CN216204580U - Double-power refrigerating device - Google Patents
Double-power refrigerating device Download PDFInfo
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- CN216204580U CN216204580U CN202121801162.7U CN202121801162U CN216204580U CN 216204580 U CN216204580 U CN 216204580U CN 202121801162 U CN202121801162 U CN 202121801162U CN 216204580 U CN216204580 U CN 216204580U
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Abstract
The utility model relates to a double-power refrigerating device which comprises a refrigerating device, a fuel oil power device, an electric motor device and a double-power collecting device. The fuel powered apparatus includes a fuel engine and a centrifugal clutch interconnected. The double-power collecting device is connected with the refrigerating device, the fuel power device and the motor device in parallel. Therefore, when the motor device drives the refrigerating device through the double-power collecting device, the fuel power device idles because the centrifugal clutch is positioned at a separation position. When the fuel engine reaches a predetermined speed to cause the centrifugal clutch to shift from a disengaged position to an engaged position, and the refrigeration device is driven through the dual-power collecting device, the electric motor device idles. Therefore, the scheme has the advantages of simple independent operation and control, small starting resistance of the fuel engine, direct power input, energy conversion loss reduction and the like.
Description
Technical Field
The utility model relates to a double-power refrigerating device, in particular to a double-power refrigerating device which can be operated and controlled independently, has small starting resistance of a fuel engine and can reduce energy conversion loss by directly inputting power.
Background
The conventional refrigeration warehouse is mainly used for freezing fresh vegetables, fruits, meat and the like in principle, and is also fresh, so that the fresh vegetables, fruits, meat and the like can be damaged or the quality of the fresh vegetables is reduced as long as the fresh vegetables, fruits, meat and the like are lost, so that the conventional refrigeration warehouse is frozen for 24 hours, and in order to prevent power failure, a refrigeration device of the refrigeration warehouse can be matched with an emergency generator, can be automatically started when the power failure occurs, and then generates power to drive a motor of a compressor of the refrigeration device to operate.
However, when power is cut off, the conventional method is to start the emergency generator immediately (usually a diesel generator), and if a small diesel generator is used, some outputs are 12V dc, in this case, the dc needs to be converted into ac and boosted to a single phase of 110V (or 220V) for use, which is quite troublesome as a whole and has high energy conversion loss.
Secondly, if a large diesel generator is adopted, although it is possible to directly output single-phase 110V (or single-phase 220V) alternating current, the large diesel generator has the problems of high equipment cost, large volume and high energy conversion loss.
In addition, if the motor for driving the compressor is a three-phase motor, it is more troublesome, and it is also a problem and additional cost to have a device for converting the three-phase ac power.
In view of the above, it is necessary to develop a technology that can solve the above-mentioned drawbacks.
SUMMERY OF THE UTILITY MODEL
In order to solve the problems of troublesome energy conversion and high energy conversion loss of the traditional refrigerating device, the utility model provides a double-power refrigerating device which has the advantages of simple independent operation and control, small starting resistance of a fuel engine and direct input of power to reduce the energy conversion loss.
The technical scheme adopted by the utility model for solving the technical problems is as follows:
a dual powered refrigeration unit, comprising:
a refrigerating device, including a compressor, a first pipeline, a condenser, a second pipeline, an expansion valve, a third pipeline, an evaporator and a fourth pipeline; the first pipeline is communicated with the compressor and the condenser, the second pipeline is communicated with the condenser and the expansion valve, the third pipeline is communicated with the expansion valve and the evaporator, and the fourth pipeline is communicated with the evaporator and the compressor to form a loop;
the fuel power device is indirectly linked with the compressor and comprises a fuel engine, a centrifugal clutch and a fuel transmission assembly; the fuel engine is linked and drives the centrifugal clutch, the centrifugal clutch at least has a separation position and a joint position, the centrifugal clutch at least comprises a clutch input part and a clutch output part, the fuel transmission component is provided with a fuel transmission part and a fuel transmission connecting piece which are linked, and the clutch input part is linked between the fuel engine and the centrifugal clutch; the clutch output part is connected between the centrifugal clutch and the fuel transmission part; when the rotation speed of the fuel engine is higher than the preset rotation speed, the centrifugal clutch is changed from the separation position to the connection position, otherwise, the centrifugal clutch is changed from the connection position to the separation position;
the motor device is indirectly connected with the compressor and the fuel transmission connecting piece in parallel; the motor device comprises a motor and an electric transmission component, wherein the electric transmission component is provided with an electric transmission part and an electric transmission connecting part which are connected with each other, and the motor is connected with the electric transmission part;
a double-power collecting device which is connected with the compressor, the fuel transmission connecting piece and the electric transmission connecting piece in parallel; the double-power collecting device is provided with a first transmission part and a second transmission part, the fuel transmission connecting piece is assembled on the first transmission part, and the electric transmission connecting piece is assembled on the second transmission part;
therefore, when the motor is started, the compressor is driven through the electric transmission assembly and the second transmission part, the refrigerating device is further driven, the centrifugal clutch is normally located at the separation position at the moment, and the double-power collecting device drives the centrifugal clutch to idle through the fuel transmission assembly; when the electric motor is turned off, the fuel engine is started, the centrifugal clutch is driven to change from the separation position to the connection position at the rotating speed, the compressor is driven through the fuel transmission assembly and the first transmission part, the refrigerating device is driven, and the double-power collecting device drives the electric motor to idle through the electric transmission assembly.
The utility model has the advantages of simple control of independent operation, small starting resistance of the fuel engine and direct power input to reduce energy conversion loss.
Drawings
The utility model is further illustrated with reference to the following figures and examples.
FIG. 1 is a schematic of the present invention.
FIG. 2A is a block diagram of a first embodiment of the present invention.
FIG. 2B is a block diagram of a second embodiment of the present invention.
Fig. 3A is an enlarged schematic view of a first embodiment of a portion of the structure of the present invention.
Fig. 3B is an enlarged schematic view of a second embodiment of a portion of the structure of the present invention.
FIG. 4A is a schematic view of the centrifugal clutch of the present invention in a disengaged position.
Fig. 4B is a cross-sectional view at another angle of fig. 4A.
FIG. 5A is a schematic view of the centrifugal clutch of the present invention in an engaged position.
Fig. 5B is a cross-sectional view at another angle of fig. 5A.
The reference numbers in the figures illustrate:
10 refrigeration device 11 compressor
12 first line 13 condenser
14 second line 15 expansion valve
16 third line 17 evaporator
18 fourth line 20 fuel power plant
21 fuel engine 22 fuel transmission assembly
221 fuel drive 222 fuel drive connector
30 motor means 31 motor
32 electric drive assembly 321 electric drive member
322 electric transmission connecting piece 40 double-power collecting device
41 first transmission part 42 second transmission part
C centrifugal clutch C1 clutch input
Centrifugal body C3 of clutch output part C2
C5 spring of C4 driving shell
90 freezing warehouse P1 separation location
P2 engagement position G separation distance
Detailed Description
Referring to fig. 1, 2A, 3A and 4A, the present invention is a dual power refrigerating apparatus, including:
a refrigeration device 10 includes a compressor 11, a first pipeline 12, a condenser 13, a second pipeline 14, an expansion valve 15, a third pipeline 16, an evaporator 17, and a fourth pipeline 18. The first pipeline 12 is communicated with the compressor 11 and the condenser 13; the second pipeline 14 is communicated with the condenser 13 and the expansion valve 15; the third pipeline 16 connects the expansion valve 15 and the evaporator 17; the fourth pipeline 18 connects the evaporator 17 and the compressor 11 to form a loop.
A fuel power plant 20 indirectly linked to the compressor 11, the fuel power plant 20 comprising a fuel engine 21, a centrifugal clutch C and a fuel transmission assembly 22. The fuel engine 21 is linked to and drives the centrifugal clutch C, which has at least a disengaged position P1 (see fig. 4A and 4B) and an engaged position P2 (see fig. 5A and 5B), and which includes at least a clutch input C1 and a clutch output C2. The fuel transmission assembly 22 is provided with a fuel transmission member 221 and a fuel transmission connecting member 222 which are linked. The clutch input C1 is linked between the fuel engine 21 and the centrifugal clutch C; the clutch output C2 is connected between the centrifugal clutch C and the fuel transmission member 221. When the rotation speed of the fuel engine 21 is higher than a predetermined rotation speed, the centrifugal clutch C is shifted from the disengaged position P1 to the engaged position P2, and vice versa from the engaged position P2 to the disengaged position P1.
An electric motor means 30 indirectly connected in parallel with the compressor 11 and the fuel drive connection 222. The motor device 30 includes a motor 31 and an electric transmission assembly 32. The electric transmission component 32 is provided with an electric transmission member 321 and an electric transmission connecting member 322 which are linked; the motor 31 is connected to the electric transmission member 321.
A dual power collecting device 40, which connects the compressor 11, the fuel transmission connector 222 and the electric transmission connector 322 in parallel. The dual power collecting device 40 has a first transmission part 41 and a second transmission part 42; the fuel transmission connecting piece 222 is assembled on the first transmission part 41; the electric transmission connecting member 322 is disposed on the second transmission portion 42.
Therefore, when the electric motor 31 is started, the compressor 11 is driven through the electric transmission assembly 32 and the second transmission portion 42, and the refrigeration device 10 is driven, at this time, the centrifugal clutch C is normally located at the separation position P1, and the dual-power collecting device 40 drives the centrifugal clutch C to idle through the fuel transmission assembly 22. And when the electric motor 31 is turned off, the fuel engine 21 is started, and when the rotation speed causes the centrifugal clutch C to shift from the disengaged position P1 to the engaged position P2, the compressor 11 is driven through the fuel transmission assembly 22 and the first transmission part 41, and the refrigeration device 10 is driven, and at this time, the dual-power collecting device 40 drives the electric motor 31 to idle through the electric transmission assembly 32.
In practice, referring to fig. 4A and 4B, the centrifugal clutch C may further include a plurality of centrifugal bodies C3, a transmission housing C4 and a plurality of springs C5.
The fuel engine 21 has an output portion (type is not limited, not shown, but shown).
The clutch input C1 is linked between the output of the fuel engine 21 and the center of the plurality of centrifugal bodies C3.
The clutch output C2 is connected between the transmission housing C4 and the fuel transmission member 221.
The clutch input part C1 and the clutch output part C2 are coaxial, and the plurality of centrifugal bodies C3 are respectively erected in the transmission shell C4.
Each spring C5 of the plurality of springs C5 is connected between two adjacent centrifugal bodies C3 of the plurality of centrifugal bodies C3. The centrifugal bodies C3 are normally spaced from the transmission housing C4 by a separation distance G such that the centrifugal clutch C is normally in the disengaged position P1.
Thereby, when the fuel engine 21 is started up to a predetermined speed (for example, 1000rpm), the centrifugal bodies C3 are caused to be thrown away by centrifugal force (each spring C5 is pulled away by the adjacent centrifugal bodies C3 to generate elastic force) and contact the transmission housing C4, so that the centrifugal clutch C is shifted from the disengaged position P1 to the engaged position P2 (as shown in fig. 5A and 5B).
When the speed of the fuel engine 21 is lower than the predetermined speed, each of the springs C5 generates a spring force to pull the adjacent two centrifugal bodies C3 back to the original position, so that the centrifugal clutch C is returned from the engaged position P2 to the disengaged position P1.
The fuel transmission element 221 and the electric transmission element 321 are both belt pulley and gear pulley.
When the fuel transmission member 221 and the electric transmission member 321 are both belt pulleys.
The fuel drive link 222 and the electric drive link 322 are both drive belts.
The first transmission portion 41 and the second transmission portion 42 are belt grooves.
When the fuel transmission member 221 and the electric transmission member 321 are both gear plates.
The fuel drive link 222 and the electric drive link 322 are drive chains.
And the first transmission portion 41 and the second transmission portion 42 are both gear plates.
Referring to fig. 2B and fig. 3B, the second embodiment of the present invention differs from the first embodiment only in that:
the motor arrangement 30 may further comprise the centrifugal clutch C.
The motor 31 has an output portion (not shown ).
The clutch input C1 is connected between the output of the motor 31 and the center of the centrifugal bodies C3.
The clutch output C2 is connected between the transmission housing C4 and the motor transmission element 321.
Similarly, when the rotation speed of the motor 31 is higher than a predetermined rotation speed (for example, 1000rpm), the centrifugal clutch C is shifted from the disengaged position P1 to the engaged position P2 to drive the electric transmission assembly 32, and vice versa, the centrifugal clutch C is shifted from the engaged position P2 to the disengaged position P1.
The present invention (regardless of the first embodiment or the second embodiment) is mainly applied to the freezing warehouse 90, and basically mainly freezes vegetables, fruits, and meat, so the freezing device 10 can hardly lose the freezing effect, and therefore, the present invention is characterized in that the freezing device 10 can switch between the following two power sources, so as to greatly reduce the problem of losing the power source (freezing effect):
[a] power mode: in daily life, the refrigeration device 10 is mainly powered by electricity, and at this time, the motor 31 is started and drives the compressor 11 through the electric transmission assembly 32 and the second transmission part 42, so as to drive the refrigeration device 10 to generate a refrigeration effect on the refrigeration warehouse 90;
at this time, the centrifugal clutch C disposed in the fuel power device 20 is normally located at the disengagement position P1, and the dual-power collecting device 40 transmits the centrifugal clutch C to idle through the fuel transmission assembly 22, without affecting the transmission of the electric motor device 30.
[b] And (3) a fuel mode: when the power failure causes the motor 31 to be turned off (certainly, other devices may be further configured to detect whether the power failure is a real power failure or an overload trip, which is not important in this case and will not be described herein), the fuel engine 21 is automatically started, and when a predetermined rotation speed (for example, 1000rpm) is reached to cause the centrifugal clutch C to be shifted from the separation position P1 to the engagement position P2, the compressor 11 is driven by the fuel transmission assembly 22 and the first transmission part 41, so that the refrigeration device 10 is driven to generate a refrigeration effect on the refrigeration warehouse 90 in a shortest time.
In this case, the dual-power collecting device 40 transmits the idle rotation of the electric motor 31 through the electric transmission assembly 32 (or transmits the idle rotation of the centrifugal clutch C of the electric motor device 30 in the second embodiment), and also does not affect the transmission of the fuel power device 20.
The advantages and effects of the utility model can be summarized as follows:
[1] can be operated independently and is simple to control. The utility model is provided with a double-power collecting device, the first transmission part and the second transmission part drive the compressor in a parallel connection mode, namely, the compressor can be switched to one of the power modes to independently operate and output power, which is quite convenient. Therefore, the operation can be controlled independently and easily.
[2] The starting resistance of the fuel engine is small. The fuel engine and the motor are designed to operate independently. When the power is normally supplied, only the motor runs, and the fuel engine does not need to be started; the fuel engine is started when the power is cut off, and the centrifugal clutch keeps a 'separated' state when the rotating speed of the fuel engine does not exceed a preset rotating speed; the centrifugal clutch is not brought into an "engaged" state until the rotational speed of the fuel engine reaches (or exceeds) a predetermined rotational speed. That is, the fuel engine is not connected to the compressor at a low rotation speed, and the start resistance is small, so that the fuel engine can be smoothly started. In other words, the compressor is connected and driven when the output speed of the fuel engine is sufficiently high. Therefore, the fuel engine starting resistance is small.
[3] The direct input of power reduces the loss of energy conversion. The output power of the fuel engine directly drives the compressor, and the indirect mode that the fuel engine of the traditional emergency generator firstly generates electricity, then the electricity is connected to the motor for driving the compressor, and finally the compressor is driven is solved. Therefore, the power is directly imported to reduce the loss of energy conversion.
The above description is only a preferred embodiment of the present invention, and is not intended to limit the present invention in any way, and all simple modifications, equivalent variations and modifications made to the above embodiment according to the technical spirit of the present invention still fall within the scope of the technical solution of the present invention.
Claims (5)
1. A dual-power freezer, comprising:
a refrigerating device, including a compressor, a first pipeline, a condenser, a second pipeline, an expansion valve, a third pipeline, an evaporator and a fourth pipeline; the first pipeline is communicated with the compressor and the condenser, the second pipeline is communicated with the condenser and the expansion valve, the third pipeline is communicated with the expansion valve and the evaporator, and the fourth pipeline is communicated with the evaporator and the compressor to form a loop;
the fuel power device is indirectly linked with the compressor and comprises a fuel engine, a centrifugal clutch and a fuel transmission assembly; the fuel engine is linked and drives the centrifugal clutch, the centrifugal clutch at least has a separation position and a joint position, the centrifugal clutch at least comprises a clutch input part and a clutch output part, the fuel transmission component is provided with a fuel transmission part and a fuel transmission connecting piece which are linked, and the clutch input part is linked between the fuel engine and the centrifugal clutch; the clutch output part is connected between the centrifugal clutch and the fuel transmission part; when the rotation speed of the fuel engine is higher than the preset rotation speed, the centrifugal clutch is changed from the separation position to the connection position, otherwise, the centrifugal clutch is changed from the connection position to the separation position;
the motor device is indirectly connected with the compressor and the fuel transmission connecting piece in parallel; the motor device comprises a motor and an electric transmission component, wherein the electric transmission component is provided with an electric transmission part and an electric transmission connecting part which are connected with each other, and the motor is connected with the electric transmission part;
a double-power collecting device which is connected with the compressor, the fuel transmission connecting piece and the electric transmission connecting piece in parallel; the double-power collecting device is provided with a first transmission part and a second transmission part, the fuel transmission connecting piece is assembled on the first transmission part, and the electric transmission connecting piece is assembled on the second transmission part.
2. The dual-power freezing device of claim 1,
the fuel engine is provided with an output part;
the centrifugal clutch also comprises a plurality of centrifugal bodies, a transmission shell and a plurality of springs;
the clutch input part is linked between the output part of the fuel engine and the central positions of the plurality of centrifugal bodies;
the clutch output part is connected between the transmission shell and the fuel transmission part;
the clutch input part and the clutch output part are coaxial, and the plurality of centrifugal bodies are respectively erected in the transmission shell;
each spring of the plurality of springs is connected between two adjacent centrifugal bodies of the plurality of centrifugal bodies; the centrifugal bodies are normally separated from the transmission housing by a separation distance, so that the centrifugal clutch is normally located at the separation position.
3. The dual-power freezing device of claim 1,
the fuel oil transmission part and the electric transmission part are both belt discs;
the fuel transmission connecting piece and the electric transmission connecting piece are both transmission belts;
the first transmission part and the second transmission part are belt grooves.
4. The dual-power freezing device of claim 1,
the fuel oil transmission part and the electric transmission part are both gear discs;
the fuel transmission connecting piece and the electric transmission connecting piece are both transmission chains;
the first transmission part and the second transmission part are both gear plates.
5. The dual-power freezing device of claim 1,
the motor device also comprises a centrifugal clutch, the centrifugal clutch comprises a clutch input part, a clutch output part, a plurality of centrifugal bodies, a transmission shell and a plurality of springs, and the centrifugal clutch at least has a separation position and an engagement position;
the motor has an output part;
the clutch input part is connected between the output part of the motor and the central positions of the plurality of centrifugal bodies;
the clutch output part is connected between the transmission shell and the motor transmission part;
the clutch input part and the clutch output part are coaxial, and the plurality of centrifugal bodies are respectively erected in the transmission shell;
each spring of the plurality of springs is connected between two adjacent centrifugal bodies of the plurality of centrifugal bodies; the centrifugal bodies are normally separated from the transmission housing by a separation distance, so that the centrifugal clutch is normally located at the separation position.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202121801162.7U CN216204580U (en) | 2021-08-04 | 2021-08-04 | Double-power refrigerating device |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202121801162.7U CN216204580U (en) | 2021-08-04 | 2021-08-04 | Double-power refrigerating device |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN216204580U true CN216204580U (en) | 2022-04-05 |
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202121801162.7U Active CN216204580U (en) | 2021-08-04 | 2021-08-04 | Double-power refrigerating device |
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|---|---|
| CN (1) | CN216204580U (en) |
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2021
- 2021-08-04 CN CN202121801162.7U patent/CN216204580U/en active Active
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