JPH0769092B2 - 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 device of a type in which a compressor of the heat pump is driven by an engine.

(Prior Art) Conventionally, an outdoor unit of this type in which a compressor is driven by a motor has been widely used.
In recent years, a device in which an engine drives a compressor has been developed.

(Problems to be Solved by the Invention) When the engine is adopted as described above, there is an advantage that the exhaust heat of the engine can be used to heat the refrigerant, but on the other hand, the space occupied by the engine inside the outdoor unit (especially high There is a problem that it becomes large.

Further, there is a problem that it is difficult to incorporate a heavy object such as an engine into the inside of the package (outer skin) during the assembling work.

Furthermore, since the conventional electric (motor type) heat pump is relatively light, it can be lifted and carried by hand, but in the case of the engine type, it is heavy and cannot be carried by hand.
Therefore, it is necessary to use a machine such as a crane during transportation. However, in the conventional structure, since the package is lightweight, the package is not provided with an appropriate strength member, which makes it difficult to attach a lifting wire such as a crane.

(Means for Solving the Problems) In order to solve the above problems, the present invention is directed to the engine E and the belts b1 and b2 on one side of the engine E by the engine E.
Compressor C1, C2 for refrigerant compression driven via
And a heat exchanger K for refrigerant are housed inside the package 1, wherein the package 1
A pair of horizontal bar-shaped common bases 15 are provided at the bottom of the common bases at horizontal intervals, and the engine main body is installed on the upper surface of the common bases 15 via a vibration-proof rubber 13. Insert the oil pan 45 at the bottom of the engine into the space between the two floors
A horizontal member 18 is detachably attached to the end of the vertical member 16 of 15 by bolts, and a torque rod 23 having rubber joints at both ends is arranged between the engine E and the common base 15 on the side opposite to the compressors C1 and C2. It is characterized by that.

(Example) In FIG. 1, which is a schematic layout diagram, solid arrows indicate the flow of a refrigerant (for example, CFC) during cooling, and broken arrows indicate the flow of a refrigerant (heating medium) during heating. As shown in Fig. 1, the engine heat pump type air conditioner has an indoor unit H0 and an outdoor unit.
Equipped with 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. As described later, a low-temperature refrigerant is supplied to the heat exchanger K0 during cooling, and the air sent from the blower B passes through the heat exchanger K0 to be cooled and then flows through the room. Further, during heating, a high-temperature refrigerant is supplied to the heat exchanger K0, and the air from the blower B flows in the room after being heated by the heat exchanger K0.

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.

The compressors C1 and C2 are fixed to a compressor frame 30 (Fig. 5) fixed to a common base 15 described later.

Cooling water flows through the cooling water circulation passage W of the engine E as indicated by an arrow. In the cooling water circulation passage W, a thermostat T1, a radiator R, a thermostat T2, a cooling water pump Pm, an exhaust gas heat exchanger G, and a manifold Mn are provided in this order from the upstream side. Thermostat T1
And the upstream portion thereof are connected by a bypass passage W1, and a waste heat recovery unit U is provided in the middle of the bypass passage W1. The structure of the thermostat T1 itself is well known,
As shown in FIG. 2, the valve body t occupies the position (illustrated position) connecting the upstream part and the downstream part of the cooling water circulation passage W while the cooling water is at a low temperature. t moves to the left in FIG. 2, thereby connecting the outlet of the bypass passage W1 and the downstream portion of the cooling water circulation passage W (cooling water circulation passage W
The upstream part of is closed).

The thermostat T1 is abolished, and the thermostat T11 that operates in the same manner as the thermostat T1 is connected to the upstream end of the bypass passage W1 and the cooling water circulation passage W as shown by the two-dot chain line in FIG.
It can also be provided at the connecting portion with.

The thermostat T2 is provided on the downstream side of the radiator R, and the portion on the upstream side of the radiator R and the thermostat T2.
And are connected by a bypass passage W2. The thermostat T2 is configured to prevent the cooling water from flowing to the radiator R while the cooling water is at a low temperature.

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 drive shafts (input shafts) of the compressors C1 and C2 are connected to the output shaft of the engine E via an electromagnetic clutch (not shown) and separate belts b1 and b2.

The refrigerant discharge pipes P1 and P2 of the compressors C1 and C2 are connected to the connection port V1 of the four-way valve device V via the oil separator O, the check valve, and the common pipe P3, respectively. 4-way valve device V
Of the other three connection ports V2, V3, V4, the connection port V2 is connected to one pipe Py of the indoor heat exchanger K0, and the connection port V3 is connected to one pipe P4 of the outdoor heat exchanger K. The connection port V4 is connected to a compressor suction pipe P6 described later.

The heat exchanger K is provided with two fans F1 and F2 that are driven by motors M1 and M2, respectively.

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 q1 to q4, and in addition to the above-mentioned two connection ports to which the pipes Px and P5 are connected, an inlet of the pipe P7 and Piping P8
The two outlets are connected to each other.

The outlet of the pipe P7 and the inlet of the pipe P8 are connected to the liquid receiver L. 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 dryer D functions to remove water and foreign substances in the refrigerant. The expansion valve Ja is a kind of throttle valve, and the pressure of the refrigerant is reduced by passing through the expansion valve Ja. The expansion valve Ja is connected to one end of a connecting pipe J1 and a pressure line J2 to the temperature-sensitive tubular portion for control, and the throttling ratio is controlled based on the pilot pressure from the connecting pipe J1 and the pressure line J2. Is configured to. The other end of the connecting pipe J1 is connected to a temperature-sensing cylinder attached to a pipe P6 extending from the valve device V, and the other end of the pressure line J2 is connected to a pilot pressure introducing port attached to the pipe P6.

The inlet of the pipe P9 is connected to the pipe P8 between the dryer D and the expansion valve Ja. Solenoid valve S1 in the middle of pipe P9
Is provided and the other end of the pipe P9 is connected to the waste heat recovery unit U. The discharge pipe P10 of the waste heat recovery unit U is connected in the middle of the suction pipe P12 of the compressor C2. An expansion valve Jb is provided in the pipe P9 between the electromagnetic valve S1 and the waste heat recovery unit U. The expansion valve Jb has a structure similar to that of the expansion valve Ja, and its connecting pipe J5 is connected to a temperature sensing tube provided in the pipe P10.

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. Piping P6
A solenoid valve S2 is provided in the pipe P12 between the pipe and the pipe P10. An accumulator A is provided in the middle of the suction pipe P11 of the compressor C1.

Each of the above parts is configured to operate as follows under the control of a controller (not shown).

In the normal heating operation state, the solenoid valve S1 is open and the solenoid valve S2 is closed. The high-temperature pressurized gaseous refrigerant compressed by the compressors C1 and C2 flows from the pipes P1 and P2 to the heat exchanger K0 through the pipe P3, the four-way valve device V, and the pipe Py, and then the heat exchanger K0.
While passing through, it releases heat and becomes a liquid. Then the refrigerant is pipe
Px flows into the pipe P8 via the check valve device Q, the pipe P7, and the liquid receiver L.

A part of the refrigerant flowing into the pipe P8 flows into the heat exchanger K through the check valve device Q and the pipe P5, and the air supplied from the fans F1 and F2 while flowing through the heat exchanger K (higher temperature than the refrigerant). The air)
Is heated to become gas. This gaseous refrigerant is pipe P4
Through the four-way valve device V, the pipe P6 and the pipe P11 into the compressor C1 and is compressed in the compressor C1.

The other part of the refrigerant flowing through the pipe P8 flows from the pipe P9 to the waste heat recovery unit U, and while passing through the waste heat recovery unit U, is heated by the high-temperature engine cooling water and is changed into a gas state. This refrigerant is sucked from the pipe P10 to the compressor C2 via the pipe P12.

In the normal cooling operation state, the solenoid valve S1 is closed and the solenoid valve S2 is open. Then, the high-temperature pressurized gaseous refrigerant compressed by the compressors C1 and C2 flows from the pipes P1 and P2 to the heat exchanger K through the pipe P3, the four-way valve device V, and while passing through the heat exchanger K, the fan. It is cooled by the air from F1 and F2 to become a liquid, which is supplied to the check valve device Q in that state. The refrigerant supplied to the check valve device Q is pipe P7, liquid receiver L,
Return to check valve device Q via pipe P8. The refrigerant that has passed through the check valve device Q flows from the pipe Px to the heat exchanger K0, evaporates while passing through the heat exchanger K0, and cools the air from the blower B. The gaseous refrigerant that has passed through the heat exchanger K0 passes from the pipe Py to the four-way valve device V, the pipe P6 and the pipes P11 and P12, and the compressors C1 and C2.
Inhaled into.

In the heating operation state, when the temperature of the cooling water flowing through the cooling water circulation passage W has a normal value, the thermostat T1
Has opened the bypass passage W1 and the high temperature cooling water is supplied to the waste heat recovery unit U. When the temperature of the cooling water is lower than the predetermined value, the thermostat T1 closes the bypass passage W1 to prevent the cooling water from flowing to the waste heat recovery unit U. This prevents the heat of the cooling water from being taken by the waste heat recovery unit U, and prevents the engine E from being overcooled by the cooling water.

When the cooling water is at a low temperature, the solenoid valves S1 and S2 can be used instead of the thermostat T1, and in that case, the thermostat T1 can be eliminated. That is, when the cooling water has a low temperature, the solenoid valve S1 is closed and the solenoid valve S2 is opened. This prevents the refrigerant from flowing into the waste heat recovery unit U, and the heat exchange in the waste heat recovery unit U is stopped. Also, piping to the compressor C2
The refrigerant flows from P6 through the pipe P12.

When the operating state is rapidly switched from cooling to heating, the liquid refrigerant flowing through the heat exchanger K during the cooling operation flows into the pipe P4. Since the liquid is generally an incompressible fluid, if it flows into the compressors C1 and C2 as it is, the compressors C1 and C2 will be damaged.

In order to prevent this, in the illustrated apparatus, when switching from the cooling operation or the heating operation, the compressor C1 first operates, and after a certain time, the compressor C2 operates. As a result, at the start of the operation, the refrigerant is first sucked from the pipe P6 to the compressor C1 via the pipe P11. Therefore, the liquid refrigerant is captured by the accumulator A, and only the gaseous refrigerant is sucked into the compressor C1. Of course, when the compressor C2 starts operating, the liquid refrigerant is not contained in the refrigerant flowing from the heat exchanger K to the pipe P6. The compressors C1 and C2 are operated and stopped by the electromagnetic clutch (not shown) incorporated in the compressor drive shaft.

The same operation is performed when the defrosting operation ends. That is, during the defrosting operation, the frost attached to the heat exchanger K is melted by the high temperature refrigerant, so that the liquid refrigerant cooled by the heat exchanger K flows into the pipe P6. Only the compressor C2 is driven during the defrosting operation, and when the defrosting operation ends and the compressor C1 starts to be driven, the liquid refrigerant condensed in the heat exchanger is captured by the accumulator A.

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

3 and 4 are a front view and a right side view of the outdoor unit H1.
As shown in these figures, the entire outdoor unit H1 has a shape in which the lateral width X is long and the depth Y is short.
Er is formed, and a heat exchanger chamber Kr is formed inside the upper half portion. The fans F1 and F2 are installed side by side in the heat exchanger Kr, and the package 1 (outer skin) of the outdoor unit H1 is provided with ventilation / air blowing openings for the fans F1 and F2.

As will be described later in detail, the package 1 is formed by combining a plurality of panels, angle columns, and reinforcing members. The front panel 2 (Fig. 3), which covers the engine compartment Er from the front, can be removed to the front for internal inspection and maintenance. An inspection port 4 closed by a detachable lid 3 is provided at an intermediate portion in the vertical direction of the right side panel (Fig. 4) of the heat exchanger chamber Kr.

FIG. 5 is a schematic front view of the interior of the engine compartment Er with the front panel 2 of FIG. 3 removed. In FIG. 5, the engine E is installed in the rightward portion of the engine room Er with the output shaft 10 thereof extending in the front-rear direction (direction perpendicular to the front panel 2 in FIG. 3), 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. A bracket 12 is attached to the bottom of each stay 11.
Is provided, and the flexible rubber 13
Is fixed. The lower surface of the rubber 13 is fixed to the inclined upper surface of the bracket 14, and the lower portion of the bracket 14 is a common base 15.
It is fixed to the upper surface of the vertical member 16. Vertical member 16 is engine E
On both sides in the front-rear direction (direction parallel to the output shaft 10), the front end and the rear end are connected by a cross member 18, respectively. That is, the vertical members 16 and the horizontal members 18 form a rectangular frame.

Another bracket 20 is attached to the upper surface of the vertical member 16. A bolt 21 parallel to the output shaft 10 is attached to the bracket 20, and a tubular portion at one end of a torque rod 23 is connected to the outer periphery of the bolt 21 via a tubular rubber 22. The torque rod 23 extends from the bolt 21 toward a center of gravity of the engine E (a portion slightly above the output shaft 10). Torque rod
The other end of 23 also has a tubular portion, and the inner circumference of the tubular portion is connected to the outer periphery of a bolt 25 parallel to the bolt 21 via a tubular rubber 24. The bolt 25 is fixed to the stay of the engine block. The rubber 13 is stretched
17 is slightly inclined upwards compared to the torque rod 23.

The compressors C1 and C2 are attached to the compressor frame 30. Further, tension is applied to the belts b1 and b2 by a tensioner 32 incorporating a spring 31, and these tensioners 32 are also applied to the compressor frame 30.
It is attached to. The vertical member 16 near the left of the engine E is incorporated in the lower right end of the compressor frame 30.

Brackets 35 are attached to the lower surface of each of the left and right vertical members 16 at two locations and at the left side of the compressor frame 30 at one location, as clearly shown in the right end portion of FIG. The bottom surface of each bracket 35 is a bracket via a hard vibration-proof rubber 36.
Supported by 37. Further, a vibration isolating rubber 38 which is compressed in the horizontal direction is also provided between the vertical portions of the brackets 35 and 37.

Reference numeral 40 denotes a bottom plate of the engine room Er, and a pair of installation legs 41 are attached to the lower surface of the bottom plate 40 below the left and right end brackets 37 in a posture extending in the front-rear direction (direction parallel to the output shaft 10). is there. A reinforcing member 42 extending forward and backward is attached to the lower surface of the bottom plate 40 below the intermediate bracket 37.

According to the above configuration, the vibration of the engine E is absorbed by the rubber 13 and hardly transmitted to the vertical member 16 or the compressor frame 30. Therefore, the compressors C1 and C2 do not vibrate significantly. Further, the compressors C1 and C2 themselves become weak vibration sources, but the vibration transmitted from the compressors C1 and C2 to the compressor frame 30 is absorbed by the vibration isolating rubber 36.

Further, in the above structure, a tensile force is applied to the engine E from the tensioner 32 via the belts b1 and b2. Therefore, if the engine E were moved to the compressors C1 and C2 side by this tensile force, the rubber 13 would be largely deformed, so that the desired vibration absorbing effect could not be obtained by the rubber 13. However, according to the above structure, since the engine E is pulled in the direction opposite to the belts b1 and b2 by the torque rod 23, the rubber 13
The tensile force from belts b1 and b2 does not
Exhibits a desired vibration absorption effect. Further, the vibration of the engine E occurs in the form of rolling around the center line parallel to the output shaft 10 passing through its center line (the center line parallel to the output shaft passing through the center of gravity point), but the torque rod 23 is generally about the center line. Since the torque rod 23 does not affect the rolling of the torque rod 23, the rubber 13 can surely obtain a desired vibration absorbing effect.

Further, according to the above structure, while the outdoor unit H1 is long in the left and right, the output shaft 10 is provided at right angles to the left and right directions. Therefore, the outdoor unit H1 is in a stable installation state against the vibration (rolling) of the engine E, and even in this point, the rolling of the engine E does not cause the outdoor unit H1 to vibrate.

As described above, the vertical member 16 and the horizontal member 18 form a frame, and the oil pan 45 of the engine E is inserted in the frame. A drain port that is closed by a bolt at the lower front of the oil pan 45
46 is provided, and a refueling port 48 closed by a plug 47 is provided in an upper part of the front face in a state of projecting obliquely upward and to the front face side. Belts b1 and b2, their pulleys and tensioners
32 is also provided at the front end of the engine room Er. In addition, the tip of the drain pipe 49 of the cooling water extending from the engine E main body is located near the lower end of the upper tensioner 32. By connecting a hose (not shown) to the drain pipe 49 and opening the cock, Cooling water can be discharged.

Further, an air cleaner 50 for the engine E is provided above the compressor C2 and on the upper left side of the compressor C1. The air cleaner 50 is designed such that the cap can be removed and the element inside can be replaced. An inlet passage 51 of the air cleaner 50 extends upward to the heat exchanger chamber Kr, and an outlet passage (not shown) extends to the intake manifold side of the engine E.

According to the above configuration, the tensioner 32, the oil filling port 48, the tip of the drain pipe 49, and the air cleaner 50 are all located on the front side. On the other hand, the back and side surfaces of the outdoor unit H1 are arranged close to the wall of the building, while the front surface of the outdoor unit H1 is
Considering the blowing of wind from the fans F1 and F2, a large external space is left in front of it. Therefore, by removing the front panel 2, replenishment of oil, cooling water discharge, belt tension adjustment, and inspection of the air cleaner element can be performed by utilizing the large external space.
Maintenance and inspection work such as replacement can be performed extremely easily. Also, the drain port 46 is hidden behind the horizontal member 18, but the drain port 46 can be exposed to the front side by simply removing the bolts at both ends of the horizontal member 18 and removing the horizontal member 18. Therefore, the drain port 46 can be exposed. The oil draining work from 46 can also be done very easily.

Further, since the engine E can be pulled out to the front side as described below, its repair / inspection is easy. That is, when pulling out the engine E, the mounting bolts of the bracket 14 are removed to separate the bracket 14 from the vertical member 16, and the horizontal member 18 on the front side is removed from the vertical member 16. Also remove belts b1, b2, etc.
In this state, by sliding the bracket 14 on the vertical member 16 and pulling out the entire engine E toward the front side (X1 direction in FIG. 14), only the engine E can be removed without removing the refrigerant pipes inside the compressors C1 and C2. Can be taken out.

Furthermore, the following structure allows the engine E during assembly work.
Is easy to integrate.

That is, the lower ends of vertical column members 55 made of angles are fixed to the four corners of the bottom plate 40 by welding. The front panel 2
(FIG. 3) and other engine room panels are fixed to the pillar member 55 with bolts or the like. A ceiling wall 56 is bolted to the upper end of the pillar material 55. The top wall 56 is a bent structure of a plate material and constitutes the bottom wall of the heat exchanger chamber Kr.

According to this configuration, the parts (particularly heavy parts such as the engine E) to be housed in the engine room Er are assembled into the engine room Er from above in a state before the top wall 56, the front panel 2 and the like are attached to the pillar member 55. You can

Further, the outdoor unit H1 in a finished product state can be easily transported as follows. That is, as shown in FIG. 6 which is a schematic sectional view taken along the line VI-VI in FIG. 5, the installation leg 41 projects forward and backward from the package 1, and the projecting end portions 57 thereof are provided with holes 58, respectively. Therefore, by passing a lifting wire (not shown) through each hole 58, the outdoor unit
The entire H1 can be hoisted and transported.

Next, the waste heat recovery unit U will be described. As shown in FIG. 5, the waste heat recovery unit U is arranged in the upper portion of the engine compartment Er (in the vicinity of the ceiling wall 56) in a posture that extends horizontally and substantially in a U shape. The waste heat recovery unit U is composed of a double pipe consisting of an outer pipe 60 and an inner pipe 61 having a corrugated structure. A cooling water passage is formed between the outer pipe 60 and the inner pipe 61, and inside the inner pipe 61. A refrigerant passage is formed.

Inside the engine room Er, air is convected by heat from the engine E and the like, and the upper part of the engine room Er has a high temperature. On the other hand, the waste heat recovery unit U is configured to heat the refrigerant in the inner passage by the cooling water flowing in the outer passage in the heating operation state. Therefore, according to the above configuration, the outer pipe 60 is covered from the outside by the hot air in the upper part of the engine room Er, and the cooling water inside the outer pipe 60 is maintained at a sufficiently high temperature. As a result, the refrigerant can be sufficiently heated by the high temperature cooling water.

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. 7 to 9, a ventilation fan 65 is provided below the engine compartment Er.

FIG. 7 is a schematic sectional view taken along the line VII-VII in FIG. 4, and FIGS. 8 and 9 are schematic sectional views taken along the line VII-VII and IX-IX in FIG. 7, respectively. As you can see from these figures, the ventilation fan 65
Is attached to the upper surface of the bottom plate 40, and the bottom plate 40 is provided with an opening 66 for ventilation. The opening 66 is provided between the reinforcing member 42 and the installation leg 41 on the compressor side, and is surrounded by the cover 67 from below. The cover 67 is a bent product of a plate material, and is bolted to the installation leg 41 and the reinforcing material 42. cover
67 is a wall located in front of the opening 66 (right side in FIG. 8)
It is composed of 68 and a wall portion 69 located behind the wall portion 68. The wall 69 extends horizontally below the opening 66 and forms a passage 70 above the wall. The wall portion 68 extends downward from the wall portion 69, and a passage 71 is formed on the upper side of the rear portion of the lower wall of the wall portion 68 so as to open rearward. Therefore, the outside air is
It flows upward through 71, flows into the passage 70, and then flows into the opening 66 from the passage 70. A soundproof material 72 is attached to the inner surface of the wall portion 69, and the soundproof material 72 is also filled inside the front half of the wall portion 68.

The air taken into the engine room Er from the ventilation fan 65 is discharged to the heat exchanger room Kr through the opening 75 in FIGS. 10 and 11. FIG. 10 and FIG. 11 are a schematic sectional view taken along line XX of FIG. 4 and a schematic sectional view taken along line XI-XI of FIG. As shown in FIG. 10, the opening 75 is provided in the top wall 56 of the engine room Er (the bottom wall of the heat exchanger room Kr). The lower end of a ventilation duct 76 extending upward from the periphery of the opening 75 is attached to the ceiling wall 56, and the ventilation duct
A ventilation passage 77 is formed inside the 76. Reference numeral 78 denotes a partition wall that divides the interior of the heat exchanger room Kr into two chambers Ka and Kb, and the ventilation duct 76 is provided in the chamber Kb at a position adjacent to the partition wall 78. The room Kb is a space in which the fans F1 and F2 (Fig. 11) are installed, so rain or the like may enter. In order to prevent the rain or the like from entering the engine room Er from the ventilation passage 77, an eave 79 for covering the ventilation passage 77 from above is attached to the partition wall 78.

The ventilation passage 77 forms a passage for passing the refrigerant pipe Pn and electric wiring in addition to the ventilation. The pipe Pn and the wiring connect the equipment in the engine room Er and the equipment in the room Ka, and are bent after protruding upward from the ventilation passage 77, and the partition wall 78.
It extends to the room Ka through the opening.

A sound absorbing material 80 is attached to the inner surface of the ventilation duct 76,
Although not clearly shown, a sponge-like cushioning material is also attached to the outer periphery of the pipe Pn.

As shown in FIG. 10, a controller 90 (microcomputer unit, relay device, etc.) is arranged in the upper part of the chamber Ka, and the expansion valve Ja and a reserve tank 91 for a radiator are provided at an intermediate portion in the vertical direction. As shown in FIG. 11, this reserve tank 91 is connected to an overflow pipe 92 at the upper end of the radiator R so that the cooling water overflowed from the radiator R is recovered and returned to the radiator R as appropriate.

As shown in FIG. 4, the inspection port 4 is provided at the center of the right side wall of the chamber Kb. Therefore, by opening the inspection port 4, the controller 90, the reserve tank 91, the expansion valve Ja in the vicinity of the inspection port 4 are opened.
It is possible to easily operate and inspect.

As shown in FIG. 11, the heat exchanger K is installed long (widely) along the rear wall and the left side wall of the chamber Kb provided in the chamber Kb.
On the rear side of the fan F1 and on the front side of the heat exchanger K, an exhaust pipe
93 is provided. The exhaust pipe 93 is located in the engine room Er below.
It extends upward from FIG. 5 and has a mist separator 94 attached to its upper end. The mist separator 94 is a device that condenses and captures water in the exhaust gas, and acts as follows.

That is, when the engine E is a gas engine, exhaust gas contains highly acidic water. Therefore, if the exhaust gas is discharged as it is when the outside air temperature is low, the moisture is condensed in the atmosphere to form highly acidic water droplets, which may cause corrosion of external equipment. The mist separator 94 is provided in order to prevent such a problem. Particularly, when it is provided at the rear of the heat exchanger K as described above, when the outside air temperature is low, that is, in the heating operation state, the mist separator 94 is provided. Since the mist separator 94 can be cooled by the air whose temperature is lower than the outside air temperature due to the heat exchange, the mist separator 94 has a high condensation efficiency, that is, a moisture trapping efficiency.

The water captured by the mist separator 94 is collected and processed outside through a suitable pipe (not shown).

As shown in FIG. 12, the exhaust port of the engine E is a manifold.
It is connected to the upper end of the primary muffler 95 via Mn and the exhaust gas heat exchanger G. The primary exhaust pipe 95 has a substantially cylindrical structure and extends vertically up and down.
It is connected to the upper and lower parts of the secondary muffler 98 via 96 and 97. The secondary muffler 98 is also a substantially cylindrical structure that is long in the vertical direction, and the exhaust pipe-93 extends upward from the upper end of the secondary muffler 98. A drain pipe 99 connected to an external neutralization processing device extends from the lower end of the secondary muffler 98.

The pipe 96 extends substantially horizontally, and exhaust gas is pipe 96
Through the primary muffler 95 to the secondary muffler 98.
The pipe 97 is generally U-shaped and has an inlet 97 connected to the primary muffler 95.
a occupies the highest position, and a substantially horizontal middle portion 97b occupies the lowest position, and is the outlet 97 connected to the secondary muffler 98.
c occupies a position higher than the middle portion 97b by the height l.

According to this structure, the pipe portion located at a position lower than the outlet 97c forms a condensed water trap, and the moisture in the exhaust gas condensed in the primary muffler 95 collects in the trap.
The accumulated water has a larger exhaust pressure than the water column corresponding to the height l when the condensed water newly flows into the pipe 97.
Each time it joins the internal passage of the, the pipe 97 flows into the secondary muffler 98, and is discharged from the drain pipe 99 together with the condensed water generated in the secondary muffler 98.

Next, the structure of the check valve device Q of FIG. 1 will be described in detail with reference to FIG. The check valve device Q is composed of an assembly of four check valves q1 to q4. Each of the check valves q1 to q4 is a cylindrical structure, and although not shown, movement of the internal valve body allows the fluid to flow in only one direction. Are connected as.

That is, the inlet q1a of the check valve q1 and the outlet q2b of the check valve q2 are connected to the pipe Px via the Y-shaped joint Z1. The outlet q1b of the check valve q1 and the outlet q3b of the check valve q3 are connected to the pipe P7 via a Y-shaped joint Z3. Check valve q2 inlet q2a and check valve q4
Inlet q4a is connected to the pipe P8 via a Y-shaped joint Z2. The outlet q4b of the check valve q4 and the inlet q3a of the check valve q3 are connected to the pipe P5 via a Y-shaped joint Z4.

Further, the above-mentioned respective parts are connected by fitting and fixing the respective tubular end parts. Further, in FIG. 13, four check valves q1 to q4 are assembled in a state in which they are parallel to each other and arranged on the same plane, but this piping can be variously changed.

As described above, according to the present invention, since the oil pan 45 of the engine E is inserted into the space between the pair of vertical members 16 of the common base 15, the engine E inside the outdoor unit The occupied space (especially height) can be reduced.

Further, according to the present invention, at the time of a trouble in which the engine E needs to be removed, the horizontal member 18 on the front side is removed, the connecting bolts of the vibration isolating rubber 13 and the common floor 15 are removed, and the belts b1 and b2 are removed. The engine E can be pulled out to the front side along the common base 15 with the compressors C1 and C2 left in the package, which facilitates repair and inspection. Moreover, when the cross member 18 is attached again after the engine is assembled, the common base 15 and the cross member 18 form a strong frame, the rigidity is increased, and the support of the engine E is stabilized. Further, since the torque rod 23 is provided, the pulling force of the belts b1 and b2 is supported to prevent the rolling of the engine E, and the desired vibration absorbing effect of all the vibration isolating rubbers 13 can be reliably obtained.

[Brief description of drawings]

FIG. 1 is a layout diagram of an embodiment, FIG. 2 is a schematic sectional view of a thermostat, FIGS. 3 and 4 are front and right side views of an outdoor unit H1, and FIG. 5 is a schematic front view of an inside of an engine room Er, FIG. 6 is a schematic sectional view taken along the line VI-VI in FIG. 5, and FIG. 7 is a VII in FIG.
-VII cross-sectional schematic diagram, FIG. 8 and FIG. 9 are respectively VII of FIG.
A schematic sectional view taken along the line I-VIII and a schematic sectional view taken along the line IX-IX, FIG. 10, and FIG. 11 are partial schematic diagrams taken along the line XX in FIG. 4 and XI in FIG. 3, respectively.
FIG. 12 is a schematic front view showing the exhaust path of the engine, FIG. 13 is a schematic front view of the check valve device, and FIG. 14 is a perspective view of the engine part. 1 …… Package, 15 …… Common base, 16 …… Vertical material, 40 …… Bottom wall, 45 …… Oil pan, C
1, C2 ... Compressor, E ... Engine, K ... Heat exchanger

Claims (1)

[Claims] 1. A package comprising an engine E, compressors C1 and C2 for compressing a refrigerant which are located on one side of the engine E and driven by the engine E via belts b1 and b2, and a heat exchanger K for the refrigerant. In the engine heat pump housed inside 1, a pair of horizontal bar-shaped common bases 15 are provided at the bottom of the package 1 at intervals in the horizontal direction, and an anti-vibration rubber 13 is provided on the upper surface of the common base 15. Install the engine body via the oil pan 45 underneath the engine in the space between the two common bases 15, and attach the horizontal member 18 to the end of the vertical member 16 of both common bases 15.
Is detachably attached with a bolt, compressor C1,
An engine heat pump characterized in that a torque rod 23 having rubber joints at both ends is arranged between an engine E and a common base 15 on the side opposite to C2.