CN114413513A

CN114413513A - Vapor compression type heat pump driven by engine

Info

Publication number: CN114413513A
Application number: CN202210060686.8A
Authority: CN
Inventors: 张小力
Original assignee: Shanghai Airute Air Conditioning System Co ltd
Current assignee: Shanghai Airute Air Conditioning System Co ltd
Priority date: 2022-01-19
Filing date: 2022-01-19
Publication date: 2022-04-29

Abstract

The invention provides an engine-driven vapor compression heat pump, which comprises an engine with a first flywheel and a starting motor, and a compressor with a connecting shaft, and is characterized by further comprising: the base, engine and compressor all fix on the base, and the connecting axle is connected with first flywheel, and the compressor still has at least one and carries a position control valve and at least one and carries a position control mouth, carries a position control valve and carries a position control mouth and correspond and be connected, carries a position control valve and is used for adjusting the operating condition of compressor.

Description

Vapor compression type heat pump driven by engine

Technical Field

The invention belongs to the technical field of heat pumps, and particularly relates to an engine-driven vapor compression heat pump.

Background

The boiler supplies heat, consumes much primary energy, has high operating cost and generates a large amount of carbon emission. The steam compression heat pump driven by the engine has the characteristics of high efficiency, low operating cost and low carbon emission level, and the boiler or cogeneration can be replaced by the high-efficiency steam compression heat pump driven by the engine for synthesizing clean fuel by biomass or solar energy, so that not only can the fuel consumption be greatly reduced, but also the heat and power can be decoupled, the low-temperature heat supply of a community can be realized, and the water and heat loss of a centralized long heat supply pipeline in the northern area can be reduced.

The heat demand in the heat supply field is large, and the demand for a vapor compression heat pump driven by a large-scale engine is large. At present, most of engine-driven vapor compression heat pumps on the market are small multi-split air conditioning units and cold and hot water units developed by companies such as japan, ocean horses, panasonic and the like, the heating capacity is generally within 100kW, transmission mechanisms between an engine and a compressor of the engine-driven vapor compression heat pumps are in a belt pulley and/or clutch transmission mode, and the operation characteristics are safe and stable. When a transmission mechanism between an engine and a compressor of the vapor compression heat pump driven by the engine uses belt pulley transmission, heat generated by belt pulley transmission friction is not easy to recover in the running process, and transmission efficiency loss is caused; when the vapor compression heat pump driven by the engine is applied to a large heat pump unit, if a plurality of groups of belt pulleys are adopted, the belt is frequently replaced; in addition, when the belt pulley is adopted for working, the engine and the compressor can only run in a low rotating speed state due to the limitation of the linear speed of the belt, and the requirement of high-speed running of the vapor compression heat pump driven by a large engine cannot be met.

Grant publication No. CN101319833B discloses an air conditioning apparatus and a control method of the air conditioning apparatus. The air conditioning device includes: and a clutch for connecting or disconnecting the compressor driven by the engine to or from the engine. When a signal indicating that the compressor and the engine are stopped is input, the clutch is driven to separate the compressor from the engine. The continuous connection or disconnection of the clutch is easy to lose the service life of the clutch, and the clutch in operation can cause unstable operation of the compressor and can generate abnormal noise and vibration.

Therefore, there is a need for an engine-driven vapor compression heat pump transmission having a reasonable design and smooth start-up, operation, and shutdown to at least address the problems of the prior art.

Disclosure of Invention

The present invention has been made to solve the above problems, and an object of the present invention is to provide an engine-driven vapor compression heat pump.

The engine-driven vapor compression heat pump according to the present invention may further include: the vapor compression heat pump driven by the engine has a starting mode, an operation mode and a stopping mode: in the starting mode, the compressor is in a low-load position through the action of the load position adjusting valve, the starting motor is connected with the first flywheel after being electrified, the starting motor drives the first flywheel to rotate through operation, the engine is ignited and started successfully, then the starting motor is separated from the first flywheel, the starting motor is powered off, the engine is in an idle speed, the compressor runs in a low-load state, in the running mode, the compressor is in a full-load position through the action of the load position adjusting valve, the engine runs at a normal speed, the output of the compressor is adjusted through the change of the engine speed in the full-load position, in the stopping mode, the compressor is in the low-load position through the action of the load position adjusting valve, the engine runs at a low-load state, the engine rotates to the idle speed, and then the engine stops running.

The engine-driven vapor compression heat pump according to the present invention may further include: and the fixed disc is respectively connected with the connecting shaft and the first flywheel.

The engine-driven vapor compression heat pump according to the present invention may further include: the engine comprises a first support and a second support, wherein the base is provided with an engine base plate, and the engine is detachably connected to the engine base plate through the first support and the second support.

The engine-driven vapor compression heat pump according to the present invention may further include: wherein, the base has the compressor bottom plate, and the compressor can be dismantled with the compressor bottom plate and be connected.

The engine-driven vapor compression heat pump according to the present invention may further include: wherein, the load position adjusting valve is one of an electromagnetic valve, an electric butterfly valve and an electric ball valve.

The engine-driven vapor compression heat pump according to the present invention may further include: the compressor is provided with two load position adjusting ports and two load position adjusting valves, and the two load position adjusting valves are integrated in one two-position four-way electromagnetic valve and are respectively and correspondingly connected with the two load position adjusting ports.

The engine-driven vapor compression heat pump according to the present invention may further include: the base is provided with two oil collecting trays, and the two oil collecting trays are respectively arranged corresponding to the engine and the compressor and used for collecting leaked oil.

The engine-driven vapor compression heat pump according to the present invention may further include: wherein the starter motor is driven by a transformer.

The engine-driven vapor compression heat pump according to the present invention may further include: the compressor is one of a single-stage open type screw compressor, a two-stage open type screw compressor, a single-stage open type magnetic suspension centrifugal compressor and a two-stage open type magnetic suspension centrifugal compressor, and the engine is of a natural air suction type or a turbocharging type.

Action and Effect of the invention

According to the engine-driven vapor compression heat pump (hereinafter referred to as a unit) of the present invention, compared with the prior art, the present invention has the following advantageous effects:

the engine and the compressor are directly connected through the first flywheel and the connecting shaft, transmission loss is avoided, friction power and heat dissipation loss caused by transmission of the clutch and the belt are avoided, the service life of the unit is prolonged, the cost of the clutch is saved, the maintenance frequency and cost of a transmission mechanism are reduced, and the transmission efficiency is improved; through first flywheel and connecting axle lug connection engine and compressor, simple to operate, easy fixed, the transmission is stable, can realize engine, compressor high-speed operation, compares the low rotational speed unit of belt pulley control and shows to improve and exert oneself, has reduced the unit cost in other words for the unit maximization becomes possible.

The compressor is provided with a load position adjusting interface and a load position adjusting valve, when the engine is ignited to start and is stopped, the compressor runs at a low load and at an idle speed, the corresponding driving torque is always smaller than the rated torque of the engine in the starting mode and the stopping mode of the compressor, the on-load starting is realized compared with the clutch in the no-load starting mode, the unit cost is reduced, the running reliability is improved, the flameout is avoided when the clutch is switched, the unit can be started gently and stopped gently, and the extra vibration in the starting mode and the stopping mode is reduced. When the unit operates in a normal mode, the compressor is fully loaded, the unit controls the output of the unit by adjusting the rotating speed of the engine, and the control is very convenient.

The engine and the compressor are fixed on the base together, and eccentricity caused by running vibration when the engine and the compressor run is avoided.

In conclusion, the engine and the compressor transmission structure of the vapor compression heat pump unit driven by the engine save energy consumption, reduce cost and prolong the service life of the unit.

Drawings

FIG. 1 is a schematic diagram of the connection and flow of the main portion of an engine driven vapor compression heat pump according to an embodiment of the present invention;

FIG. 2 is a schematic diagram of the connection and flow of the peripheral portions of an engine-driven vapor compression heat pump according to an embodiment of the present invention;

FIG. 3 is a first schematic view of the connection structure of the engine and the compressor in the embodiment of the invention;

FIG. 4 is a second schematic view of the connection structure of the engine and the compressor in the embodiment of the invention;

FIG. 5 is a schematic view of a connector in an embodiment of the invention; and

fig. 6 is a schematic structural diagram of a base in an embodiment of the invention.

Description of the figure numbering: a flue gas cooling water heat exchanger 8, an engine 10, a compressor 12, an air intake 13, an air exhaust 14, a first heat exchanger 15, a first throttle valve 16, a flue gas refrigerant heat exchanger 17, a first pipeline 18, a first connection point 19, a second connection point 20, a second throttle valve 21, a second heat exchanger 22, a first circulation port 23, a second circulation port 24, a first flywheel 25, a fixed disk 26, a third switching valve 27, a smoke exhaust duct 28, an air supply port 29, an oil separator 30, a lubricating oil circuit 31, a drying filter 32, an economizer 33, a first branch 34, a second branch 35, a first refrigerant three-way valve 36, a second refrigerant three-way valve 37, a connection member 38, a base 39, a compressor base plate 40, an engine base plate 41, a common chassis frame 42, a first oil pan 43, a second oil pan 44, a transformer 45, a first load position adjusting port 47, a second load position adjusting port 48, a first load position adjusting valve 49, a second switching valve 32, a second switching valve, a second switching valve, a second switching valve, a second, The device comprises a second load level adjusting valve 50, a two-position four-way valve 51, a load relief connecting pipe 52, a load connecting pipe 53, a starting motor 56, a first connecting shaft 61, a second connecting shaft 62, a first support 66, a second support 67, a smoke exhaust port 130, a cooling water pump 138, an expansion water tank 139, a three-way catalyst 141, a drain valve 142, a cooling water three-way valve 143, a water condensation port 144, a neutralization tank 145, a neutralization ball 146, a radiator 147, a cooling water refrigerant heat exchanger 149, a cooling water inlet a and a cooling water outlet b.

Detailed Description

In order to make the technical means, the original features, the achieved objects and the effects of the present invention easily understood, the following embodiments are specifically described with reference to the attached drawings.

FIG. 1 is a schematic diagram of the connection and flow of the main portion of an engine driven vapor compression heat pump according to an embodiment of the present invention; fig. 2 is a schematic connection and flow diagram of the peripheral portion of an engine-driven vapor compression heat pump according to an embodiment of the present invention.

As shown in fig. 1 and 2, the present embodiment provides an engine-driven vapor compression heat pump including a main body portion and a peripheral portion. Wherein, the main body part comprises an engine 10, a compressor 12, a first heat exchanger 15, a first throttle valve 16, a flue gas refrigerant heat exchanger 17, a first pipeline 18, a second throttle valve 21, a second heat exchanger 22, an economizer 33, a first refrigerant three-way valve 36, a second refrigerant three-way valve 37, a connecting piece 38, a second connecting shaft 62 and a cooling water refrigerant heat exchanger 149. The peripheral part comprises a flue gas cooling water heat exchanger 28, a cooling water pump 138, a thermostat 140, a three-way catalyst 141, a cooling water three-way valve 143 and a radiator 147.

FIG. 3 is a first schematic view of the connection structure of the engine and the compressor in the embodiment of the invention; fig. 4 is a schematic view of a connection structure between an engine and a compressor in the embodiment of the invention.

As shown in fig. 3 and 4, the engine 10 includes a first flywheel 25 and a starter motor 56. The compressor 12 includes a connecting shaft. The fixed disk 26 is connected to the connecting shaft and the first flywheel, respectively.

The starter motor 56 is connected to the transformer 45 by a wire.

In this embodiment, in order to facilitate the maintenance of the shaft seal of the compressor, the connecting shafts include a first connecting shaft 61 fixed in the compressor 12 and a detachable second connecting shaft 62, and the first connecting shaft 61 and the second connecting shaft 62 are fixed by the connecting member 38. The connecting member 38 is one of a pin key or a coupler, and in this embodiment the connecting member 38 is a coupler. In this embodiment, the connecting shaft is connected to the first flywheel in such a manner that one end of the second connecting shaft 62 is connected to the first flywheel 25, so that the engine 10 and the compressor 12 are connected together. The engine 10 compresses the refrigerant gas inside by driving the compressor 12 to rotate via the second connecting shaft 62 and the first connecting shaft 61. The rotation speed of the engine 10 is continuously adjustable, and the rotation speed of the compressor 12 is adjusted according to the requirements under different operation conditions by adjusting the rotation speed of the engine 10. The engine 10 also has a smoke exhaust duct 28 capable of exhausting smoke generated during operation of the engine 10. Engine 10 is a naturally aspirated engine or a turbocharged engine.

In this embodiment, the second connecting shaft 62 is connected to the fixed disk 26 first, and the fixed disk 26 is then fixed to the first flywheel 25. The specific connection mode of this embodiment is that the two ends of the connecting member 38 are heated and then respectively sleeved on the first connecting shaft 61 and the second connecting shaft 62, and then the engine 10 and the compressor 12 are aligned and then the connecting member 38 is completely fixed.

As shown in fig. 1, the compressor 12 further includes a suction port 13, a discharge port 14, and an air supply port 29. The refrigerant gas enters from the suction port 13 and the supplementary port 29, is compressed, and is discharged from the discharge port 14. The compressor 12 being of a single stageOne of an open-type screw compressor, a two-stage open-type screw compressor, a single-stage open-type magnetic suspension centrifugal compressor and a two-stage open-type magnetic suspension centrifugal compressor. The refrigerant in the compressor 12 is propane or NH₃R718, HFC32, HFC134a, HFC407C, HFC410a, HFC245fa, HFC507A, HFO1234 ze, HFO1234yf or HFO1234 zf.

Fig. 5 is a schematic view of a connector in an embodiment of the present invention. As shown in fig. 5, the connecting member 38 in this embodiment is a double diaphragm coupling.

The engine-driven vapor compression heat pump further includes a mount 39 for mounting the engine 10 and the compressor 12, a first bracket 66, and a second bracket 67.

As shown in fig. 6, the base 39 includes a compressor floor 40, an engine floor 41, a common chassis frame 42, a first oil catch pan 43, and a second oil catch pan 44.

The common chassis frame 42 is composed of a bezel and a support. The compressor floor 40 and the engine floor 41 are rectangular steel plates, respectively, and are mounted on a common floor frame 42.

The upper sides of the first bracket 66 and the second bracket 67 are connected to the engine 10, and the bottoms of the first bracket 66 and the second bracket 67 are connected to the engine floor 41, so that the engine 10 is fixed to the base 39. The bottom of the compressor 12 is secured to a compressor base plate 40 so that the compressor 12 is secured to the base 39.

The first oil catch pan 43 and the second oil catch pan 44 are both provided on the common chassis frame 42 and are both open-topped oil pans constructed of a support and a steel plate. The first oil pan 43 is provided below the first flywheel 25 and is capable of collecting oil leakage from the engine 10 to extend inspection and maintenance cycles. The second oil collecting tray 44 is arranged below the shaft seal of the compressor 12 and can collect oil leaked from the shaft seal of the compressor 12 so as to prolong the inspection and maintenance period.

As shown in fig. 3 and 4, the compressor 12 further includes a first load level adjustment port 47, a second load level adjustment port 48, a first load level adjustment valve 49, a second load level adjustment valve 50, and a two-position four-way valve 51. The first load position control valve 49 and the second load position control valve 50 are integrated in a two-position four-way valve 51. The first load position control valve 49 is connected via a relief connection 52 to the second load position control port 48, and the second load position control valve 50 is connected via a load connection 53 to the first load position control port 47. The first load level adjustment valve 49 and the second load level adjustment valve 50 are one of a normally closed type solenoid valve, an electric butterfly valve, and an electric ball valve.

The vapor compression heat pump driven by the engine of the embodiment has a start mode, an operation mode and a stop mode:

in the starting mode, the first load level regulating valve 49 is opened to enable the compressor 12 to be in a low load level, the transformer 45 is electrified to enable the starting motor 56 to be connected with the first flywheel 25 after being electrified, the starting motor 56 operates to drive the first flywheel 25 to rotate, the engine 10 is ignited and started successfully, then the starting motor 56 is separated from the first flywheel 25, the transformer 45 is powered off to enable the starting motor 56 to be powered off and closed, at the moment, the engine 10 is in an idle speed, and the compressor 12 operates in a low load state. The idle speed is typically a fixed value between 800RPM and 1200 RPM.

In the operation mode, the first load level adjustment valve 49 is closed, so that the compressor 12 is in a full load level, the engine 10 operates at a normal speed, the compressor 12 adjusts output force through the change of the rotation speed of the engine 10 in the full load level, and the change range of the rotation speed of the engine 10 is between the idle rotation speed and 4500 RPM.

In the stop mode, the first load level adjustment valve 49 is opened to allow the compressor 12 to be at a low load level, the compressor 12 is operated in a low load state, the engine 10 is decelerated to an idle rotation speed, the engine 10 is stopped, and the first load level adjustment valve 49 is closed.

As shown in fig. 1, the first heat exchanger 15 is for supplying heat, and has a first refrigerant inlet and a first refrigerant outlet, the first refrigerant inlet communicating with the discharge port 14. The heat supply mode of the first heat exchanger 15 is hot water heat supply or hot air heat supply.

The flue gas refrigerant heat exchanger 17 is disposed within the exhaust flue 28 and the refrigerant absorbs heat from the flue gas within the exhaust flue 28 of the engine 10 for evaporation. The refrigerant in the cooling water refrigerant heat exchanger 149 absorbs heat from the cooling water to evaporate. The cooling water is water or antifreeze. The cooling water refrigerant heat exchanger 149 is in series or parallel with the refrigerant side of the flue gas refrigerant heat exchanger 17. In the present embodiment, the cooling water refrigerant heat exchanger 149 is connected in series with the refrigerant side of the flue gas refrigerant heat exchanger 17, and the cooling water is an antifreeze. The cooling water refrigerant heat exchanger 149 has a cooling water inlet a and a cooling water outlet b.

The flue gas refrigerant heat exchanger 17 has a second refrigerant inlet and a second refrigerant outlet, the second refrigerant inlet is connected to the first refrigerant outlet through the first throttle valve 16, the second refrigerant outlet is connected in series with the refrigerant side of the cooling water refrigerant heat exchanger 149 and then connected to the port E2 of the second refrigerant three-way valve 37, the port S2 of the second refrigerant three-way valve 37 is connected to the suction port 13, and the port D1 of the second refrigerant three-way valve 37 is connected to the gas replenishing port 29. The first throttle valve 16 is an electronic expansion valve.

The first refrigerant outlet is connected to the second refrigerant inlet by a first line 18. The first line 18 has a first connection point 19 and a second connection point 20, the second connection point 20 being closer to the flue gas refrigerant heat exchanger 17 than the first connection point 19.

The second heat exchanger 22 has a first circulation port 23 and a second circulation port 24. The first communication port 23 is connected to the second connection point 20 via the second throttle valve 21, and is also connected to the first connection point 19 via the third switching valve 27. The second port 24 is connected to the port E1 of the first refrigerant three-way valve 36, the port S1 of the first refrigerant three-way valve 36 is connected to the suction port 13, and the port D1 of the first refrigerant three-way valve 36 is connected to the discharge port 14. The second throttle 21 is an electronic expansion valve.

The first refrigerant three-way valve 36 is any one of an electromagnetic valve, an electric butterfly valve, an electric ball valve, and an electric stop valve, and the first refrigerant three-way valve 36 may be a single valve or a valve block. The first refrigerant three-way valve 36 may also be configured to have the same function by 2 two-way valves. The second refrigerant three-way valve 37 is any one of an electromagnetic valve, an electric butterfly valve, an electric ball valve, and an electric stop valve, and the second refrigerant three-way valve 37 may be a single valve or a valve block. The second refrigerant three-way valve 37 may also be configured to have the same function by 2 two-way valves. The third switching valve 27 is any one of a check valve, an electromagnetic valve, an electric ball valve, and an electric shutoff valve.

As shown in fig. 2, the flue gas discharged from the engine 10 sequentially enters the flue gas cooling water heat exchanger 8 and the flue gas refrigerant heat exchanger 17 in the smoke exhaust duct 28 through the three-way catalyst 141 to release heat to the cooling water and the refrigerant, the flue gas after heat release is discharged through the smoke exhaust port 130, and the water condensed from the flue gas enters the neutralization tank 145 through the water condensation port 144. The neutralizing tank 145 is filled with a neutralizing ball 146, the neutralizing ball 146 is a zeolite substance, the nitrogen-containing acidic substance in the condensed water is neutralized, and the neutralized condensed water is discharged through an overflow port of the neutralizing tank 145 or is discharged through a drain valve 142 during maintenance.

The first heat exchanger 15 and the radiator 147 are connected in series or in parallel. In this embodiment, the first heat exchanger 15 and the radiator 147 are connected in series, and hot water or hot air sequentially enters the first heat exchanger 15 and the radiator 147 for heating.

The coolant three-way valve 143 has M ports, N ports, and P ports. The M port is connected to the thermostat 140, the N port is connected to the cooling water inlet a, and the P port is connected to the cooling water inlet of the radiator 147. The cooling water outlet b is connected between the P port and the cooling water inlet port of the radiator 147.

The cooling water is pressurized by the cooling water pump 138, flows through the flue gas cooling water heat exchanger 8, absorbs heat in the flue gas, flows through the cylinder liner of the engine 10, is heated, and enters the thermostat 140. When the temperature of the cooling water entering the thermostat 140 is low, the cooling water directly flows back to the cooling water pump 138; when the temperature of the cooling water entering the thermostat 140 is high, the cooling water flows entirely or partially through the cooling water three-way valve 143. The cooling water leaving the cooling water three-way valve 143 flows back to the cooling water pump 138 after flowing through the radiator 147 in the heating mode or the cooling and heating mode; if the heat exchange amount of the flue gas refrigerant heat exchanger 17 is not enough to share the frost-free requirement of the second heat exchanger 22 during the heating mode, the ports P and N are simultaneously circulated, the cooling water refrigerant heat exchanger 149 exchanges heat to ensure the frost-free operation of the second heat exchanger 22, the cooling water flows through the radiator 147 and then flows back to the cooling water pump 138, and flows through the cooling water refrigerant heat exchanger 149 and the radiator 147 and then flows back to the cooling water pump during the defrosting mode. An inlet pipeline of the cooling water pump 138 is provided with an expansion water tank 139, and the expansion water tank 139 is used for adding cooling water and keeping the pressure of the inlet of the cooling water pump 138 constant.

The flue gas refrigerant heat exchanger 17 is any one of a fin coil type heat exchanger, a plate fin type heat exchanger, a plate shell type heat exchanger and a sleeve type heat exchanger, and the flue gas cooling water heat exchanger 8 is any one of a fin coil type heat exchanger, a plate fin type heat exchanger, a plate shell type heat exchanger and a sleeve type heat exchanger. The material of the flue gas refrigerant heat exchanger 17 is stainless steel.

The operation mode of the vapor compression heat pump driven by the engine provided by the embodiment has a heating mode and a defrosting mode, and the specific working process is as follows:

as shown in fig. 1, in the heating mode, if the air passing through the second heat exchanger 22 is in the non-frost region: the port E1 of the first refrigerant three-way valve 36 communicates with the port S1, the port E2 of the second refrigerant three-way valve 37 communicates with the port D2, the third switching valve 27 is closed, and the first throttle valve 16 and the second throttle valve 21 are normally adjusted. The engine 10 drives the compressor 12 through the transmission device 11 to compress the refrigerant gas, the compressed refrigerant gas is discharged to the first refrigerant inlet and enters the first heat exchanger 15, and the refrigerant gas releases heat and condenses in the first heat exchanger 15 to become refrigerant liquid. The refrigerant liquid discharged from the first refrigerant outlet of the first heat exchanger 15 passes through the first line 18, the first connection point 19, is split into two paths at the second connection point 20, and enters the first branch path 34 and the second branch path 35. Wherein the first branch 34 is provided with the second throttle 21 and the second branch 35 is provided with the first throttle 16. The refrigerant in the second branch 35 is converted into a gas-liquid two-phase refrigerant by the first throttle valve 16, enters the economizer 33 and the flue gas refrigerant heat exchanger 17 to absorb heat and evaporate, then flows through the cold water refrigerant heat exchanger 149, then flows through the second refrigerant three-way valve E2 and the D2, and returns to the compressor 12 through the air supplement port 29. The refrigerant liquid in the first branch passage 34 is converted into a gas-liquid two-phase refrigerant by the second throttle valve 21, enters the second heat exchanger 22 through the first flow port 23 to absorb heat and evaporate the refrigerant gas, and is returned to the compressor 12 through the suction port 13 via the ports E1 and S1 of the first refrigerant three-way valve 36.

In the heating mode, if the air flowing through the second heat exchanger 22 is in the frost formation zone: the port E1 of the first refrigerant three-way valve 36 communicates with the port S1, the port E2 of the second refrigerant three-way valve 37 communicates with the port S2, the third switching valve 27 is closed, and the first throttle valve 16 and the second throttle valve 21 are normally adjusted. The engine 10 drives the compressor 12 through the transmission device 11 to compress the refrigerant gas, the compressed refrigerant gas is discharged to the first refrigerant inlet and enters the first heat exchanger 15, and the refrigerant gas releases heat and condenses in the first heat exchanger 15 to become refrigerant liquid. The refrigerant liquid discharged from the first refrigerant outlet of the first heat exchanger 15 passes through the first line 18, the first connection point 19, is split into two paths at the second connection point 20, and enters the first branch path 34 and the second branch path 35. The refrigerant in the second branch 35 is converted into a gas-liquid two-phase refrigerant through the first throttle valve 16, and then enters the economizer 33 and the flue gas refrigerant heat exchanger 17 to absorb heat and evaporate; the refrigerant is also sucked and evaporated in the cooling water refrigerant heat exchanger 149 as necessary, and the sucked and evaporated refrigerant flows through the second refrigerant three-way valve E2 and the S2. The refrigerant liquid in the first branch passage 34 is converted into a gas-liquid two-phase refrigerant by the second throttle valve 21, enters the second heat exchanger 22 through the first flow port 23 to absorb heat, is evaporated and converted into a refrigerant gas, and then passes through the port E1 and the port S1 of the first refrigerant three-way valve 36. The two refrigerant streams flowing out of the ports S1 and S2 are collected and returned to the compressor 12 through the suction port 13.

In the defrosting mode, the ports D1 and E1 of the first refrigerant three-way valve 36 communicate with each other, the port E2 and the port S2 of the second refrigerant three-way valve 37 communicate with each other, the third switching valve 27 is opened, the first throttle valve 16 is normally adjusted, and the second throttle valve 21 is closed. The engine 10 drives the compressor 12 through the transmission device 11 to compress the refrigerant gas and then divides the refrigerant gas into two paths, one path enters the first heat exchanger 15 through the first refrigerant inlet, the refrigerant gas releases heat in the first heat exchanger 15 and is condensed into refrigerant liquid, and the refrigerant liquid is discharged from the first refrigerant outlet; the other refrigerant gas flows into the second heat exchanger 22 through the ports D1, E1 of the first refrigerant three-way valve 36 and the second flow port 24, condenses into a refrigerant liquid, releases heat to the frost layer on the surface of the second heat exchanger 22 to defrost, and then flows out of the first flow port 23, passes through the third switching valve 27, and then the two refrigerant liquids are collected at the first connection point 19. The collected refrigerant liquid flows into the second branch 35, is converted into a gas-liquid two-phase refrigerant by the first throttle valve 16, then flows through the economizer 33, enters the flue gas refrigerant heat exchanger 17 and the cooling water refrigerant heat exchanger 149 to absorb heat and evaporate, is converted into a refrigerant gas, and returns to the compressor 12 through the suction port 13.

The above embodiments are preferred examples of the present invention, and are not intended to limit the scope of the present invention. Furthermore, it will be understood by those skilled in the art that the present invention is not limited to the embodiments described above, and that many variations and modifications may be made in accordance with the teachings of the present invention, which variations and modifications are within the scope of the present invention as claimed. The scope of the invention is defined by the appended claims and equivalents thereof.

For example, in the present embodiment, two load level adjustment ports, two load level adjustment valves, and one two-position four-way solenoid valve are provided, and in actual use, only one load level adjustment port and one load level adjustment valve may be provided, and the two are directly connected, and there is no need to provide a two-position four-way solenoid valve.

Claims

1. An engine-driven vapor compression heat pump, comprising an engine having a first flywheel and a starter motor, a compressor having a connecting shaft, characterized by further comprising:

a base, the engine and the compressor both being fixed on the base,

the connecting shaft is connected with the first flywheel,

the compressor is also provided with at least one loading adjusting valve and at least one loading adjusting port, the loading adjusting valve is correspondingly connected with the loading adjusting port, and the loading adjusting valve is used for adjusting the working state of the compressor.

2. An engine-driven vapor compression heat pump as set forth in claim 1, wherein:

wherein the engine-driven vapor compression heat pump has a start-up mode, an operating mode, and a shutdown mode:

in the starting mode, the load level regulating valve acts to enable the compressor to be in a low load level, the starting motor is connected with the first flywheel after being electrified, the starting motor runs to drive the first flywheel to rotate, the engine is ignited and started successfully, then the starting motor is separated from the first flywheel, the starting motor is powered off and closed, the engine is in an idle rotating speed, and the compressor runs in a low load state,

in the operation mode, the load position adjusting valve acts to enable the compressor to be in a full load position, then the engine operates normally in a speed-regulating mode, the compressor adjusts output force through the change of the rotating speed of the engine in the full load position,

in the shutdown mode, the load level adjusting valve acts to enable the compressor to be in the low load level, the compressor runs in the low load state, the engine speed is adjusted to the idle speed, and then the engine stops running.

3. An engine-driven vapor compression heat pump as set forth in claim 1 and further comprising:

and the fixed disc is respectively connected with the connecting shaft and the first flywheel.

4. An engine-driven vapor compression heat pump as set forth in claim 1 and further comprising:

a first bracket and a second bracket,

the base is provided with an engine bottom plate,

the engine is detachably connected to the engine base plate through the first bracket and the second bracket.

5. An engine-driven vapor compression heat pump as set forth in claim 1, wherein:

wherein, the base has the compressor bottom plate, the compressor with the compressor bottom plate is dismantled and is connected.

6. An engine-driven vapor compression heat pump as set forth in claim 1, wherein:

wherein, the load position adjusting valve is one of an electromagnetic valve, an electric butterfly valve and an electric ball valve.

7. An engine-driven vapor compression heat pump as set forth in claim 1, wherein:

wherein the compressor has two of the load level adjustment ports and two of the load level adjustment valves,

the two load position adjusting valves are integrated in one two-position four-way electromagnetic valve and are respectively and correspondingly connected with the two load position adjusting ports.

8. An engine-driven vapor compression heat pump as set forth in claim 1, wherein:

the base is provided with two oil collecting trays, and the two oil collecting trays are respectively arranged corresponding to the engine and the compressor and used for collecting leaked oil.

9. An engine-driven vapor compression heat pump as set forth in claim 1, wherein:

wherein the starter motor is driven by a transformer.

10. An engine-driven vapor compression heat pump as set forth in claim 1, wherein:

the compressor is one of a single-stage open type screw compressor, a double-stage open type screw compressor, a single-stage open type magnetic suspension centrifugal compressor and a double-stage open type magnetic suspension centrifugal compressor, and the engine is of a natural air suction type or a turbocharging type.