JP2008007137A - Engine-driven type refrigerated container - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide an engine-driven type refrigerated container in which a fuel tank is arranged at a lower stage of a refrigerating unit. <P>SOLUTION: In the refrigerated container 1 for controlling the temperature in a container 3 by the refrigerating unit 1 for circulating a refrigerant by a compressor 11, one of drive sources of the refrigerating unit 4 forms an engine 22. When providing a fuel tank 23 for the engine 22, the fuel tank 23 is arranged on a lower stage of the refrigerating unit 4. In the refrigerated container 1, a lower engine cover 68 on a counter-container 3 side of a gable face of the container 3 covers up to an upper portion of the fuel tank 23. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention relates to a technology for a fuel tank configuration of an engine-driven refrigeration container.

Conventionally, the technology of a refrigeration container provided with a refrigeration unit on the open end surface of the container is known. Also, in this refrigeration container, a refrigeration container in which a compressor of a refrigeration unit is driven by an engine in order to realize integrated transportation (railway, truck, ship, etc.) is also known. Normally, an engine-driven refrigeration unit includes a fuel tank that stores engine fuel.
For example, Patent Document 1 discloses a device arrangement in a refrigeration unit in FIG. 3 in which an engine having a fuel tank is one of the drive sources.
Japanese Patent No. 2672993

However, in the device layout configuration disclosed in Patent Document 1, the fuel tank is disposed in the middle in the height direction of the refrigeration unit, and therefore it is difficult for the operator to refuel.
Therefore, an object of the present invention is to present a configuration in which a fuel tank is arranged in a lower stage of a refrigeration unit in an engine-driven refrigeration container.

  The problem to be solved by the present invention is as described above. Next, means for solving the problem will be described.

  That is, according to the first aspect of the present invention, in the refrigeration container that controls the temperature in the container with the refrigeration unit that circulates the refrigerant with the compressor, one of the driving sources of the refrigeration unit is an engine, and a fuel tank for the engine is provided. In this case, the fuel tank is arranged in the lower stage of the refrigeration unit, and the anti-container side cover of the container end face is covered up to the upper part of the fuel tank.

  According to a second aspect of the present invention, in the engine-driven refrigerated container according to the first aspect, the fuel tank is configured to be swingable downward with the fuel tank mounting frame on the refrigerated container side as a support shaft.

  According to a third aspect of the present invention, in the engine-driven refrigeration container according to the first aspect, a recess is provided in the bottom of the fuel tank, and a strainer of an oil supply pipe to the engine is inserted into the recess through an elastic member.

  As effects of the present invention, the following effects can be obtained.

  According to the first aspect, the cover of the fuel tank can be reduced in weight, and the detachment workability can be improved. That is, the cover can be made lighter than the cover that covers the entire combustion tank, and the cover can be easily attached and detached. Further, since the upper part of the fuel tank is covered with the engine cover, the number of parts can be reduced as compared with the case where the fuel tank cover is separately provided.

  According to the second aspect, in addition to the effect of the first aspect, the volume (height) of the fuel tank can be increased and maintenance of the fuel tank can be facilitated. That is, even when the oil filler port is provided on the upper surface of the fuel tank, the oil filler port can avoid the frame of the refrigeration unit by attaching the fuel tank to the swing support shaft and then swinging the fuel tank. That is, it is not necessary to suppress the height of the fuel tank in order to secure a space for installing the oil filler opening. Moreover, it is not necessary to raise the refrigeration unit by the space of the oil filler opening, and the dimension in the height direction of the refrigeration unit can be suppressed.

  According to the third aspect, in addition to the effect of the first aspect, the fuel can be sucked to the bottom of the fuel tank to increase the effective volume. Further, the collision between the strainer and the fuel tank bottom due to vibration and dimensional error can be mitigated.

Next, embodiments of the invention will be described.
FIG. 1 is a side view and a rear view showing a state in which a refrigerated container according to the present invention is loaded on a truck, FIG. 2 is a front view of the refrigeration unit, and FIG. 3 is a perspective view similarly viewed from the left front.
4 is a perspective view as seen from the right front, FIG. 5 is a front view of the state where the outer plate is also removed, and FIG. 6 is a rear view of the state where the outer plate is also removed.
7 is a cross-sectional view taken along line AA in FIG. 5 showing the arrangement of the condenser and the evaporator, FIG. 8 is an AA view showing a state in which the condenser fan bracket in FIG. 7 is rotated, and FIG. 9 is a view showing the configuration of the exhaust tail pipe. FIG.
FIG. 10 is a CC sectional view in FIG. 5 showing the outlet structure of the exhaust tail pipe, FIG. 11 is a DD sectional view in FIG. 9 showing the support structure of the exhaust tail pipe, and FIG. 12 is an EE sectional view in FIG.
FIG. 13 is a cross-sectional view of the FF in FIG. 9 showing the drainage structure of the exhaust tail pipe, FIG. 14 is a right side view of the refrigeration unit showing the state where the engine is taken out of the refrigeration unit, and FIG. It is a right view of the freezing container provided with the holding part.
16 is a GG sectional view in FIG. 15 showing the configuration of the operation unit, FIG. 17 is a right side view of the refrigeration unit in a state where the fuel tank is rotated, and FIG. 18 is an FF cross section in FIG. 9 showing the bottom structure of the fuel tank. FIG.
FIG. 19 is a front view showing a power cable storage box, FIG. 20 is a perspective view of an evaporator attached with a defrost heater as seen from below, and FIG. 21 is a side view of the evaporator seen from the X direction in FIG.
22 is a refrigerant circuit diagram showing the refrigerant circuit configuration of the refrigeration unit, FIG. 23 is a side view showing the configuration of the two-temperature zone container, and FIG. 24 is a perspective view showing the rear chamber control unit.
FIG. 25 is a cross-sectional view taken along the line HH in FIG. 24 showing the rear chamber control unit.

First, a refrigerated container according to an embodiment of the present invention will be briefly described. The container is a large container used for freight transportation. Transporters use containers to carry out integrated transportation from door to door to save money and prevent damage and theft. The refrigeration unit is a machine that cools and freezes goods by supplying low-temperature air. That is, the refrigeration container is a large container used for freight transportation with the inside of the container at a low temperature by a refrigeration unit. The freezing container can set the inside of the container to various low temperature zones such as freezing or refrigeration. The refrigeration unit performs operation control so that the temperature inside the container becomes a set temperature.
In this way, the frozen container can transport various cargoes such as frozen food, ice cream, fresh fish or fruits. In addition, since the refrigerated container is intended for integrated transportation, it can be adapted for transportation by ship, rail, or truck. For example, FIG. 1 shows a refrigerated container 1 loaded on a truck 2.

As shown in FIG. 1, the refrigeration container 1 includes a container 3 and a refrigeration unit 4. The container 3 is configured using a member having a heat insulating property as compared with a normal container (not a refrigerated container).
The container 3 is configured to be provided with a door 5 having an opening on one side and an openable / closable door 5 on the other side. The refrigeration unit 4 supported by the frame 6 is attached to the opened wife surface. On the other hand, cargo can be taken in and out from the wife surface on which the openable / closable door 5 is configured.
Here, the refrigeration unit 4 will be briefly described. Hereinafter, in order to simplify the description, in the refrigerated container 1 in which the refrigeration unit 4 is attached to the container 3, the surface exposed to the outside is the front of the refrigeration unit 4, and the rear surface (= the surface exposed inside the container), right and left, width Depth and height are described.

  As shown in FIGS. 5 and 6, the refrigeration unit 4 constitutes a refrigeration cycle in one unit. More specifically, the refrigeration unit 4 includes a compressor 11 that sucks low-temperature / low-pressure gas refrigerant and compresses it into a high-temperature / high-pressure gas refrigerant, and a condensation that condenses the high-temperature / high-pressure gas refrigerant into a high-temperature / high-pressure liquid refrigerant. , A receiver 19 for retaining a high-temperature / high-pressure liquid refrigerant, an expansion valve 113 (see FIG. 22) for expanding the high-temperature / high-pressure liquid refrigerant into a low-temperature / low-pressure liquid gas refrigerant, and a low-temperature / low-pressure liquid gas And an evaporator 13 for evaporating the refrigerant into a low-temperature and low-pressure gas refrigerant. The condenser 12 is an air-cooled heat exchanger that cools the refrigerant by outside air using a condenser fan 16 driven by a condenser fan electric motor 14. The evaporator 13 is an air-cooled heat exchanger that cools the internal air by allowing the evaporator fan motor 15 to absorb the heat of evaporation from the internal air to the refrigerant by using the evaporator fan 17.

The refrigeration unit 4 includes a generator 21 that supplies power to the compressor 11, an engine 22 that drives the generator 21, a fuel tank 23 that stores fuel of the engine 22, an intake pipe 32, and an air cleaner 33. An intake system 31 configured and an exhaust system 41 including an exhaust pipe 42 and a muffler 43 are provided. Furthermore, the refrigeration unit 4 includes an electrical component box 51 and a power cable 52. The electrical component box 51 includes an electronic control unit (hereinafter referred to as an ECU) 50 that controls devices such as the engine 22 and the compressor 11, and an operation panel 94 that sets the internal temperature and the like.
With such a configuration, the generator 21 is driven by the engine 22, and the compressor 11, the condenser fan motor 14, the evaporator fan motor 15, and the like are driven by the electricity supplied by the generator 21, and the refrigeration The temperature control of the unit 4 is performed. Furthermore, it is possible to drive by supplying electricity from an external commercial power source.

Below, the structure of each part of the refrigeration unit 4 of a present Example is demonstrated in detail. Next, a refrigerant circuit configuration having a supercooling circuit using the evaporator of the refrigeration unit 4 will be described in detail. Furthermore, the two temperature zone control structure of the container 3 of the refrigerated container 1 will be described in detail.
In the following description, a person who handles the refrigeration unit 4 such as a person who performs maintenance / inspection of the refrigeration unit 4 and a person who operates the temperature setting of the refrigeration unit 4 is referred to as an operator.

First, the overall layout configuration of the refrigeration unit 4 will be described with reference to FIGS.
As shown in FIGS. 5 to 7, the refrigeration unit 4 is configured by arranging devices in a casing 61. The casing 61 is configured to be largely divided into an upper part 101, a central part 102, and a lower part 103 in the height direction. The central part 102 is configured to be divided into a right central part 102a and a left central part 102b in the width direction.
In the upper part 101, a condenser 12, a condenser fan electric motor 14 and a condenser fan 16 are arranged on the front side, and an evaporator 13, an evaporator fan electric motor 15 and an evaporator fan 17 are arranged on the rear side. In the central portion 102, an engine system is arranged in the right central portion 102a, and a refrigerant system is arranged in the left central portion 102b. That is, the engine system and the refrigerant system are arranged at the same level. A fuel tank 23 is disposed in the lower portion 103.

By adopting such a configuration, for example, even when the refrigerated container 1 is loaded on the truck 2, the fuel tank 23 and the oil filler port 36 (see FIG. 3) are at a height at which an operator can easily approach. . That is, the worker can easily perform the refueling operation. Thus, maintainability is improved in the refrigeration unit 4.
Moreover, since the generator 21, the engine 22, and the compressor 11 which are heavy objects are arrange | positioned at the same hierarchy, the mounting base floor of the generator 21 and the engine 22 can be comprised as the common frame 62. FIG. Since the number of parts can be reduced by using a common mounting base, it is possible to reduce the number of parts management and assembly.

Further, as shown in FIGS. 5 to 7, the fuel tank 23 is disposed in the lower portion 103 of the casing 61. The fuel tank 23 is formed so that the length in the longitudinal direction is substantially the same as the length in the width direction of the casing 61.
By adopting such a configuration, the fuel tank 23 can secure a maximum volume in a given space in the casing 61, and thus realizes a long-term oil-free operation.

Further, as shown in FIG. 5, an oil feed pipe 28 is connected to the engine 22 and the fuel tank 23 via a feed pump 24 and an oil filter 25. Here, the feed pump 24 is a pump that supplies the fuel stored in the fuel tank 23 to the engine 22. The oil filter 25 is a filter that filters the supplied fuel. The feed pump 24 and the oil filter 25 are disposed adjacent to the right side of the fuel tank 23 in the lower portion 103 of the casing 61.
By setting it as such a structure, the feed pump 24 can suppress the height difference with the fuel tank 23, and the fuel oil feeding efficiency of the feed pump 24 is improved.

Next, the heat exchanger layout configuration of the refrigeration unit 4 will be described in detail with reference to FIGS.
As shown in FIGS. 5 to 7, in the upper part 101 of the casing 61, the condenser 12 is positioned on the front side and the evaporator 13 is positioned on the rear side, and the evaporator 13 is side-faced by heat insulating walls 63 a, 63 b, and 63 c. It is surrounded by a cross-sectional view “U”.
The condenser 12 is formed with a larger heat exchange area than the evaporator 13. The condenser 12 is arranged so that the outside air flows in a direction (arrow P in FIG. 7) penetrating the end face of the container 3. Moreover, the evaporator 13 is arrange | positioned so that air in a store | warehouse | chamber may flow to a perpendicular direction (arrow Q in FIG. 7).

By adopting such a configuration, the following advantages can be obtained. Usually, in the refrigeration cycle, the condensation capacity needs to be larger than the evaporation capacity because of the relationship of condensation capacity = compression function + evaporation capacity. Therefore, the heat exchange area of the condenser is made larger than that of the evaporator. In this case, the depth dimension of the refrigeration unit 4 increases if the condenser is arranged like the evaporator. On the other hand, if the heat exchange areas are made substantially the same, it is necessary to increase the condenser fan air volume more than the evaporator. However, in this case, the number of fans, the fan diameter, or the number of fan rotations increases. The increase in the number of fans and the fan diameter leads to an increase in storage space, and the refrigeration unit 4 cannot be made compact. In addition, the power consumption increases as the fan speed increases. In addition, the amount of heat generated by the current increases, so that the heat deterioration of the fan motor is accelerated.
Therefore, the heat exchange area of the condenser is made larger than that of the evaporator, the condenser makes the outflow / inflow surface of the outside air face the container face, and the evaporator makes the outflow / inflow surface of the inside air face the horizontal plane. As a result, the refrigeration unit 4 can be made compact by suppressing an increase in the fan air volume of the condenser.

Further, as shown in FIG. 7, the condenser fan 16 is disposed below the condenser 12 and below the heat insulating wall 63c with the fan shaft as the vertical direction. With this configuration, the condenser cooling air is guided downward after passing through the condenser 12 so as to penetrate the end face of the container 3.
Moreover, by setting it as the above-mentioned structure, compared with the structure which installs the condenser fan 16 and the condenser fan electric motor 14 in the upper part of the refrigeration unit 4, the height of a refrigeration unit can be suppressed, for example.
Further, the condenser cooling air is discharged downward outside the unit by the air guide portion 65 shown in FIG. By adopting such a ventilation structure, for example, even when the refrigeration container 1 is loaded on the truck 2 and the truck engine is positioned in front of and below the refrigeration unit 4, the condenser cooling air can be discharged to the truck engine side. Therefore, it is possible to reduce the hot air around the truck engine from rising to the refrigeration unit 4 side.

Further, as shown in FIGS. 6 to 8, the condenser fan electric motor 14 is supported by a bracket 60. As shown in FIG. 8, the bracket 60 is configured with the depth side supported by the casing 61 as a support shaft. And the bracket 60 is provided with a pivot shaft in the horizontal direction in the rear part thereof, and is configured to be able to turn downward (arrow L in FIG. 8).
With this configuration, the operator can easily replace or check the condenser fan motor 14 and the condenser fan 16 without removing the condenser 12. In this way, in the refrigeration unit 4, the maintainability of the condenser fan motor 14 and the condenser fan 16 is improved.

Further, as shown in FIG. 7, the evaporator 13 is supported by a mounting base 64. The mounting base 64 is installed on a heat insulating wall 63 c constituting the casing 61. Further, the heat insulating wall 63c is formed so that the opening becomes larger toward the lower inside of the container in order to reduce the flow resistance of the internal air passing through the evaporator 13. Here, the mounting base 64 is configured to support the evaporator 13 with the upper part being horizontal and to be installed on the heat insulating wall 63c with the lower part being inclined according to the inclination of the heat insulating wall 63c.
By setting it as such a structure, when an operator removes the evaporator 13 in order to replace or check the evaporator 13, for example, it can prevent that the evaporator 13 slips down. In this way, the maintainability of the evaporator 13 is improved in the refrigeration unit 4.

Next, the ventilation structure of the condenser 12 of the refrigeration unit 4 will be described with reference to FIG. 2 to FIG. 5 or FIG.
As shown in FIGS. 2 to 4, the lower engine cover 68 is provided in front of the refrigeration unit 4. The lower engine cover 68 is configured to cover a substantially lower portion and a substantially upper portion of the lower portion 103 in the right center portion 102a where the engine 22 is disposed. That is, the front side of the engine 22 and the upper front side of the fuel tank 23 are covered. The lower engine cover 68 forms a gap R between the lower engine cover 68 and the fuel tank 23.
By adopting such a configuration, a certain distance is secured between the air guide portion 65 and the gap R in the height direction of the refrigeration unit 4. On the other hand, a certain distance is secured between the air guide portion 65 and the gap R in the width direction of the refrigeration unit 4. In this way, by preventing the condenser cooling air discharged from the air guide portion 65 from flowing back to the right center portion 102a through the gap R, the cooling performance and the intake efficiency of the engine 22 in the refrigeration unit 4 are achieved. Has improved.

As shown in FIG. 5, the radiator fan 26 is provided on the right side surface of the right central portion 102 a of the refrigeration unit 4, that is, on the right side surface of the refrigeration unit 4. The cooling air sucked by the radiator fan 26 is introduced into the right center portion 102 a through the gap R, passes under the common frame 62 of the engine 22 and the generator 21, and is located at the right center from the introduction portion 32 a near the partition wall 66. It flows into the part 102a and flows out into the opening 9 (arrow S in FIGS. 2 to 5 and 7).
By setting it as such a structure, cooling air can be cooled in order of the high temperature from the low temperature of the exhaust heat temperature of the generator 21 and the engine 22. FIG. Therefore, the cooling efficiency of the generator 21 is improved.
Moreover, since the radiator fan 26 is provided in the center part 102, the height of the refrigeration unit 4 can be suppressed.

Next, the configuration of the intake / exhaust system of the engine 22 will be described in detail with reference to FIG. 2 to FIG. 6 or FIG. 9 to FIG.
As shown in FIG. 5, the intake pipe 32 introduces outside air through an opening facing the introduction portion 32 a.
With such a configuration, a part of the cooling air by the radiator fan 26 can be sucked.

Further, as shown in FIG. 5 or FIG. 6, the partition wall 66 is provided at the approximate center in the width direction of the central portion 102. The partition wall 66 separates the right central portion 102a where the engine system is disposed and the left central portion 102b where the refrigerant system is disposed. The muffler 43 is attached to the partition wall 66 above the left center portion 102b. The electrical component box 51 is disposed on the right side of the upper portion 101.
By setting it as such a structure, the muffler 43 and the electrical component box 51 can be isolated. In this way, the electrical component box 51 can be prevented from being affected by engine exhaust heat from the muffler 43. That is, in the electrical component box 51, thermal protection is realized.

As shown in FIGS. 2 to 4, the panel 67 is provided in front of the left central portion 102b where the refrigerant system is arranged. The panel 67 is formed with a mesh 67a that allows ventilation.
By adopting such a configuration, the left central portion 102b can be naturally ventilated without particularly providing a fan or the like. In this manner, in the refrigeration unit 4, the cooling efficiency of the refrigerant control device (for example, an electromagnetic valve or an electronic expansion valve) and the muffler 43 is improved.

Further, as shown in FIG. 5, the exhaust pipe 42 is provided so as to exhaust the exhaust from the engine 22 to the outside. The exhaust pipe 42 discharges the exhaust from the muffler 43 to the outside through the exhaust tail pipe 44. The exhaust tail pipe 44 is configured in the vertical direction between the condenser 12 and the electrical component box 51 in the upper portion 101. Furthermore, as shown in FIG. 9, the exhaust tail pipe 44 has the exhaust direction as the back side of the refrigeration unit 4.
With such a configuration, the exhaust tail pipe 44 can be stored in the refrigeration unit 4, and the exhaust of the engine 22 can be discharged at the upper end of the refrigeration unit 4. Further, the discharge direction can be opposite to the traveling direction of the truck 2 when loaded on the truck 2, for example. In this way, the refrigerating unit 4 prevents re-suction of engine exhaust.

Further, as shown in FIGS. 9 and 10, the outlet portion of the exhaust tail pipe 44 is covered with a cover 70 in the ceiling portion of the refrigeration unit 4. The cover 70 is a cover having a simple configuration that opens only in the exhaust direction. Further, the exhaust tail pipe 44 is provided with a waterproof weir 71 on the periphery of the through portion of the casing 61 in the ceiling portion of the refrigeration unit 4. This waterproof weir 71 is provided close to the exhaust tail pipe 44.
By adopting such a configuration, rainwater is prevented from entering the exhaust tail pipe 44. In addition, rainwater collected on the ceiling portion of the refrigeration unit 4 cannot enter the casing 61 from the periphery of the casing 61 through portion of the exhaust tail pipe 44. In this way, in the refrigeration unit 4, rainwater is prevented from entering.

Further, as shown in FIGS. 9 to 12, the exhaust tail pipe 44 is configured inside the casing 61. The exhaust tail pipe 44 has a vertical portion 44a disposed in the vertical direction between the condenser 12 and the electrical component box 51 (see FIG. 5). The vertical portion 44a is supported by the casing 61 in a vibration-proof manner. More specifically, the exhaust tail pipe 44 is supported by the bracket 72 via the support material 73 and the elastic material 74 with respect to the casing 61.
With such a configuration, the bracket 72 supports the exhaust tail pipe 44 while absorbing heat deformation of the exhaust tail pipe 44 even when the exhaust tail pipe 44 is deformed due to aging or exhaust heat. can do. In this manner, in the refrigeration unit 4, the exhaust pipe 42 can be prevented from being damaged, and the durability is improved.

As shown in FIG. 5, the exhaust tail pipe 44 has a horizontal portion 44 b disposed in the horizontal direction below the condenser 12. Further, as shown in FIG. 13, a drain discharge port 45 is provided in the horizontal portion 44 b. The drain discharge port 45 is connected to the drain hose 46. Although not shown, the drain hose 46 is provided so that it can be drained outside the refrigeration unit 4.
Further, the drain water drain port 45 is provided with a step so that the drain water can be captured.
By adopting such a configuration, even when the temperature inside the exhaust tail pipe 44 decreases after the engine 22 is stopped and dew condensation water is generated inside the exhaust tail pipe 44, the drain outlet 45 is quickly provided. The condensed water can be discharged to the outside of the refrigeration unit 4. In this way, in the refrigeration unit 4, the occurrence of problems due to the backflow of condensed water to the engine 22 is prevented.

Next, the maintenance means of the engine 22 will be described in detail with reference to FIG.
As shown in FIG. 14, the engine 22 is suspended from the refrigeration unit 4 by being suspended by a chain block 77 attached to the removable bracket 76 during maintenance. The detachable bracket 76 is made of, for example, H-shaped steel, and is configured to be detachable from the upper end portion of the casing 61 with a bolt or the like. During maintenance, the bolts are removed and replaced so that one end of the removable bracket 76 protrudes forward.
The common frame 62 is a common frame for the engine 22 and the generator 21. Here, the common frame 62 is formed with a horizontal mounting surface without unevenness.
With this configuration, the operator can easily move the engine 22 horizontally using the detachable bracket 76 and the chain block 77, so that the operator can pull it out of the refrigeration unit 4 or push it into the refrigeration unit 4. Can be. This replacement means can be applied not only to the engine 22 but also to heavy objects such as the generator 21 or the compressor 11. Thus, maintainability is improved in the refrigeration unit 4.

Next, the operation unit 91 will be described in detail with reference to FIGS. 15 and 16.
As shown in FIG. 15, the refrigeration unit 4 is provided with an operation unit 91 on the right side surface. The operation unit 91 is arranged so that the lower side of the operation unit 91 is positioned near the center line of the refrigeration unit 4.
With such a configuration, for example, even when the refrigeration unit 4 is loaded on the truck 2, the operator can get out of the driver's seat and easily operate the operation unit 91 from the side surface.
Further, with the above-described configuration, for example, even when the refrigerated container 1 is buried by snowfall, the operation unit 91 is not buried. That is, the operator can easily operate the operation unit 91. In this way, the operability is improved in the refrigeration unit 4.

Further, as shown in FIG. 15, the frame 6 is provided with a ladder portion 92 and a grip portion 93 on the right side surface. The ladder portion 92 is provided from the lower end of the frame 6 to the operation portion 91. In addition, the grip portion 93 is provided on the frame 6 so as to be positioned in the vicinity of the operation portion 91. Note that the ladder portion 92 is simple enough to allow an operator to step on the foot.
With such a configuration, for example, even when the refrigeration unit 4 is loaded on the truck 2, the operator can easily approach and operate the operation panel 94. In this way, the operability is improved in the refrigeration unit 4.

Further, as shown in FIG. 16, the operation unit 91 constitutes an operation panel storage chamber 95. The operation panel storage chamber 95 has a partially opened depth surface. An operation panel 94 is fitted into the opening surface. By storing the operation panel 94 in the operation panel storage chamber in this manner, it is possible to prevent sunlight from being reflected on the surface of the operation panel 94 or the scenery behind the screen from being reflected. In this way, visibility is improved in the operation unit 91.
Further, with the above-described configuration, the operation panel 94 can be double waterproofed by the waterproofing of the operation panel 94 and the waterproofing of the operation panel storage chamber 95. In this way, rainwater intrusion is prevented in the operation unit 91.

As shown in FIG. 16, the operation panel storage chamber 95 is covered with a door 96 on the surface. The door 96 is configured such that its upper end is pivotally supported with respect to the side plate so as to be opened and closed upward.
By adopting such a configuration, for example, when an operator opens the door 96, the door 96 becomes eaves and can prevent intrusion of rainwater. Further, since the door 96 is closed by its own weight when the operator releases his / her hand, forgetting to close can be prevented.

Further, as shown in FIG. 16, the operation panel 94 is inserted in an opening opened in the depth surface of the operation panel storage chamber 95 through the packing 99 and the grommet 100 in more detail. That is, packing 99 is interposed on the peripheral surface of the operation panel 94 attached to the operation panel storage chamber 95, and the grommet 100 is externally fitted to the bolt that fixes the operation panel 94 to the operation panel storage chamber 95. I support it. On the other hand, the door 96 is mounted on the periphery of the opening opened on the surface of the operation panel storage chamber 95 via a packing 98.
With this configuration, the operation panel 94 can be sealed at both the door 96 and the periphery of the operation panel 94. In this way, the operation panel 94 prevents rainwater from entering.

Further, as shown in FIG. 16, the door 96 is provided with a transparent window 97 at a substantially central portion.
With this configuration, the operator can confirm only the display on the operation panel 94 without opening and closing the door 96. In this way, the operability is improved in the operation unit 91.

Next, the configuration of the fuel tank 23 will be described in detail with reference to FIGS. 2 to 4, 17 and 18.
As shown in FIGS. 2 to 4, the fuel tank 23 is disposed in the lower portion 103 of the casing 61. The lower engine cover 68 covers the lower half surface of the central portion 102 and the substantially upper portion of the lower portion 103 on the surface of the refrigeration unit 4.
By adopting such a configuration, the lower engine cover 68 can be made lighter than in the case where the entire lower portion 103 is covered. That is, the operator can easily detach the lower engine cover 68. Thus, maintainability is improved in the refrigeration unit 4.
Further, with the above-described configuration, the upper portion of the fuel tank 23 can be blinded with only one lower engine cover 68 as compared with the case where the entire surface of the lower portion 103 is divided and covered with a cover. In this way, the number of parts of the refrigeration unit 4 is reduced.

As shown in FIG. 17, the fuel tank 23 is carried by a frame 35 having a frame shape around the fuel tank 23. The frame 35 is configured such that the depth side at the lower end (the back side of the refrigeration unit 4) is pivotally supported by a support shaft so as to be rotatable up and down with respect to the casing 61 (arrow M in FIG. 17).
With this configuration, the assembly operator can easily support the rear portion and lift the fuel tank 23 to fix the front portion in a state where the fuel tank 23 is supported on the frame 35 at the time of manufacture. In a simple process, the fuel tank 23 can be attached to the casing 61. In this way, the assemblability is improved when the refrigeration unit 4 is manufactured.
Further, with the above-described configuration, the height of the fuel tank 23 can be made equal to the height of the lower portion 103 of the casing 61 even when the oil filler port 36 is provided in the upper portion of the fuel tank 23. In this way, the volume of the fuel tank 23 is increased in the refrigeration unit 4.
If the projecting opening of the oil filler port 36 is provided in the common frame 62, as shown in FIG. 7 or FIG. 8, the fuel tank 23 even if the common frame 62 overlaps the oil filler port 36 in the height direction. Can be installed. Therefore, the height of the refrigeration unit 4 can be suppressed as compared with the case where the common frame 62 is raised by the height of the oil filler port 36.
Further, with the above-described configuration, when the fuel tank 23 is inspected, the operator releases the fixing of the front portion of the frame 35 and rotates it downward to turn the upper portion of the fuel tank 23 forward. be able to. That is, the operator can easily check the upper portion of the fuel tank 23. In this way, in the refrigeration unit 4, the maintainability of the fuel tank 23 is improved.

Further, as shown in FIG. 18, the fuel tank 23 includes a strainer 27 inside. The strainer 27 is provided at the tip of the oil feeding pipe 28 on the fuel tank 23 side. The strainer 27 is recessed through an elastic body 29 in a recess 23 a formed in the bottom of the fuel tank 23.
With such a configuration, the feed pump 24 can suck the fuel to the bottom of the fuel tank 23. In this way, the effective volume of the fuel tank 23 is improved.
In addition, with the above-described configuration, even when vibration is applied to the fuel tank 23 or when there is a dimensional error in the strainer 27, the elastic body 29 causes vibration / collision between the bottom of the fuel tank 23 and the strainer 27. Can be relaxed. In this way, the reliability of the fuel tank 23 is improved.

Next, storage of the power cable 52 will be described in detail with reference to FIG.
As shown in FIG. 19, the refrigeration unit 4 includes a power cable 52 so that power can be supplied from a commercial power source or the like. The refrigeration unit 4 may be driven by the supply of an external commercial power source or the like through the power cable 52 when transported by train or ship. When the power cable 52 is not in use, the power cable 52 is stored in a state where it is wound in a power cable storage box 54 located at the lower right of the casing 61.
Further, the power cable 52 has a power plug 53 at the tip. In the power cable storage box 54, a storage cylinder 55 is provided at the left end. The storage cylinder 55 is provided with its tip inclined upward. When the power cable 52 is stored in the power cable storage box 54, the power plug 53 is stored in the storage cylinder 55.
With such a configuration, it is possible to prevent water from accumulating inside the power plug 53 when not in use, for example, when it is raining.

Next, the defrost heater 80 will be described in detail with reference to FIGS.
As shown in FIG. 20, a defrost heater 80 is provided for the purpose of preventing frost formation of the evaporator 13. In FIG. 20, the evaporator 13 is shown with fins and tubes omitted for the sake of clarity. The defrost heater 80 is formed of a round bar-like heating element that generates heat when energized.
As shown in FIG. 21, the evaporator 13 is formed with notches 13b at the lower ends of the evaporator frames 13a and fins (not shown) at both ends. The notch 13 b has a semi-long hole shape that matches the cross-sectional shape of the defrost heater 80. The defrost heater 80 is attached by being fitted into the notch 13b.
With such a configuration, for example, when replacing the defrost heater 80, the operator can easily push the defrost heater 80 from the evaporator 13 by simply depressing or fitting the defrost heater 80 from the notch 13b. Detachable. In this way, maintainability is improved in the defrost heater 80.

20 and 21, the defrost heater 80 has a U-shaped folded configuration on one side.
By setting it as such a structure, the wiring of the defrost heater 80 can be concentrated on the other side. In this way, workability is improved when the refrigeration unit 4 is manufactured or when the defrost heater 80 is replaced.

As shown in FIGS. 20 and 21, the defrost heater 80 is fixed at both ends by pressing members 81 from below on the outside of the evaporator frame 13 a.
With such a configuration, the defrost heater 80 is prevented from dropping from the notch 13b after being attached. That is, a plurality of defrost heaters 80 can be fixed and prevented from falling off with a simple configuration. In this way, safety is improved in the defrost heater 80.

Next, the refrigerant circuit configuration of the refrigeration unit 4 will be described in detail with reference to FIG.
As shown in FIG. 22, in the refrigerant circuit of the refrigeration unit 4, the evaporator 13, the evaporator fan 17, and the evaporator fan motor 15 are arranged in the container inside 107, and the others are arranged in the container outside 106. In addition to the compressor 11, the condenser 12, the expansion valve 113, the receiver 19, and the evaporator 13, the refrigerant sucking refrigerant is stored between the evaporator 13 and the compressor 11 as devices constituting the refrigerant circuit. Alternatively, an accumulator 117 for gas-liquid separation and an opening adjustment valve 116 for adjusting the refrigerant circulation amount are provided. The evaporator 13 includes two heat exchangers, an evaporator 13m and a supercooling heat exchanger 13n. Further, the supercooling bypass path 112 short-circuits the condenser 12 outlet and the receiver 19 inlet via the electromagnetic valve 111. Further, the suction bypass path 114 is configured in parallel with the opening degree adjustment valve 116 via the electromagnetic valve 115.
With such a configuration, the high-temperature and high-pressure gas refrigerant discharged from the compressor 11 flows into the condenser 12 and dissipates heat to the outside air to condense. Then, the liquefied refrigerant flows into the receiver 19 through the path 112 and is rapidly reduced in pressure by the throttle action of the expansion valve 113 and flows into the evaporator 13 as a mist. Then, the inside of the container 3 is frozen and refrigerated by the endothermic action accompanying the evaporation of the refrigerant, and the vaporized refrigerant is sucked into the compressor 11.

As shown in FIG. 22, the supercooling heat exchanger 13 n is configured as a part of the evaporator 13 disposed in the container interior 107. Supercooling is the action of cooling the high-pressure and high-temperature refrigerant liquid condensed by the condenser 12. The inlet enthalpy of the evaporator 13 can be reduced by the supercooling effect, and the evaporator capacity can be increased.
In the case of a low load operation that does not require supercooling (for example, refrigeration operation), the solenoid valve 111 is turned on, and an operation in which the refrigerant does not flow to the supercooling heat exchanger 13n through the supercooling bypass path 112 is also possible. .
By adopting such a configuration, it is possible to omit the arrangement of a separate supercooling heat exchanger (for example, a supercooling heat exchanger that exchanges heat with the suction refrigerant installed on the outer side 106). In this manner, in the refrigeration unit 4, the space on the outer side 106 is saved.
In addition, since the entire amount of the circulating refrigerant is supercooled by the low-temperature air inside the container 107, the refrigeration efficiency is better than when the supercooling refrigerant is branched.

Further, as shown in FIG. 22, the opening adjustment valve 116 adjusts the refrigerant circulation amount of the entire refrigerant circuit by adjusting the amount of refrigerant sucked by the compressor 11. The refrigeration operation is operated with less refrigeration capacity than the refrigeration operation. Therefore, during the refrigeration operation, the solenoid valve 115 is closed and the operation is performed only with the refrigerant amount adjusted by the opening adjustment valve 116. On the other hand, during the refrigeration operation, since a large refrigeration capacity is required, the solenoid valve 115 is opened and both the bypass path 114 and the opening degree adjusting valve 116 are used to secure the refrigerant circulation amount.
In this way, the bypass path 114 is also used in a refrigeration operation that requires a large amount of refrigerant circulation, and the opening adjustment valve 116 is adjusted in a refrigeration operation in which a small amount of refrigerant circulation is sufficient. Therefore, both improvement of responsiveness and improvement of accuracy of opening adjustment are achieved.
Here, the refrigeration operation is an operation that keeps the internal air temperature below zero degrees, and the refrigeration operation is an operation that keeps the internal air temperature higher than zero degrees (= a low temperature state in which moisture does not freeze).

Next, the two-temperature zone container 7 will be described in detail with reference to FIGS.
As shown in FIG. 23, the two-temperature zone container 7 is a container 3 having rooms in two different temperature zones, that is, a front chamber 3a and a rear chamber 3b. The front chamber 3a is disposed on the refrigeration unit 4 side of the container 3 for refrigeration. The front chamber 3 a is directly cooled by the cooling air from the refrigeration unit 4. On the other hand, the rear chamber 3b is disposed on the door 5 side of the container 3 for refrigeration. The rear chamber 3 b is cooled by cooling air whose temperature is controlled by the rear chamber unit 130.

Further, as shown in FIG. 24, the rear chamber unit 130 includes a heating / mixing chamber 126 arranged at the left and right of the front chamber 3a cold air suction chamber 125 in the center in the width direction of the container 3. The blower fan 122 is provided in the opening of the front chamber 3 a of the duct 120 and the cool air suction chamber 125. The blower fan 121 is provided in the suction opening of the heating / mixing chamber 126.
With such a configuration, the frozen air sent from the front chamber 3a to the rear chamber 3b via the duct 120 and the air heated by the heater unit 123 of the heating / mixing chamber 126 of the rear chamber 3b are combined. The mixed air is mixed in the mixing space before the outflow part to the air guide duct 129 of the heating / mixing chamber 126, and the mixed air is supplied to the floor surface of the rear chamber 3b through the air guide duct 129.
Hereinafter, the configuration of the rear chamber unit 130 will be described in detail.

As shown in FIG. 24, the inside of the duct 120 and the front chamber 3a cold air suction chamber 125 flows refrigeration air having a temperature lower than the temperature of the refrigeration air circulating in the rear chamber 3b. Therefore, the duct 120 and the front chamber 3a cold air suction chamber 125 are configured to surround the entire periphery with a heat insulating material (not shown).
By setting it as such a structure, the dew condensation on the rear chamber 3b side of the duct 120 and the front chamber 3a cold air suction chamber 125 can be prevented. In this manner, condensation is prevented from occurring on the ceiling of the rear chamber 3b and the cargo is prevented from getting wet.

Further, as shown in FIG. 25, the heating / mixing chamber 126 includes a drain pan 127 at the bottom. This is because, in the heating / mixing chamber 126, the frozen air in the front chamber 3a sucked from the duct 120 and the refrigerated air in the rear chamber 3b sucked by the blower fan 121 are mixed, so that condensed water is generated.
With such a configuration, the drain pan 127 can guide the generated condensed water to the air guide duct 129 and guide the air from the air guide duct 129 to the floor of the container 3. Condensed water led to the floor surface is discharged out of the container from a drainage groove (not shown) of the container 3. In this manner, cargo wetting is prevented in the rear chamber 3b.

Further, as shown in FIG. 24, the blower fans 121, 122, and 121 are arranged in a row in the width direction of the container 3 as a total of nine fans by arranging three fans with the same diameter in a row.
By setting it as such a structure, since each fan can be made small, the height dimension of the rear chamber unit 130 can be suppressed. In this way, the effective height for cargo loading / unloading is increased in the rear chamber 3b.

The heater unit 123 shown in FIGS. 24 and 25 has a configuration in which the heating element 140 and the support member 141 are integrated.
With such a configuration, the operator can easily attach and detach the heater unit 123 at the time of manufacturing or replacement of the heater unit 123. In this way, in the heater unit 123, the ease of assembly and maintenance are improved.

24 and 25, a shutter 128 is provided in front of the blower fan 122 of the duct 120. The shutter 128 is composed of a plate-like elastic body, and its upper part is fixed to the upper side of the duct 120. The shutter 128 is configured such that a weight is added to the lower part and is in close contact with the lower side.
By adopting such a configuration, the shutter 128 can rotate to the blower fan 122 side at the lower part. That is, when the refrigeration air in the front chamber 3 a is sucked by the blower fan 122, the shutter 128 is blown up and the front chamber 3 a communicates with the front chamber 3 a cool air suction chamber 125, but when the blower fan 122 is stopped, the shutter 128 is The front chamber 3a is closed and the front chamber 3a is shut off from the cold air suction chamber 125. In this way, in the duct 120, the refrigerated air in the front chamber 3a is prevented from naturally flowing into the rear chamber 3b except for forced suction by the blower fan 122.

The side view and back view which show the state with which the refrigeration container based on this invention was loaded in the truck. The front view of a freezing unit. The perspective view similarly seen from the left front. The perspective view similarly seen from the right front. The front view of the state which similarly removed the outer plate. The rear view of the state which removed the outer plate similarly. FIG. 6 is a cross-sectional view taken along line AA in FIG. The AA figure which shows the state which rotated the condenser fan bracket in FIG. BB sectional drawing in FIG. 5 which shows the structure of an exhaust tail pipe. CC sectional drawing in FIG. 5 which shows the exit structure of an exhaust tail pipe. DD sectional drawing in FIG. 9 which shows the support structure of an exhaust tail pipe. Similarly EE sectional drawing in FIG. FF sectional drawing in FIG. 9 which shows the drainage structure of an exhaust tail pipe. The right view of the freezing unit which shows the state which took out the engine out of the freezing unit. The right view of the freezing container provided with the ladder and the holding part for approaching an operation part. GG sectional drawing in FIG. 15 which shows the structure of an operation part. The right view of the freezing unit which shows the state which the fuel tank rotated. FF sectional drawing in FIG. 9 which shows the bottom part structure of a fuel tank. The front view which shows a power cable storage box. The perspective view which looked at the evaporator which attached the defrost heater from the downward direction. The side view similarly seen from the X direction in FIG. The refrigerant circuit figure which shows the refrigerant circuit structure of a freezing unit. The side view which shows the structure of 2 temperature zone containers. The perspective view which shows a rear chamber control unit. The HH sectional view in Drawing 24 showing a back room control unit.

Explanation of symbols

1 Refrigeration container 3 Container 4 Refrigeration unit 11 Compressor 22 Engine 23 Fuel tank 68 Lower engine cover

Claims (3)

  In a refrigeration container that controls the temperature in a container with a refrigeration unit that circulates refrigerant using a compressor, one of the driving sources of the refrigeration unit is an engine, and when the fuel tank for the engine is provided, the fuel tank is An engine-driven refrigeration container, which is arranged in a lower stage of the unit and has a structure in which an anti-container side cover of the container end face is covered up to the upper part of the fuel tank.   2. The engine-driven refrigeration container according to claim 1, wherein the fuel tank is configured to swing downward with the fuel tank mounting frame on the refrigeration container side as a support shaft. 2. The engine-driven refrigeration container according to claim 1, wherein a recess is provided in the bottom of the fuel tank, and a strainer of an oil supply pipe to the engine is inserted into the recess via an elastic member. .