JP3617854B2 - Engine heat pump - Google Patents

Description

[0001]
[Industrial application fields]
The present invention relates to a configuration of a mist receiver attached to an exhaust duct in an engine heat pump that can use a plurality of outdoor heat exchangers.
[0002]
[Prior art]
Conventionally, a technique related to an engine heat pump is known.
For example, this is the technique described in JP-A-62-84236.
[0003]
[Problems to be solved by the invention]
In the mist receiver of an engine heat pump that can use a plurality of outdoor heat exchangers, the mist contained in the exhaust after starting the engine drips to the outside and decreases as the exhaust temperature rises. In addition, the mist accumulated in the mist reservoir of the mist receiver causes heat transfer heating of the strike reservoir due to the gradual rise in exhaust temperature, and eventually evaporates the mist in the mist reservoir. As a result, there was a problem that the mist was dripped to the outside.
The present invention eliminates this point.
[0004]
[Means for Solving the Problems]
The problems to be solved by the present invention are as described above. Next, means for solving the problems will be described.
In the engine heat pump, the lower part of the box constituting the outdoor unit is the engine room A, the upper part is the heat exchange room H, the engine E is arranged inside the engine room A, and the exhaust duct from the exhaust muffler 9 of the engine E 9a is extended, the exhaust duct 9a passes through the heat exchange chamber H, protrudes to the upper part of the outdoor unit, a mist receiver 9b is connected to the outlet of the exhaust duct 9a, and a mist reservoir portion of the mist receiver 9b Is configured in a bowl shape having a wall extending over a range in which mist contained in exhaust after starting the engine is scattered from the outlet of the exhaust duct 9a.
[0005]
[Action]
Next, the operation will be described.
According to the present invention, the mist when the exhaust temperature at the start is low is configured to be captured by the mist receiver 9b. As a result, the mist receiver 9b reliably accumulates mist and prevents the mist from flowing down to the outside.
[0006]
【Example】
Next, the drawings will be described.
FIG. 1 is a front sectional view of an engine heat pump,
Fig. 2 is a back view of the engine heat pump,
FIG. 3 is a left side sectional view of the engine heat pump,
FIG. 4 is a cross-sectional view of another position on the left side surface of the engine heat pump.
[0007]
FIG. 5 is a right side sectional view of the engine heat pump,
FIG. 6 is a plan sectional view of the engine heat pump,
FIG. 7 is a cross-sectional view of another position on the plane of the engine heat pump.
[0008]
FIG. 8 is a side view showing a connecting portion between the engine E and the compressor,
FIG. 9 is a plan view of the connecting portion between the engine E and the compressor,
FIG. 10 is a right side view of the connecting portion between the engine E and the compressor,
FIG. 11 is a plan view of a connecting portion between the engine E and the compressor,
FIG. 12 is a front view and a front sectional view of the liquid receiver 15 .
[0009]
FIG. 13 is a refrigerant circuit diagram showing a refrigerant flow during cooling,
FIG. 14 is a refrigerant circuit diagram showing a refrigerant flow during heating;
FIG. 15 is a refrigerant circuit diagram showing a refrigerant flow at the time of defrosting,
FIG. 16 is a circuit diagram of cooling water,
FIG. 17 is a view showing a portion of the mist receiver 9b attached to the tip of the muffler 9.
[0010]
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.
[0011]
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.
[0012]
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.
[0013]
The engine room A has a soundproof and waterproof structure, and noise generating devices are housed in the engine room A. Further, each passage rubber hose part of the intake / exhaust system has a flexible tube made of an acid resistant metal material. By covering with, noise countermeasures are unnecessary.
[0014]
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.
[0015]
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.
[0016]
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.
[0017]
The configuration of the present invention is a technique relating to the configuration of the exhaust muffler 9, the exhaust duct 9a, and the mist receiver 9b illustrated in FIGS.
That is, 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 shown in FIG. 9b is arranged.
The mist receiver 9b of the present invention 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 the present invention, instead of this mist separator, a simple bowl-like shape is used. The mist receiver 9b provided with a wall portion extending upward is substituted.
[0018]
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 invention , the exhaust temperature of the engine E is raised to reduce the mist, and the mist when the exhaust temperature at the start 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.
[0019]
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.
[0020]
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.
[0021]
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.
[0022]
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.
[0023]
In this configuration, 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. 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.
[0024]
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.
[0025]
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.
[0026]
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.
[0027]
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.
[0028]
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 configuration, the load durability can be improved by alternately using the regular compressor C1 and the displacement 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 configuration, the service side compressor C1 and the capacity control side compressor C2 are not specified, and the electromagnetic clutch D1 By switching D2, it can be easily switched alternately.
[0029]
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.
Also, the layout of the suction pipes requires that the refrigerant flow in the same way regardless of which is used, so in this configuration, it is configured to branch at the header portion.
[0030]
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.
[0031]
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.
[0032]
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 a liquid to a 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.
[0033]
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 increased in pressure 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.
[0034]
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.
[0035]
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.
[0036]
【The invention's effect】
Since the present invention is configured as described above, the following remarkable effects are exhibited.
By configuring as in the present invention, 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 reliably captured by the mist receiver 9b. is there.
Conventionally, what is called a mist separator is disposed at the tip of the exhaust muffler 9 to separate the mist and prevent scattering. In the present invention, instead of this mist separator, a simple bowl-like shape is used. The mist receiver 9b provided with a wall portion extending upward is substituted.
This eliminates the need to install an expensive mist separator as in the prior art.
[Brief description of the drawings]
FIG. 1 is a front sectional view of an engine heat pump.
FIG. 2 is a rear view of the engine heat pump.
FIG. 3 is a left side sectional view of the engine heat pump.
FIG. 4 is a cross-sectional view of another position on the left side surface of the engine heat pump.
FIG. 5 is a right side sectional view of the engine heat pump.
FIG. 6 is a plan sectional view of the engine heat pump.
FIG. 7 is a cross-sectional view of another position on the plane of the engine heat pump.
FIG. 8 is a side view showing a connecting portion between an engine E and a compressor.
FIG. 9 is a plan view of a connecting portion between an engine E and a compressor.
FIG. 10 is a right side view of the connecting portion between the engine E and the compressor.
FIG. 11 is a plan view of a connecting portion between an engine E and a compressor.
FIG. 12 is a front view and a front sectional view of the liquid receiver 15 ;
FIG. 13 is a refrigerant circuit diagram showing a refrigerant flow during cooling.
FIG. 14 is a refrigerant circuit diagram showing a refrigerant flow during heating.
FIG. 15 is a refrigerant circuit diagram showing a refrigerant flow during defrosting.
FIG. 16 is a circuit diagram of cooling water.
FIG. 17 is a drawing showing a portion of a 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
9a Exhaust duct
9b Mist receiver

Claims (1)

In the engine heat pump, the lower part of the box constituting the outdoor unit is the engine room A, the upper part is the heat exchange room H, the engine E is arranged inside the engine room A, and the exhaust duct from the exhaust muffler 9 of the engine E 9a is extended, the exhaust duct 9a passes through the heat exchange chamber H, protrudes to the upper part of the outdoor unit, a mist receiver 9b is connected to the outlet of the exhaust duct 9a, and a mist reservoir portion of the mist receiver 9b An engine heat pump characterized by comprising a wall extending over a range in which mist contained in exhaust after starting the engine is scattered from the outlet of the exhaust duct 9a.

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