, FIG. 4 is a sectional view of another position on the left side, and FIG. 5 is a right sectional view. 6 is also a plan sectional view, FIG. 7 is a sectional view of another position of the plane, FIG. 8 is a side view showing a connecting portion between the engine E and the compressor, FIG. 9 is a plan view of a connecting portion between the engine E and the compressor, 10 is a right side view of the connecting portion between the engine E and the compressor, FIG. 11 is a plan view of the connecting portion between the engine E and the compressor, FIG. 12 is a front view and a front sectional view of the mist receiver, and FIG. 14 is a refrigerant circuit diagram showing the flow of refrigerant during heating, FIG. 15 is a refrigerant circuit diagram showing the flow of refrigerant during defrosting, FIG. 16 is a circuit diagram of cooling water, and FIG. Attach to the tip of the muffler 9 It is a drawing of a mist receiver 9b.

In FIG. 1, it demonstrates from the whole structure and arrangement | positioning of an outdoor unit.
The upper part of the whole outdoor unit is used as an air outlet by the outdoor fans 26 and 28. And in the side part of the box which comprises an outdoor unit, the outdoor heat exchangers 10 and 16 and the radiation fin part of the radiator 41 are stood up, and it comprises in the heat exchange chamber. Furthermore, the lower left side of the box-shaped outdoor unit is an engine room A, and a four-way valve 29, a side glass 30, and an hour meter 31 are arranged on the lower right side.
In addition, electromagnetic valves SV3, SV8, SV6 and an outdoor electronic expansion valve 35 are also arranged. A liquid receiver 15 having a small width and a high height is provided up to the lower side of the outdoor fan 28.

Inside the engine room A, an engine E, an exhaust muffler 9, an air cleaner 22, an intake silencer 17, a ventilation duct 5, multi-compressors C1 and C2, flexible pipes 50 and 51, an oil separator 33, and the like are arranged. ing. Other devices are placed in the space above the outdoor unit or in the space on the right.
Further, the frame of the outdoor unit is used as it is as a support frame without providing a column for configuring the engine room A and a column for mounting the ventilation duct 5 and the air cleaner 22.
Thereby, the engine room A can be made as small as possible. The engine room A has a soundproof and waterproof structure, and equipment that generates noise is housed in the engine room A. Further, a flexible tube made of acid-resistant metal material is provided in each passage rubber hose portion of the intake / exhaust system. By covering, noise countermeasures are unnecessary.

Further, a drain pan 3 is installed horizontally inside the outdoor unit, and is partitioned by the drain pan 3 so that the upper part is a heat exchange chamber H and the lower left side is an engine room A. The drain pan 3 is configured so as to receive all the moisture of condensation and water leakage generated inside the heat exchange chamber H and not reach the lower engine room A.
The outdoor fans 26 and 28 and the radiator 41 that may cause dew condensation or water leakage during cooling or heating are not arranged in the engine room A, but in the upper heat exchange chamber, so that the engine room The inside of A is configured so that this water leakage or condensed water does not enter.

In addition, the terminal board 7 and the oil filter 18 are arranged on the front side of the engine room A. The parts that are likely to be operated during maintenance are close to the lid side and waterproofed. It is arranged inside the engine room A. On the other side of the engine room A, a ventilation fan 8 and a drive motor for the ventilation fan 8 are arranged, and a ventilation duct 5 communicating with the ventilation fan 8 is arranged on the rear surface of the engine room A.
An oil separator 33 is disposed near the rear surface of the engine room A. Further, an exhaust muffler 9 is erected on the back side near the center of the engine room A. The exhaust duct 9a protrudes through the heat exchange chamber H upward, and the mist receiver 9b shown in FIG. Is arranged.

The mist receiver 9b shown in FIG. 17 is configured in a bowl shape so as to receive exhaust mist scattered from the tip of the exhaust duct 9a when the engine E is started. Sealing of the ridges and edges of the mist receiver 9b is set on a case-by-case basis, and a hole for draining rainwater is provided on the side surface.
Conventionally, what is called a mist separator is arranged at the tip of the exhaust muffler 9 to separate the mist and prevent scattering. In this embodiment, instead of this mist separator, a simple bowl-like shape is used. Therefore, the mist receiver 9b provided with a wall portion extending upward is substituted.

  As a result, when the exhaust temperature of the engine E is raised, the scattered mist decreases. However, when the exhaust temperature is low at the start of the engine E, the generation of mist increases. In the present embodiment, the exhaust temperature of the engine E is raised to reduce the mist, and the mist when the exhaust temperature at the time of starting is low is configured to be captured by the mist receiver 9b. This eliminates the need to install an expensive mist separator as in the prior art.

  Further, in FIG. 1, a vertically thin liquid receiver 15 is erected on the right side of the front. The configuration of the liquid receiver 15 is shown in a front view and a sectional view in FIG. The overall height is extremely high with respect to the body diameter of the liquid receiver 15. In the case of the liquid receiver 15, if the body diameter increases due to the pressure on the inner surface, it is necessary to increase the body strength accordingly, so the need to increase the body strength by reducing the body diameter is reduced. Therefore, the height is increased to a height that does not affect the strength.

In particular, a container having an inner diameter exceeding 16 centimeters is regarded as a pressure container in accordance with regulations, and notification is required, which is also limited in structure, resulting in an increase in cost. However, if the length is 16 cm or less, it will be handled in the same way as a piping pipe, and the regulation will not be strict. Therefore, the cost can be reduced by increasing the overall height and reducing the body diameter.
By increasing the condensing pressure of the outdoor heat exchangers 10 and 16 with the total height of the pressure head, a pressure margin corresponding to the high pressure side during the cooling operation is required. However, in this configuration, the outdoor heat exchanger 10 and 16 are arranged at the upper part of the outdoor unit in the heat exchange chamber H, so that the height difference with the liquid receiver 15 is reduced, and only the height of the drain pan 3, that is, the drain pan 3 Thus, the height of the liquid receiver 15 to the portion where the liquid receiver 15 protrudes will be aided, and this amount will be sufficient, so this structure is possible.

As shown in FIG. 2, a solenoid valve SV1 is disposed on the rear surface of the engine room A, and a controller, G, is disposed on the rear side of the room on the right side of the engine room A as a transformer, an inverter, a noise filter, a shut-off valve, and a gas electromagnetic valve. All electronic parts such as valves are disposed, and the drain pan 3 is safely disposed in a portion where water leakage from above is waterproofed.
A reserve tank 45, a radiator 41, a liquid receiver 15, an exhaust duct 9 a, and outdoor fans 26 and 28 are disposed above the drain pan 3.

In FIG. 3, a left side sectional view of the engine room A side is disclosed.
In this portion, a ventilation fan 8 and an oil separator 33 are arranged, and flexible pipes 50 and 51 for connecting the oil separator 33 and the multi compressors C1 and C2 and conveying the refrigerant are arranged.
The flexible pipes 50 and 51 are connected to the engine E by a V-belt 23 and are driven between the multi-compressors C1 and C2 that are constantly vibrating and the oil separator 33 that is fixed to the outdoor unit. Since it is necessary to absorb the vibrations of the multi-compressors C1 and C2, they are interposed.

In this embodiment, as shown in FIG. 3, the front and rear center positions of the flexible pipes 50 and 51 are configured to coincide with the center of gravity position 53 of the engine E. The pipes 50 and 51 are formed in a U-turn shape and bent.
Thereby, the vibration of the flexible pipes 50 and 51 can be reduced with respect to the vibration of the engine E. That is, they are arranged in a direction perpendicular to the crankshaft of the engine E. In addition, it has become a dead space in the past, and the upper portions of the multi-compressors C1 and C2 that have not been used can be used.

If an appropriate refrigerant flow rate is selected along with the increase in the size of the outdoor unit, the diameter of the flexible pipes 50 and 51 becomes large, which causes a problem in the arrangement of the flexible pipes 50 and 51. In consideration of this point, the flexible pipes 50 and 51 are arranged so as to make a U-turn so as to be orthogonal to the crankshaft of the engine E and distributed back and forth with respect to the center of gravity position 53 of the engine E.
Thus, the flexible pipes 50 and 51 are arranged above the multi-compressors C1 and C2, the ventilation fan 8 is positioned close to the compressor C, the engine room A is made smaller as a whole, and the entire outdoor unit is made smaller. It was possible.

Further, as shown in FIG. 1, in the cooling water circulation circuit, a thermostat 24 of 60 ° C. that determines whether or not to supply cooling water to the waste heat recovery unit 34, and supply / non-supply of cooling water to the radiator 41. Both of the thermostats 25 of 82 ° C. for determining the temperature are arranged in the heat exchange chamber H.
As a result, pipe connection can be facilitated for connection to the radiator 41 and the waste heat recovery device 34 in the same heat exchange chamber H, and the pressure loss of the cooling water hose is reduced. Further, only two cooling pipes pass through the drain pan 3, so that the sealing performance of the drain pan 3 can be improved.

8, 9, and 10, a coupling support portion between the engine room A and the multi-compressors C <b> 1 and C <b> 2 is illustrated.
As shown in FIG. 1, the engine E is supported by anti-vibration rubber 20/21. Further, the frame F protrudes from the oil pan 19 portion of the engine E toward the multi-compressors C1 and C2, and a mounting bracket K is horizontally mounted on the upper portion of the protruding portion of the frame F. The arranged multi compressors C1 and C2 are suspended and fixed by bolts. A V-belt 23 is wound between the crankshaft of the engine E and the multi-compressors C1 and C2 to transmit the rotation.

Since the multi-compressors C1 and C2 are thus supported by the frame F and the mounting bracket K, the tension of the V-belt 23 can be easily adjusted and the center of gravity can be lowered, so that stable vibration-proof support can be obtained. The frame F connected to the oil pan 19 is less deformed by the load. In addition, misalignment between the compressor C and the engine E hardly occurs.
Conventionally, a casting case is attached to the engine E, and the compressor C is fixed thereto. However, in this configuration, maintenance is difficult and the structure is complicated. The cost was also high. I was able to modify this point. Further, when the compressor C is driven by the V belt 23, this structure is suitable for withstanding the lateral pulling load of the V belt 23.

FIG. 11 discloses a configuration in which two units of the multi-compressor, that is, the normal-side compressor C1 and the capacity control-side compressor C2, which are configured by the multi-compressors C1 and C2, can be used variably.
Among the two compressors C1 and C2, the capacity control side compressor C2 to be started later applies a large load to the torsion damper and the bearing at the time of starting due to the high and low pressure difference created by the normal side compressor C1 to be started first. Become.
As in this embodiment, the load durability can be improved by alternately using the regular compressor C1 and the capacity control compressor C2.
Conventionally, one side is always the service side compressor C1 and the other side is always the capacity control side compressor C2. However, in this embodiment, the service side compressor C1 and the capacity control side compressor C2 are not specified, and the electromagnetic clutch D1 is used. By switching between D2 and D2, it can be easily switched alternately.

At the first start-up, one is a service side compressor C1, and the other is a displacement control side compressor C2. However, when the switch is turned off once or the thermo switch is turned off next time, the other side is replaced with the service side compressor C1, and one side is replaced with the capacity control side compressor C2, and the electromagnetic clutches D1 and D2 are turned on and off. To do.
This configuration is possible because the suction ports are separate and the discharge chamber and discharge port are the same. However, since a cooling back flow may occur on the other side when the compressor C on one side is used, it is necessary to provide check valves in the respective ports, and check valves 58 and 59 are provided in the respective compressors C1 and C2. Is provided.
In addition, the layout of the suction pipe is configured so as to branch at the header portion in this embodiment because the refrigerant needs to flow similarly regardless of which is used.

In FIG. 13, the flow of the refrigerant during cooling will be described.
The compressor C is composed of multi-compressors C1 and C2, and is driven by a V belt 23 wound from an engine E. The high-temperature and high-pressure refrigerant gas compressed by the multi-compressors C1 and C2 enters the four-way valve 29 through the oil separator 33, passes through the four-way valve 29, and then from the waste heat recovery unit 34 to the outdoor heat exchangers 10 and 16 And condensed while passing through the outdoor heat exchangers 10 and 16, and the heat of condensation is dissipated into the atmosphere. Here, the refrigerant changes from gas to liquid.

  The liquid refrigerant is decompressed by the indoor electronic expansion valve 38, so that the liquid refrigerant is easily evaporated by the evaporator 36 disposed in the indoor heat exchanger 37. Next, the evaporator 36 and the indoor heat exchanger 37 take heat of evaporation from the indoor air, and the refrigerant changes from liquid to gas. The indoor air is cooled by this evaporation heat. The vaporized refrigerant enters the outdoor unit again, passes through the four-way valve 29, and returns from the accumulator 39 to the multi-compressors C1 and C2.

Next, the flow of the refrigerant during heating will be described with reference to FIG.
The high-temperature and high-pressure refrigerant gas compressed by the multi-compressors C1 and C2 enters the indoor heat exchanger 37 from the oil separator 33 through the four-way valve 29. In the indoor heat exchanger 37, it is condensed and heats indoor air by heat radiation. Here, the refrigerant changes from gas to liquid. Next, the liquid refrigerant that has returned to the outdoor unit is decompressed and expanded by the outdoor electronic expansion valve 38 via the liquid receiver 15, so that the liquid refrigerant is easily evaporated by the evaporator.
Then, the refrigerant removes heat of evaporation from the atmosphere by the evaporator also used by the outdoor heat exchangers 10 and 16, and a part of the refrigerant changes from liquid to gas. Further, the refrigerant that has passed through the outdoor heat exchangers 10 and 16 takes heat from the cooling water of the gas engine E by the waste heat recovery device 34 and completely evaporates from liquid to gas. The refrigerant that has passed through the waste heat recovery device 34 passes through the four-way valve 29 and returns from the accumulator 39 to the multi-compressors C1 and C2, thereby completing the heat pump cycle.

Next, the flow of the refrigerant in the case of defrost will be described with reference to FIG.
The high-temperature and high-pressure gaseous refrigerant compressed by the multi-compressors C1 and C2 passes through the four-way valve 29 from the oil separator 33 and is condensed in the indoor heat exchanger 37. At this time, the refrigerant that has become low temperature and low pressure by the outdoor electronic expansion valve 38 is heated and pressurized by the high temperature and high pressure gas refrigerant from the multi-compressors C1 and C2 when the electromagnetic valve SV6 is turned on, and the outdoor heat Melt the frost on the exchangers 10 and 16.

  The wet refrigerant that has exited the outdoor heat exchangers 10 and 16 receives heat from the cooling water of the engine E in the waste heat recovery unit 34 and returns to the multi-compressors C1 and C2. The waste heat of the engine E is employed as a heat source for defrosting and heating, and can be defrosted while heating is continued.

In FIG. 16, a circuit diagram of the engine coolant is shown. Cooling water from the engine E is discharged by the cooling water pump 40, passes through the thermostat 24 at 60 ° C. and the thermostat 25 at 82 ° C. from the engine E, and reaches the radiator 41. The radiator 41 is cooled by outdoor fans 26 and 28.
And it returns to the cooling water pump 40 again and circulates. A cooling water circuit is formed between the 82 ° C. thermostat 25 and the 60 ° C. thermostat 24 to the waste heat recovery unit 34. Further, a cooling water circuit to the radiator filler cap 27 and the reserve tank 45 is formed between the thermostat 25 and the radiator 41 at 82 ° C. The heat recovered by the waste heat recovery unit 34 is employed as a heat source for defrosting and heating, and defrosting is possible while heating is continued.

Front sectional drawing of an engine heat pump. Similarly back view. Similarly left side sectional view. Sectional drawing of the other position of a left side surface similarly. Similarly right side sectional drawing. Similarly plane sectional view. Sectional drawing of the other position of a plane similarly. The side view which shows the connection part of the engine E and a compressor. The top view of the connection part of the engine E and a compressor. Similarly, the right view of the connection part of the engine E and the compressor. The top view of the connection part of the engine E and a compressor. The front view and front sectional drawing of a mist receiver. The refrigerant circuit figure which shows the flow of the refrigerant | coolant at the time of air_conditioning | cooling. The refrigerant circuit figure which shows the flow of the refrigerant | coolant at the time of heating. The refrigerant circuit figure which shows the flow of the refrigerant | coolant at the time of a defrost. The circuit diagram of cooling water. Drawing of the mist receiver 9b attached to the tip of the muffler 9.

Explanation of symbols

A Engine room D1, D2 Electromagnetic clutch C1, C2 Compressor H Heat exchange chamber 3 Drain pan 5 Ventilation duct 7 Terminal plate 8 Ventilation fan 9 Muffler

Claims (2)

A multi-compressor C that is driven by a V-belt 23 connected to an engine E supported by vibration isolation at the bottom of the box of the outdoor unit, and oil that is fixed to the box of the outdoor unit. In the configuration in which the flexible pipes 50 and 51 that convey the refrigerant discharged from the compressor C are disposed between the separator 33 and the separator 33,
The engine heat pump is characterized in that the flexible pipes 50 and 51 are arranged in the upper part of the compressor C, and further arranged in a U-turn shape by being distributed back and forth with respect to the center of gravity position 53 of the engine E. .   The engine heat pump according to claim 1, wherein the flexible pipes 50 and 51 configured to make a U-turn are disposed perpendicular to the crankshaft of the engine E, and further, center positions before and after the flexible pipes 50 and 51, An engine heat pump characterized by being arranged in alignment with the center of gravity of the engine E.