JP2530152B2 - Engine heat pump - Google Patents

Description

TECHNICAL FIELD The present invention relates to a heat pump used as an outdoor unit of an air conditioner, and more particularly to a heat pump of a type in which a compressor of the heat pump is driven by an engine.

(Prior Art) This type of heat pump is disclosed in Japanese Patent Application No. 60-2
24523 (JP-A-62-84272, US Pat. No. 4,614,090) and the like. The structure described in this application is such that a heat exchanger and the like are arranged in a heat exchanger chamber formed in the upper half of the indoor unit, and two compressors and engines are arranged in an engine chamber formed in the lower half. Various improvements have been made such as improving the cooling efficiency.

(Problems to be Solved by the Invention) In the engine used for the heat pump of the above type, it is necessary to periodically (or as needed) adjust the timing of the intake / exhaust valve and maintain the spark plug. .

However, in the structure described in the above application, a refrigerant pipe, an engine cooling water pipe, and the like are provided on the front side of the bonnet portion at the upper end of the engine or in the vicinity thereof. Therefore, if the above-mentioned work is performed with the engine still installed, there is a disadvantage that those pipes are an obstacle.

(Means for Solving the Problems) In the present invention, the removable front panel 2 is arranged on the front side of the engine room Er of the outdoor unit H1, and the compressor C1 is provided at a portion near one side of the engine room Er. , C2 are arranged, an engine E for driving the compressor is arranged at a portion near the other side of the engine room Er, and an outdoor heat exchanger K is connected to the compressors C1, C2 via a refrigerant pipe group P. Room
Arranged in the heat exchanger chamber Kr on the upper side of Er to extend the refrigerant pipe group P generally upward from the installation area of the compressors C1 and C2, while the engine E has a horizontal member 18 vertically supported by the bottom plate 40 and a vertical member. It is arranged on a frame composed of the material 16 so that it can be taken out so as not to engage with the refrigerant pipe group P in accordance with the sliding movement of the bracket 14 that can be drawn out to the front side on the vertical material 16, and at that time, the engine E Exhaust device and cooling water passage pipe WP are bonnet 52
It is characterized in that the space 53 is formed to have a size that enables maintenance and inspection of the engine head part by extending from the lower engine part to the side so as not to enter the front side space 53 of the bonnet part. It is an engine heat pump.

(Embodiment) As shown in FIG. 1 which is a schematic layout diagram, the engine heat pump type air conditioner of the embodiment of the present invention includes an indoor unit H0 and an outdoor unit H1. The indoor unit H0 includes a heat exchanger K0, refrigerant pipes Px and Py connected to the heat exchanger K0, and a blower B driven by a motor M.

The outdoor unit H1 is composed of a heat pump device driven by the gas engine E, and includes the compressors C1 and C2, the heat exchanger K, and the like in addition to the engine E.

In the cooling water circulation passage W of the engine E, the cooling water flows as shown by the arrow. In the cooling water circulation passage W, a waste heat recovery unit U and a thermostat T are sequentially arranged from the upstream side.
1, a radiator R, a cooling water pump Pm, an exhaust gas heat exchanger G, and a manifold Mn are provided. Bypass passage between the thermostat T1 and the passage on the downstream side of the radiator R
Connected by W1. The structure of the thermostat T1 itself is well known, and a detailed description of its structure is omitted. While the cooling water is at a low temperature, the upstream part of the cooling water circulation passage W and the bypass passage W1 are connected to each other, When the temperature becomes high, the outlet on the bypass passage W1 side is closed and the outlet on the radiator R side is opened to supply cooling water to the radiator R.

The exhaust gas heat exchanger G is configured to cool the exhaust gas of the engine E with cooling water, and the manifold Mn is also cooled with cooling water. The exhaust gas outlet pipe GP of the exhaust gas heat exchanger G is connected to the muffler MF.

The drive shafts (input shafts) of the compressors C1 and C2 are connected to the crankshaft 10 of the engine E via electromagnetic clutches (not shown) and separate belts b1 and b2.

The discharge ports of the compressors C1 and C2 are connected to refrigerant discharge pipes P1 and P2 having check valves, respectively. Each pipe P1,
A high pressure switch HPS for detecting an abnormal increase in pressure is connected to P2 on the upstream side of the check valve. An oil separator O is provided in each of the pipes P1 and P2 between the check valve and the high pressure switch HPS. The oil separator O is for capturing compressor lubricating oil (refrigerating machine oil) mixed in the refrigerant and returning it to the compressors C1 and C2. The oil return passage OP of each oil separator O has suction pipes P11 and P12 for the compressors C1 and C2. Connected to.

The above pipes P1 and P2 are connected via a common pipe P3 (collecting pipe)
It is connected to the connection port V1 of the one-way valve device V. Of the other three connection ports V2, V3, V4 of the four-way valve device V, the connection port V2 is connected to one pipe Py of the indoor heat exchanger K0, and the connection port V3 is one of the outdoor heat exchangers K. It is connected to the pipe P4, and the connection port V4 is connected to the compressor suction pipe P6.

The four-way valve device V is switched to the heating operation position by energizing the solenoid valve part (not shown) provided in the four-way valve device V, and when the energization is stopped, the pressure difference of the refrigerant in each passage part causes , It is designed to switch to the cooling position.

However, when such a structure is adopted, if the entire device in the heating operation state is stopped, the engine E
If the power supply to the four-way valve device V is shut off at the same time when the compressors and the compressors C1 and C2 are stopped, the four-way valve device V will cause the four-way valve device V to have a difference in pressure of the refrigerant in each of the passage portions described above, as in the case of switching to the cooling operation state. By this, it switches to the cooling operation position. Therefore, the connection port V2 is connected to the connection port V4, and the liquid refrigerant flows into the suction pipe P6 from the pipe Py on the condenser (indoor heat exchanger K0) side. As a result, at the next start, the compressors C1 and C2 compress the liquid refrigerant, and the compressors C1 and C2 may fail.

In order to solve such a problem, the illustrated apparatus is provided with a control device composed of a microcomputer or the like. The control device is configured to cut off the power supply to the four-way valve device V with a certain time delay when the operation switch of the entire device is cut off. The delay time is 4
This is the time until the pressures in the passages connected to the one-way valve device V are equalized. Therefore, even if the power supply to the four-way valve device V is cut off, the four-way valve device V does not switch due to the pressure difference. Instead, it stays in its previous position. Therefore, as described above, the liquid refrigerant does not flow into the suction pipe P6. Further, since the liquid refrigerant is prevented from being sucked in this way, as described above, the four-way valve device V which does not need to be energized during the cooling operation can be adopted to reduce the required power.

The other pipes Px and P5 of the indoor heat exchanger K0 and the outdoor heat exchanger K are connected to different connection ports of the check valve device Q, respectively. The check valve device Q is configured by combining four check valves, and in addition to the above-mentioned two connection ports to which the pipes Px and P5 are connected, the inlet of the pipe P7 and the outlet of the pipe P8 are respectively connected. It has two connecting ports.

The outlet of pipe P7 and the inlet of pipe P8 are liquid receivers L
Connected to A dryer D is provided in a portion of the pipe P8 near the liquid receiver L, and an expansion valve Ja is provided in a portion near the check valve device Q.

The inlet of the pipe P9 is connected to the pipe P8 between the dryer D and the expansion valve Ja. Solenoid valve in the middle of pipe P9
S1 is provided, and the other end of the pipe P9 is connected to the waste heat recovery unit U. Discharge pipe P10 of waste heat recovery unit U is compressor C2
It is connected in the middle of the suction pipe P12. An expansion valve Jb is provided in the pipe P9 between the electromagnetic valve S1 and the waste heat recovery unit U.

The inlet of the pipe P12 is connected to the outlet of the pipe P6.
The outlet of the pipe P6 is connected to the suction ports of the compressors C1 and C2 via the pipe P11 and the pipe P12, respectively. Plumbing
A solenoid valve S2 is provided in the pipe 12 between the pipe P6 and the pipe P10. An accumulator A is provided in the middle of the suction pipe P11 of the compressor C1.

The oil return passage OP is a portion of the pipe P11 on the downstream side of the accumulator A, and the pipe P12.
It is connected to the downstream side of the connection point with 10.

Further, in the illustrated structure, check valves N1 and N2 are provided in the suction pipes P11 and P12 on the downstream side of the oil return passage OP. The check valves N1 and N2 operate as follows.

That is, immediately after the entire device is stopped, the discharge chambers of the compressors C1 and C2 are maintained in the pressurized state. for that reason,
If the check valves N1 and N2 are not provided, immediately after the stop, the lubricating oil that has accumulated in the pressurized discharge chamber immediately flows back into the suction pipes P11 and P12 and accumulates there. At the next start, a large amount of lubricating oil suddenly flows into the discharge chamber from the pipes P11 and P12. As a result, the compressors C1 and C2 are operated in a liquid compressed state, and the compressors C1 and C2 may be damaged.

On the other hand, in the above configuration, by the check valves N1 and N2,
Such backflow of lubricating oil is prevented.

The gas that is the fuel of the engine E flows into the mixer MX from the external pipe through the solenoid valve SE and the regulator RG, is mixed with air in the mixer MX, and is sent to the engine E. The above air is mixed from the intake pipe AP through the air cleaner AC to the mixer MX.
Sent to.

 Next, the structure of each part will be described in more detail.

As shown in FIG. 2, an engine room Er is formed inside the lower half of the outdoor unit H1, and a heat exchanger room Kr is formed inside the upper half. The fans F1 and F2 are installed side by side in the heat exchanger room Kr, and the package 1 (outer skin) of the outdoor unit H1 is installed.
There are ventilation and ventilation openings for fans F1 and F2.

The package 1 is formed by combining a plurality of panels, angle columns, and reinforcing members. The front panel 2 that covers the engine compartment Er from the front is removable for internal inspection and maintenance.

3 is a schematic front view of the inside of the engine room Er, FIG. 4 is a plan view of the inside of the engine room Er, FIG. 5 is a right side surface of the inside of the engine room Er, and FIG. 6 is a rear surface of the inside of the engine room Er.

In FIG. 3, the engine E is installed in the rightward portion of the engine compartment Er with the crankshaft 10 extending in the front-rear direction (direction perpendicular to the front panel 2 in FIG. 2), and the compressor C1, C2 is installed diagonally up and down on the left side.

The engine E is provided with stays 11 near the four corners of the engine block. Bracket at the bottom of each stay 11
12 is provided, and the flexible lower surface of the bracket 12
13 is fixed. The lower surface of the rubber 13 is fixed to the inclined upper surface of the bracket 14, and the lower part of the bracket 14 is a common base.
It is fixed to the upper surface of 15 vertical members 16. The vertical members 16 extend in the front-rear direction (direction parallel to the crankshaft 10) on both sides of the engine E, and the front ends and the rear ends thereof are connected by the horizontal members 18, respectively.

Another bracket 20 is attached to the upper surface of the vertical member 16.
One end of a torque rod 23 is connected to the bracket 20 via a bolt 21. The torque rod 23 extends from the bolt 21 substantially toward the center of gravity of the engine E, and the other end thereof is connected to the stay of the engine block.

The compressors C1 and C2 are attached to the compressor frame 30. The compressor frame 30 is composed of a combination of plate-shaped members. Further, tension is applied to the belts b1 and b2 by a tensioner 32 provided with a spring 31, respectively, and these tensioners 32 are also attached to the compressor frame 30. The belts b1 and b2, their pulleys, and the tensioner 32 are provided at the front end of the engine compartment Er.

The lower surfaces of the vertical members 16 and the compressor frame 30 are attached to a bottom plate 40 of the engine room Er via a hard vibration-proof rubber 36. A pair of installation legs 41 are attached to the lower surface of the bottom plate 40 in a posture extending in the front-rear direction (the direction parallel to the crankshaft 10).

The vertical member 16 and the horizontal member 18 described above form a frame, and the oil pan 45 of the engine E is inserted in the frame.

According to the above configuration, the engine E can be pulled out to the front side as described below, so that repair / inspection is easy. That is, when pulling out the engine E, the bracket 14
Remove the mounting bolts 26 (Fig. 4) from and attach the bracket 14 to the vertical member.
The horizontal member 18 on the front side is removed from the vertical member 16 while being separated from the vertical member 16. Also remove the torque rod 23 and the belts b1 and b2. In this state, the entire engine E is pulled out to the front side while sliding the bracket 14 on the vertical member 16 so that the compressor C
It is possible to take out only the engine E without removing the refrigerant pipe while leaving 1 and C2 inside.

Further, the engine E can be easily installed and positioned as follows.

That is, a gap 44 is formed between the bottom plate 40 and the oil pan 45, and a plate-shaped slide (not shown) can be inserted into this gap 44. The above-mentioned slide is used for carrying the engine E on its upper surface during assembling work and feeding it from the front side (front side) to the position shown in FIG. 3, and its thickness (vertical height) is It is set to be slightly shorter than the vertical height of the gap 44.

In the feeding operation, the bracket 14 is seated on the vertical member 16 and slides on the upper surface thereof. However, in a state before the bolt 26 (FIG. 4) is attached, the rubber 13 and the like are deformed by the own weight of the engine E. The left and right brackets 14, 14 are moved laterally (away from the oil pan 45), and the vertical height from the bottom surface of the oil pan 45 to the lower end of the bracket 14 is longer than in the illustrated state. Therefore, as described above, the engine E can be positioned by surely seating the engine E on the relatively thin slide and moving the slide to a predetermined position. When the positioning of the engine E is completed, the bolts 26 are attached to fix the bracket 14 to the common base 15. As a result, the bracket 14 slightly moves to the oil pan 45 side and sits on the common base 15 in a surface contact state,
The position of the entire engine E moves slightly upward, and the oil pan 45 separates from the slide. In this state, pull out the slide.

Compared with the engine E main body, the slide can be easily operated by a worker by hand, and the frictional force during movement is small. Therefore, the engine assembling work can be easily performed.
Of course, the above-mentioned engine withdrawal work can be easily performed by using the slide.

Further, the following structure facilitates the incorporation of the engine E during the assembling work.

As shown in FIG. 4, the bracket 14 extends in the front-rear direction over substantially the entire length of the engine E, and one bracket 14 is provided on each of the left and right side portions of the engine E. Further, two bolts 26 are provided at the front end and the rear end of each bracket 14, and are mounted in long holes 27 formed in the bracket 14 and long in the front-rear direction.

According to the above configuration, the number of position adjustment work of the bracket 14 is reduced as compared with the case where four small brackets are separately provided at four corners of the engine E, and in particular, the bracket 14 is maintained in a posture parallel to the crankshaft 10. As it is, the position of the bracket 14 in the longitudinal direction can be easily adjusted. Therefore, the positioning of the engine E in the axial direction (the direction parallel to the crankshaft 10) is simplified, and the pulleys on the crankshaft 10 are connected to the compressors C1, C2
It is possible to accurately and easily position the driven pulley in the axial direction.

In the device shown in the figure, the valve clearance of the engine E is adjusted and the spark plug is inspected and maintained as part of the maintenance work. However, such work can be easily performed with the engine E installed in a predetermined position. There is.

That is, the above work is performed by removing the bonnet 52 (cylinder head cover) at the upper end of the engine E shown in FIG. In the structure shown in the figure, the space 53 on the front side (front side) of the bonnet 52 has no pipes or the like,
53 is open to the front. Therefore, the above work can be easily performed through the space 53.

In order to open the space 53 in this way, the following ideas have been elaborated.

First, the piping group P related to the refrigerant is gathered in the vicinity of the compressors C1 and C2, and extends above the compressors C1 and C2 up and down to the heat exchanger chamber Kr. The cooling water passage pipe WP extends laterally from the engine portion below the hood 52 and does not enter the space 53. Further, the intake / exhaust system devices such as the air cleaner AC and the exhaust gas heat exchanger G are also distributed to the left and right of the space 53. In particular, in the structure shown in the figure, as shown in FIG. 1, only one thermostat T1 is provided, and since it is arranged in the heat exchanger chamber Kr, the thermostat T1 is prevented from entering the space 53 in FIG. ing. Further, as shown in FIG. 1, an accumulator A for capturing the liquid refrigerant is also arranged in the heat exchanger chamber Kr. An electric wire harness (not shown) extends upward from the center of the engine room while avoiding the space 53.

At the four corners of the bottom plate 40, the lower ends of vertical column members 55 made of angles are fixed by welding. The front panel 2 (second
(Fig.) And other engine room panels are fixed to the pillar material 55 with bolts or the like. A ceiling wall 56 is bolted to the upper ends of the pillar members 55. The top wall 56 is a bent structure of a plate material and constitutes the bottom wall of the heat exchanger chamber Kr.

As shown in the lower left part of FIG. 5, a member 3 having an L-shaped cross section, which is seated on the upper surface of the edge of the bottom wall 40, is welded to the lower part of the panel 2. A seal 4 is seated on the upper portion of the front surface of the bottom wall 40 in contact with the lower edge of the member 3. The front surface and the lower surface of the seal 4 are surrounded by a bent portion provided in the lower portion of the panel 2.
The tip portion 5 of the bent portion vertically projects downward, and
It is in contact with the front end face of 40 and is fixed by a bolt 6.
As shown in the lower right part of FIG. 3, the tip portion 5 is provided with a notch 7 into which the shaft portion of the bolt 6 is fitted. The notch 7 extends from the intermediate portion in the vertical direction of the tip portion 5 to the lower edge, and the peripheral edge portion thereof engages with the head portion of the bolt 6. However, the size of the notch 7 is set so that the edge portion of the notch 7 does not engage with the shaft portion of the bolt 6 in the fitted state shown in the drawing.

According to the above structure, the panel 2 is supported by the bottom wall 40 on the member 3 (Fig. 5), and the bolt 6 mainly prevents the panel 2 from moving forward (to the left in Fig. 5).
Therefore, the weight of the panel 2 is not applied to the edges of the bolt 6 and the notch 7, and the wear and deformation of those portions can be prevented.

The same structure is used for the other panels in the engine compartment Er.

As shown in FIGS. 4 and 6, the fuel chamber is provided on the rear side of the engine room Er and on the lower half of the side portion on the compressor C2 (FIG. 4) side.
57 is formed. In the fuel chamber 57, the solenoid valve SE (6th
(Fig.) And regulator RG are housed. In these devices, gas may leak from the joint portion, and a fuel chamber 57 is provided in order to prevent the gas from catching the spark of the starter motor 58 of the engine E.

In the structure shown in the figure, the following measures are taken as countermeasures against the gas leakage.

When a gas that is heavier than air, such as propane gas, is used as the fuel gas, the mounting legs near the fuel chamber 57 as shown in FIG.
A gas alarm 59 is arranged inside 41. In this way, the gas leak can be reliably detected. Moreover, although the gas alarm 59 is generally weak to heat, the mounting foot 41 is located at the bottom of the device and the temperature is low, so that the gas alarm 59 can be prevented from being exposed to high temperature. Further, since the mounting leg 41 has a hollow structure in order to obtain a predetermined strength, the layout of the entire device can be simplified by effectively utilizing the internal space thereof and disposing the alarm device 59.

Further, in the illustrated structure, the following ideas are elaborated.

As shown in the upper left portion of FIG. 4, vertically extending edges 9a, 8a of the back panel 9 and the side panel 8 surrounding the fuel chamber 57 are bent. The bent edge portion 9a of the rear panel 9 surrounds the outer surface of the column member 55 having a substantially L-shaped cross section with a gap 60 therebetween.
The pair of seals 61 that seal the gap 60 are held between the edge member 8a of the side panel 8 and the pillar member 55 by bolts 62 in a state of being held.

As shown in FIG. 7, which is a perspective partial schematic view, the gap 60 is formed over the entire height of the panel 9, and in the assembled state, the upper end and the lower end of the gap 60 communicate with the outside. Further, gas passage holes 63 are provided in, for example, an upper portion and a lower portion of a portion of the column member 55 facing the fuel chamber.

According to this structure, even if a gas leak occurs in the fuel chamber 57, the leaked gas flows into the gap 60 from the hole 63, and when the gas is lighter than the air, the gas is discharged from the upper end opening of the gap 60. When it is discharged to the external space and is heavier than air, it is discharged from the lower end opening of the gap 60 to the external space.

The engine compartment Er has a generally sealed structure to prevent noise and prevent wind and rain from entering. However, the engine room Er
If it is completely sealed, the internal temperature will become too high and problems will occur in electrical parts (particularly engine ignition parts).
Therefore, as shown in FIGS. 4 and 6, the bottom plate 40 is provided with a ventilation opening 66 provided with a fan 65 in the central portion of the engine compartment Er near the rear surface.

The air taken into the engine room Er from the ventilation fan 65 is discharged to the heat exchanger room Kr through the clearance opening 75 (FIG. 6) formed in the ceiling wall 56, and is discharged from the room Kr to the outside by the fans F1 and F2. Is discharged.

Especially in the structure shown in the figure, as shown in FIG. 6, in order to effectively cool the CDI unit 76 and the rectifier 77 for the starter motor, which are the ignition system parts of the engine E, these devices have openings 66.
It is fixed to the compressor frame 30 in the vicinity of the upper part of.

Further, the CDI unit 76 is relatively liable to break down, and therefore it is desirable to install the CDI unit 76 in a condition that it can be removed to the outside. For that purpose, the following structure is adopted.

In FIG. 6, the CDI unit 76 is a plate-shaped bracket 7
It is fixed at 8. The bracket 78 is generally L-shaped and has a short portion 79 and a long portion 80 extending at right angles to each other. The short part 79 is the back panel 9
It is located parallel to (Fig. 4) and has a CDI unit attached to the portion 79. The portion 80 extends from the end of the portion 79 on the engine E side to the front side. As shown in FIG. 3, the bracket 78 is fixed to the frame 30 at the portion 80 with bolts 81. In addition, a relatively large space 83 is provided between the bracket 78 and devices such as the engine E body and the starter motor 58 on the side thereof.
Is left.

According to the above configuration, by removing the belt b1 and the tensioner 32 engaged with the belt b1, the space 83 can be opened to the front side, and the open space 83 is used to make the bolt 81
The CDI unit 76 can be removed together with the bracket 78 by removing the bracket 78, moving the bracket 78 to the engine E side, and pulling it out to the front side.

A transformer 82 for supplying electric power to the respective parts such as the starter motor 58 and the CDI unit 76 is installed at the bottom of the engine compartment Er near the front of the fuel compartment 57, as shown in FIG.

Further, in the illustrated apparatus, the following measures are taken as countermeasures against gas leakage.

When the device operation switch is turned on while the device is stopped,
Due to the operation of the control device, the fan 65 and the fans F1 and F2 are operated in advance of the actual operation of the device (starter motor 58 and other devices) by a predetermined time. As a result, even if a gas leak occurs and the fuel gas is accumulated in the engine room Er, the gas is discharged from the engine room Er to the outside through the heat exchanger room Kr.

As shown in FIG. 6, the inlet-side end of the intake pipe AP of the air cleaner AC penetrates the ceiling wall 56 and enters the heat exchanger chamber Kr, and is curved at the lower part of the chamber Kr and opens obliquely downward. There is. A heat exchanger K, a radiator R, an inlet opening 85, and a fan F2 are arranged in this order from the back side of the heat exchanger chamber Kr.

The heat exchanger K and the radiator R are roughly the rear panel 9
(FIG. 4) and L-shaped along one side panel 8. The lower end of the heat exchanger K is adjacent to the lower end of the heat exchanger chamber Kr. The lower end of the radiator R is located slightly above the lower end of the heat exchanger chamber Kr. And the intake pipe AP
Of the radiator R is provided at a position lower than the lower end of the radiator R.

In this configuration, most of the air that has passed through the heat exchanger K passes through the radiator R and is discharged to the outside by the fans F1 and F2, but some of the air passes through the lower side of the radiator R, It is not heated by the radiator R and flows into the intake pipe AP at a relatively low temperature. As a result, low-temperature air can be supplied to the engine E, and the engine intake air charging efficiency is improved.

As shown in FIG. 3, the above-described high-pressure switch HPS, that is, the abnormal rise detection switch for the refrigerant discharge pressure is also attached to the compressor frame 30. According to this structure, the pipes related to the compressor and the high-pressure switch HPS can be configured as the same vibrating body, so that it is possible to prevent relative vibration between them and prevent leakage at the connection portion.

A capillary tube 87 (extremely thin tube made of copper or the like) as shown in FIG. 8 is used to connect the high pressure switch HPS and the piping. The capillary tube 87 may be damaged by vibration or the like, but as a countermeasure against this, the following structure is adopted.

The capillary tube 87 is arranged along a pipe (for example, P1) to which the tube 87 is connected, and rubber holding blocks 88 are provided at a plurality of positions (or one position) in the juxtaposed section. A slit 89 is provided in the block 88 so as to enter from one side surface of the block 88 to a central portion thereof, and a capillary tube 87 is inserted and held in the slit 89. The block 88 is seated on the outer surface of the pipe P1 and is fixed to the pipe P1 by an appropriate belt 86.

The same capillary tube and its holding structure are also used for the expansion valves Ja and Jb of FIG. 1 and also for the oil return passage OP of the oil separator O.

Next, the water-cooled muffler MF of FIG. 1 will be described.
When the muffler MF is used for a long period of time, carbon is deposited inside the muffler MF to reduce the heat exchange efficiency, and the temperature of the exhaust gas discharged to the outlet pipe GP rises. In that case, it is necessary to remove the deposited carbon, but a detector 90 is provided on the outer surface of the pipe GP as shown in FIG. 5 in order to detect the time when the removal work is required. The detector 90 is made of, for example, a thermo-paint that changes color when the temperature exceeds a predetermined temperature. In that case, the exhaust gas temperature can be visually detected. Also, the detector
90 is a temperature detection switch, and the switch can be connected to a control device.

In any case, since the detector 90 is placed outside the pipe GP and detects the temperature of the pipe GP, the detector 90 can be used as the detector 90 as compared with the case where it is placed inside the pipe GP and directly detects the temperature of the exhaust gas. Inexpensive means are available.

In FIG. 9, the lower end of the wall surface panel 91 of the heat exchanger chamber Kr is fixed to the edge portion of the ceiling wall 56 by bolts 92. The bolt 92 has a flange 93 at the lower end, and a protrusion 94 protruding upward is annularly provided on the peripheral edge of the flange 93. The bolt 92 is inserted into the hole 95 of the bottom wall 56 from below,
While the 94 is seated on the lower surface of the bottom wall 56, the periphery of the protrusion 94 is welded and fixed to the bottom wall 56. The hole of the lower edge of the panel 91 is fitted into the shaft of the bolt 92, and is fixed by the nut.

According to this structure, a part of rainwater or the like flowing into the heat exchanger chamber Kr enters the gap between the hole 95 and the bolt 92, but the gap is completely formed by the annular protrusion 94 with respect to the engine chamber Er below. Since it is shut off, rainwater is reliably prevented from flowing into the engine compartment Er.

FIG. 10 is a schematic sectional view taken along the line XX of the connecting portion between the tension lever 32 and the spring 31 shown in FIG. In FIG. 10, a pin 97 parallel to the pulley shaft 96 is rigidly fixed to the tension lever 32 by welding or the like. The tip of the pin 97 has a small diameter, and a resin roller 98 having excellent wear resistance is rotatably attached to the small diameter portion. A hook 99 at the end of the spring 31 is hooked on the roller 98.

According to this structure, when the tension lever 32 swings or vibrates, the roller 98 rotates.
It is possible to prevent abrasion of the roller 98 and the hook 99 without applying an excessive force to the engaging portion between the 98 and the hook 99. Further, since the pin 97 is rigidly fixed to the lever 32, even if a moment due to a spring load is applied to the connecting portion between them, the connecting portion will not be deformed and the pin 97 can be securely positioned at a predetermined position. Can hold

(Effect of the Invention) As described above, according to the present invention, the degree of freedom in maintenance and inspection work of the engine becomes greater than in the past, and the performance maintenance of this type of heat pump for a long period of time can be performed particularly easily.
In particular, when the bonnet 52 is removed to adjust the timing of the intake / exhaust valve and to maintain the spark plug, the piping is not obstructed and the work can be easily performed.

[Brief description of drawings]

FIG. 1 is a layout diagram of an embodiment, FIG. 2 is a schematic perspective view of an outdoor unit, FIG. 3 is a schematic front view of the inside of an engine room Er, FIG. 4 is a plan view of the inside of the engine room Er, and FIG. FIG. 6 is an exploded perspective partial schematic view of the outer wall structure of the heat exchanger chamber, FIG. 8 is a perspective partial schematic view showing the holding structure of the capillary tube, and FIG.
9 is a schematic partial sectional view showing the panel fixing structure, and FIG. 10 is a schematic partial sectional view taken along the line XX in FIG. 2 ... Front panel, 52 ... Bonnet, 53 ... Space, C
1, C2 …… Complexer, E …… Engine, Er …… Engine room, H1 …… Outdoor unit, P …… Refrigerant piping group, K …… Outdoor heat exchanger, Kr …… Heat exchanger room, WP …… Cooling water piping

 ─────────────────────────────────────────────────── ─── Continuation of the front page (72) Inventor Tsugio Fukushima 1-32, Chayamachi, Kita-ku, Osaka, Yanmar Diesel Co., Ltd. (56) References JP-A-58-148234 (JP, A) -144285 (JP, U) Actually developed 62-14279 (JP, U)

Claims (1)

(57) [Claims] 1. A removable front panel (2) is arranged on the front side of an engine room (Er) of an outdoor unit (H1), and a compressor (C) is provided at a part near one side of the engine room (Er).
1, C2) are arranged, the engine (E) for driving the compressor is arranged at the other side of the engine room (Er), and the compressor (C1, C2) is connected via the refrigerant pipe group (P). The outdoor heat exchanger (K) to be connected by connecting is arranged in the heat exchanger room (Kr) above the engine room (Er), and the refrigerant pipe group (P) is generally located above the installation area of the compressors (C1, C2). On the other hand, the engine (E) is mounted on a frame composed of a horizontal member (18) and a vertical member (16) vibration-isolated and supported by the bottom plate (40).
A bracket (1 that can be pulled out to the front side on the vertical member (16)
It is arranged so that it can be taken out so as not to engage with the refrigerant pipe group (P) according to the sliding of 4), and at that time, the exhaust system of the engine (E) and the cooling water passage pipe (WP) are connected to the bonnet (52). ) From the lower engine part to the side so that the space (53) does not enter the front side space (53) of the bonnet part so that the engine head part can be maintained and inspected. An engine heat pump characterized by being formed.