JPS6283594A - Vibration isolator for engine heat pump - Google Patents

Abstract

(57) [Summary] This bulletin contains application data before electronic filing, so abstract data is not recorded.

Description

DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to a heat pump used as an outdoor starter for an air conditioner, and in particular to a heat pump type device in which the compressor of a heat pump is driven by an engine. This article relates to a vibration isolating device for installing an engine and compressor in a vibration-isolated manner.

(Conventional technology) Conventionally, in this type of heat pump, the engine and compressor were rigidly fixed to a common platform, and the common platform was attached to the package (outer skin) room via anti-vibration rubber. structure has been adopted.

(Problems to be Solved by the Invention) However, according to the above-mentioned conventional structure, since the embresser moves a lot ``together with the engine'', a flexible pipe is required as piping related to the embresser. Therefore T'
As the number of strokes increases, reliability also decreases.

Furthermore, when taking out the engine for maintenance, inspection, etc., it is also necessary to take out the:1 umbrella on the common platform together with the engine. Therefore, it is necessary to remove the refrigerant piping connected to the C compressor, and it is necessary to remove the piping and extract the refrigerant gas from the piping.
It takes time to work.

Of course, the piping connection work and the refrigerant gas filling work when assembling the 11 are time consuming. Attach the engine to the engine mounting section on the common platform using [].
Attach the compressor for the refrigerant pressure line driven by the pump and engine to the compressor mounting part of the common platform above, and connect the common platform to the lI! l! It is characterized by being attached to the package frame through quality anti-vibration rubber.

(Example) In FIG. 1, which is a schematic layout diagram, solid line arrows indicate the flow of refrigerant (for example, fluorocarbon) during cooling, and broken line arrows indicate the flow of refrigerant (heat medium) during heating. As shown in FIG. 1, the engine heat pump type air conditioner includes an indoor unit 10 and an outdoor unit H1.

The indoor unit HO includes a heat exchanger KO, refrigerant pipes px and Py connected to it, and a blower B driven by a motor M.
I will prepare for it. As described later, during cooling, the heat exchanger KO
A low-temperature refrigerant is supplied to the air blower RB, and the air sent out from the air blower RB passes through the heat exchanger KO.

After being cooled, it flows indoors. During heating, high-temperature refrigerant is supplied to the heat exchanger KO, and air from the air blower flB is heated by the heat exchanger WKO and then flows inside the room.

The outdoor unit 11 is composed of a heat pump device driven by a gas engine E, and includes compressors C1 and C2, a heat exchanger, and the like in addition to the engine E.

In the cooling water circulation passage W of the engine E, cold water flows as shown by the arrow. This cold 2J1 water circulation passage W is provided with, in order from the upstream side, a thermostat 1, a radiator R1 thermostat T2, a cooling water pump Pm, an exhaust gas heat exchanger G, and a manifold Mn. Thermostat 1-1 and its upstream portion are in bypass passage W1
A waste heat recovery device U is installed in the middle of the bypass passage W1. The structure of the thermostat T1 itself is well known, and as shown in FIG. 2, when the cooling water is at a high temperature, the valve body is located at the position connecting the upstream and downstream parts of the cooling water circulation passage W (the position shown in the figure). t and while the cooling water is at a low temperature, the valve body t moves to the left in FIG. (closed the downstream part).

In addition, as shown by the two-dot chain line in FIG. It can also be provided at the connection part.

The thermostat T2 is provided on the downstream side of the radiator R, and the upstream portion of the radiator R and the thermostat 2 are connected by a bypass passage W2. This thermostat] 2 is configured to prevent the cooling water from flowing into 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 the cooling water.

The drive shafts (input shafts) of the combiners υC1 and C2 are connected to an electromagnetic clutch (not shown) and separate belts b1, respectively.
, b2 to the output shaft of the engine E.

The refrigerant discharge pipes P1.1]2 of the compressors C1 and C2 are connected to the connection port (1) of the four-way valve device V via the oil separator 0, the check valve, and the common pipe P3, respectively. Other three connections V2, V3, V41 of the 4-way valve device■
7) Inside, connection CI V 2 is connected to one pipe Py of the indoor heat exchanger KO, connection port ■3 is connected to one pipe P4 of the outdoor heat exchanger, and connection []■4 is It is connected to compressuna suction piping [) 6, which will be described later.

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

The other piping px, 1] 5 is a check valve device for the indoor heat exchanger KO and the outdoor heat exchanger, respectively. Each is connected to a different connection port on the iQ. The check valve device Q has four check valves Q.
1--Constructed in combination with check valve Q/1 J3, 1 pipe x 1 In addition to the above two connections [1] to which pipe P5 connects, the population of pipe () 7 and the population of pipe P8 are It has two ports to which the outlet connects.

The outlet of pipe P7 and the outlet of pipe []8 are connected to a liquid receiver. Distribution? JP8 glue 4; Tsu receiver L'i? A dryer D is provided in the portion f, and an expansion valve Ja is provided in the portion closer to the check valve device Q. Dryer D functions to remove moisture and foreign matter from the refrigerant.

The expansion valve Ja is a type of throttle valve, and the pressure of the refrigerant is reduced by passing through the expansion valve Ja. Expansion valve J
a has an electric signal line J1 and a pressure line J2 for control.
One end of the two is connected to each other, and the aperture ratio is controlled based on the electric signal and pilot pressure from the electric signal line J1 and the pressure line J2. The other end of the electric signal line J1 is connected to the valve device l! ! It is connected to a refrigerant pressure detector attached to the pipe P6 extending from (1), and the other end of the pressure line J2 is connected to a pilot pressure introduction port attached to the pipe P6.

J5 is located between the dryer D and the expansion valve Ja, and the pipe P8
A population of pipe 1]9 is connected to the pipe. A solenoid valve S1 is provided in the middle of the pipe P9, and the other end of the pipe P9 is connected to a waste heat recovery device U. The discharge pipe PIO of the waste heat recovery device U4 is connected to the middle of the suction pipe P12 of the compressor C2. Furthermore, an expansion valve Jb is provided in the pipe P9 between the electromagnetic valve S1 and the waste heat recovery device U. Iv, Hatben Jb
4 has a similar structure to the expansion valve Ja, and its electric signal line J5 is connected to a pressure sensor provided in the pipe PIO.

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 pipe P11 and the above pipe P12.
are connected to the suction ports of compressors C1 and C2, respectively. Between piping)) 6 and piping F) 10,
The piping 12 is equipped with nine electromagnetic valves S2. Further, an accumulator A is provided in the middle of the suction pipe P11 of the compressor C11.

Each of the above parts is controlled by a control device (not shown) and is configured to operate as follows.

During normal heating operation, solenoid valve S1 opens and solenoid valve S2 opens.
is leaping. Then, compressed by the compressors C1 and C2, the ICC hot water pressurized gaseous refrigerant is passed from the pipes P1 and F2 to the pipe P3, the four-way valve system V, and the pipe Py to the heat exchanger K.
0, and while passing through the heat exchanger KO, it releases heat and becomes a liquid. Next, the refrigerant flows from the pipe px through the check valve device Q, the pipe P7, and the liquid receiver L into the light and heavy pipes 1]8.

A portion of the refrigerant that has flowed into pipe P8 is transferred to check valve device Q and pipe P.
5 into the heat exchanger 5, and while flowing through the heat exchanger K, it is heated by the air (air with a higher temperature than the refrigerant) supplied from the fans F1 and F2 and becomes a gas. This gaseous refrigerant is transferred from pipe 1) to 4-way valve device ■, pipe P6, pipe P
11 to the compressor C1, and the compressor C
1 is compressed.

The other part of the refrigerant flowing through the pipe P8 flows from the pipe 1]9 to the waste heat recovery device U, and while passing through the waste heat recovery device U, it is heated by the high temperature engine cooling water and changes into a gaseous state. This refrigerant is sucked into the compressor C2 from the pipe PIO through the pipe P12.

During normal cooling operation, solenoid valve $1 closes and solenoid valve S
2 are listening. Then, the high temperature and pressurized gaseous refrigerant compressed by the compressors C1 and C2 is distributed to WP1 and P2.
h") Piping P 3. Flows to the heat exchanger via the 4-way valve vtaV, and while passing through the heat exchanger K, the lines F1 and F2
It is cooled by the air from the air and becomes a liquid, and in that state is supplied to the check valve device FtQ. The refrigerant supplied to the check valve device Q returns to the check valve device Q via the pipe P7 and the upper liquid receiver pipe P8. The refrigerant that has passed through the check valve device Q flows from the pipe 1-)X to the heat exchanger KO, evaporates while passing through the heat exchanger KO, and cools the air from the blower B. The gaseous refrigerant that has passed through the heat exchanger KO is sucked into the combrella 'J-CI, 02 from the pipe Py through the four-way valve device U1 pipe P6 and the pipe P11.1)12.

In the heating operation state described above, if the temperature of the cooling water flowing through the cooling water scale ring passage W is a normal value, the thermostat T1 is listening to the bypass passage W1, and high temperature cooling water is supplied to the waste heat recovery device U. There is.

If the cold u1 water temperature is 6 lower than the predetermined value, the nermostat 1-1 closes the bypass passage W1 and closes the cold IJ
Prevents water from flowing to the waste heat recovery unit U.

This prevents heat from the cooling water from being removed by the waste heat recovery device U, and prevents the engine E from being properly cooled by the cooling water.

In addition, 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 "1" can be abolished. In other words, when the cooling water is at a low temperature, the solenoid valves Open the valve S1 and open the solenoid valve S2.This prevents the refrigerant from flowing to the waste heat recovery device U, and the heat exchange in the waste heat recovery device U is stopped.In addition, the pipe P6 to the compressor C2 is connected to the waste heat recovery device U. Refrigerant flows through P12.

Next, starting operation etc. will be explained. When performing heating operation, the outside air is generally at a low temperature, so the refrigerant in the heat exchanger is cooled by the outside air and becomes a -C liquid. Therefore, at startup, liquid refrigerant flows from the heat exchanger K into the pipe P4. Further, when the operating state is abruptly switched from cooling to heating, the liquid refrigerant that has flowed through the heat exchanger FJK during the cooling operation flows into the pipe P4. In general, liquids are incompressible fluids, so compressuna C1 and C2 are
If the air flows into the air, the vanes of the compressors C1 and C2 will be damaged.

To prevent this, the illustrated device uses I! l! ! At the start of air conditioning operation (including when switching from cooling operation), compressor C1 is first activated, and after a certain period of time, compressor C2 is activated. As a result, at the start of operation, the refrigerant is first drawn into the compressor C1 from the pipe P6 through the pipe P11. Therefore, liquid refrigerant is captured in the accumulator A, and only gaseous refrigerant is sucked into the compressor C1. Of course, when the compressor C2 starts operating, the refrigerant flowing from the heat exchanger K to the pipe P6 does not contain liquid refrigerant. The compressors C1 and C2 are operated and stopped by the electromagnetic clutch (f, not shown) incorporated in the compressor drive shaft.

A similar operation is performed during defrosting. That is, during the lightning removal operation, the frost formed on the heat exchanger K is melted by the high temperature refrigerant, so that the liquid refrigerant cooled by the heat exchanger flows into the pipe P6.

In this case, only the compressor C1 is driven and the liquid refrigerant is captured by the accumulator 8.

Next, the structure of each part will be explained 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 11H1 has a shape in which the left and right width X is long and the depth Y is short, and an engine room Er is formed inside the lower half, and a heat exchanger room K is formed inside the upper half.
r is formed.

The fans F1 and F2 are installed vertically in the heat exchanger room (r), and are installed in the package 1 (outer skin) of the outdoor unit 11
Ventilation openings for fans F1, F2, etc. are formed in the openings.

As will be described in detail later, the package 1 is formed by combining a plurality of panels, angle pillars, and reinforcing members. A front panel 2 (FIG. 3) that covers the engine compartment from the front can be removed to the front for internal inspection and maintenance. Also heat exchanger room K.

An inspection port 4 that is opened and closed by a removable lid 3 is provided in the vertically intermediate portion of the right side panel (FIG. 4) of the r.

FIG. 5 is a schematic front view of the inside of the engine compartment Er with the front panel 2 of FIG. 3 removed. In Figure 5,
The engine E is installed in a right-hand portion of the engine room Er with its output shaft 10 extending in the longitudinal direction (direction perpendicular to the front panel 2 in FIG. 3).
1 and C2 are installed diagonally above and below on the left side.

The engine E includes stays 11 at the bottom near the four corners of the engine block. A bracket 12 is attached to the lower end of each stay 11, and a flexible rubber 13 is fixed to the inclined lower surface of the bracket 12.

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 attached to the m material 1 of the common platform 15.
The vertical members 16 extend on both sides of the engine E in the longitudinal direction (direction parallel to the output shaft 10), and have their front and rear ends connected by a cross member 18. That is, the vertical member 16 and the horizontal member jtA1B constitute a rectangular frame.

Another bracket 20 is attached to the upper surface of the vertical member 16. The bracket 20 has a bolt 21 parallel to the output shaft 10.
There is a cylindrical rubber 22 on the outer periphery of the bolt 21.
The cylindrical portion at one end of the torque holder 23 is connected to the cylindrical portion through the holder 23. The torque rod 23 extends from the bolt 21 approximately toward the center of gravity of the engine (a portion slightly above the output shaft 10). The torque rod 23 also has a cylindrical portion at the other end, and the inner periphery of the cylindrical portion is connected to the outer periphery of a bolt 25 parallel to the bolt 21 via a cylindrical rubber 24 . The bolt 25 is fixed to the stay of the engine block. Note that the elastic direction 17 of the rubber 13 is inclined slightly upward compared to the torque rod 23.

The compressors C1 and C2 are compressor frames 3
It is installed at 0. Further, tension is not applied to the belts b1 and b2 by tensioners 32 incorporating springs 31, respectively, and these tensioners 32 are also attached to the compressor frame 30 by one pin. Furthermore, engine E
The vertical member 16 near the left side is assembled into the lower right end of the compressor frame 30.

Brackets 35 are attached to the lower surfaces of two locations on each of the left and right vertical members 16 and one location on the left side of the compressor frame 30, as clearly shown in the right end portion of FIG. The lower surface of each bracket 35 is supported by a bracket 37 via a hard vibration-proof rubber 36. Also bracket 35
．． A vibration isolation rubber 38 compressed in the horizontal direction is also provided between the 370 vertical portions.

40 is the tap root of the engine room Er, and below the brackets 37 at the left and right ends, a pair of installation legs 41 are provided on the lower surface of the bottom plate 40 in an attitude extending in the front-rear direction (in a direction parallel to the output shaft 10). Installation. Also middle bracket 3
7, a reinforcing member 42 extending back and forth is attached to the lower surface of the tap root 40.

According to the above configuration, the image of the engine E is absorbed by the rubber 13 and is hardly transmitted to the vertical member 16 or the compressor frame 30. Therefore, the compressor CIC2 does not move significantly.

Furthermore, although the compressors C1 and C2 themselves serve as weak imaging sources, vibrations transmitted from the compressors C1 and C2 to the compressor frame 3-0 are absorbed by the vibration isolating rubber 36.

In addition, in the above structure, belts b1 and b2 are connected from the tensioner 32 to
A tensile force is applied to the engine E via.

Therefore, if the engine E were to move toward the compressors C1 and C2 due to this tensile force, the rubber 13 would be greatly deformed, making it impossible to obtain the desired vibration absorption effect by the rubber 13. However, according to the above structure, since the engine E is pulled by the torque rod 23 in the opposite direction to the belts b1 and b2, the belts b1 and b2 are attached to the rubber 13.
No tensile force from b°2 is applied, and the rubber 13 exhibits the desired vibration absorption effect. Also, the vibration of the engine E is generated in the form of a U-ring around the center line of the engine E (a center line parallel to the output shaft passing through the center of gravity) and parallel to the output shaft 10. The torque rod 23 extends roughly toward the center of gravity, so the torque rod 23 affects its rolling. Therefore, the desired vibration absorption effect can be reliably obtained by the rubber 13.

Further, according to the above structure, while the outdoor unit H1 is long in the left and right directions, the output shaft 10 is provided at right angles to the left and right directions.

Therefore, the outdoor Bff 111 is in a stable installation state against the vibration (rolling) of the engine E, and in this respect, even if rolling occurs in the engine E, the outdoor unit H1
is designed not to vibrate.

As described above, the vertical members 16 and the horizontal members 18 form a frame, and the oil pan 45 of the engine E is inserted into the frame. It is closed with a bolt at the lower front of the oil pan 45! l
A drain [146] is provided at the top of the front face, and a refueling tank 48, which is shut off by a plug 47, is provided diagonally upward and toward the front side. The belts b1, b2
The pulley, tensioners 3 and 2 are also provided at the front end of the engine compartment Hr. Also, near the lower end of the upper tensioner 32 is located the tip of a coolant drain vibe 49 extending from the engine E body, and a hose (not shown) is connected to the drain vibe 49 to hear the cock. This allows cooling water to be discharged.

Furthermore, 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 so that the element inside can be replaced by removing the cap. An inlet passage 51 of the air cleaner 50 extends upward to the heat exchanger chamber (r), and an outlet passage (not shown) extends toward the intake manifold side of the engine E.

According to the above configuration, the tension job 32, the filler port 48, the tip of the drain vibe 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 placed close to the walls of the building, while the front of the outdoor unit H1 is placed in consideration of the wind blowing from the A large external space is left in front. Therefore, by removing the front panel 2, maintenance and inspection operations such as bunkering, discharging cooling water, adjusting belt tension, inspecting and replacing air cleaner elements, etc., can be easily carried out using the large external space. Furthermore, although the drain port 46 is hidden behind the cross member 18, the drain port 16 can be exposed on the front side by simply removing the bolts at both ends of the cross member 18 and removing the cross member 18. Therefore, the work of draining the oil from the drain [146] can be easily performed.

Furthermore, since the engine E can be pulled out to the front as shown below, its repair and inspection are easy.

That is, when pulling out the engine E, the mounting bolts of the bracket 14 are removed, the bracket 14 is separated from the vertical member 16, and the front side cross member 18 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 to the front side, only the engine E can be taken out while leaving the compressors C1 and C2 inside.

Furthermore, the following structure allows engine E during assembly work.
It has been made easy to incorporate.

In other words, the four corners of the bottom plate 40 are made of angle! Straight pillar 05
The lower end of 5 is fixed by welding.

The front panel 2 (FIG. 3) and other engine compartment panels are fixed to pillars 55 with bolts or the like.

Further, a ceiling wall 56 is bolted to the upper end of the pillar material 55. The ceiling wall 56 is a bent structure made of plate material, and is a heat exchanger room).
(It constitutes the bottom wall of r.

According to this configuration, the ceiling wall 56, front panel 2, etc. are connected to the pillar material 5.
5, components to be stored in the engine compartment Er (particularly heavy components such as the engine E) can be assembled into the engine compartment Er from above.

Furthermore, the outdoor IEIHI in the state of a completed product can be easily transported as follows. Zunawara Figure 5 Vl
- As shown in FIG. 6, which is a partial schematic cross-sectional view of Vl, the installation leg 4
1 protrudes from the front and rear of the package 1, and holes 58 are provided at the protruding end portions 57, respectively. Therefore,
Lifting wire (Fig.

(not shown) through each hole 58, the entire outdoor unit H1 can be lifted and transported by wire A7-.

Next, the waste heat recovery device U will be explained. As shown in FIG. 5, the waste heat recovery device U is located in the upper part of the engine room Er (near the ceiling wall 56).
It is arranged horizontally and in a generally U-shaped position. The waste heat recovery device U is composed of a double pipe consisting of an outer pipe 60 and an inner pipe 61 of corrugated structure. A cold n1 water passage is formed between the outer pipe 60 and the inner pipe 61, and the inside of the inner pipe 61 is A refrigerant passage is formed in.

Inside the engine room Er, air is convected due to heat from the engine E and the like, and the upper part of the engine room Er is at a high temperature. On the other hand, the waste heat recovery device U is +R! When the cooling water is in operation, the cooling water flowing through the outer passage heats the refrigerant in the inner passage. Therefore, according to the above configuration, the outer tube 60 is covered from the outside by the high temperature air in the upper part of the engine room Er, and the cold L1 water inside the outer tube 60 is maintained at a sufficiently high temperature. As a result, the refrigerant can be sufficiently heated by the ``i:1 edition'' cold u1 water.

The engine room Er: has a generally sealed structure for soundproofing and prevention of wind and rain intrusion. However, engine room E
If the r is completely sealed, the internal temperature will become too high, causing trouble with electrical parts (particularly engine ignition thread parts). For this purpose, as shown in Figures 7 to 9, the engine compartment E
A ventilation fan 65 is provided at the bottom of the r.

FIG. 7 is a schematic cross-sectional view taken along the line ■--■ in FIG. 4, and FIGS. 8 and 9 are a schematic cross-sectional view taken along the line ■--■ in FIG. 7, and a schematic view taken along the arrow IX--IX, respectively. As is clear from these figures, the ventilation fan 6
5 is attached to the upper surface of the bottom plate 40, and the outer 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 a cover 67 from below. The cover 67 is a bent molded plate, and is bolted to the installation legs 41 and reinforcing material 42. The cover 67 is composed of a wall 68 located in front of the cover 66 (on the right side in FIG. 8) and a wall 69 located behind the wall 68. Wall part 6
9 extends horizontally below the opening 66 and has a passage 70 above it.
is formed. The wall portion 68 extends downward from the wall portion 69, and a passage 71 is formed at the upper side of the rear portion of the upper wall thereof and is open to the rear. Therefore, the external air is
1 flows upward into the passage 70, and from the passage 70 into the opening 66, there is a preventive material 72 on the inner surface of the J3 wall portion 69.
is pasted, and a soundproofing material 72 is also pasted on the inside of the front half of the wall portion 68.
The air filled with air and taken into the engine room Er from the ventilation fan 65 is transferred from the lower part 5 to the heat exchanger room K as shown in FIGS. 10 and 11.
is discharged to r. 10 and 11 are a partial schematic cross-sectional view taken along line XX in FIG. 4 and a schematic cross-sectional view taken along line XI-XI in FIG. 3, respectively. As shown in FIG. 10, the open lower 5 is provided on the top wall b6 (heat exchange greenhouse) (bottom wall of r) of the engine room.

A lower end of a ventilation duct 76 extending upward from the periphery of the lower floor b is attached to the ceiling wall 56, and a ventilation passage 77 is formed inside the ventilation duct 76. 78 is heat exchanger room 1
(This is a partition wall that divides the inside of R into two chambers 1 (a and Kb), and the ventilation duct 76 is provided in the chamber Kb at a position adjacent to the partition wall 78. The above-mentioned room Kl) has fans F1 and F2.
(Fig. 11) etc., so there is a risk of rain etc. entering the space. In order to prevent the rain etc. from entering the engine room Fr from the ventilation passage 77,
An eaves 79 is attached to the partition wall 78 to cover it from above.

In addition to ventilation, the ventilation passage 77 forms a passage for passing the refrigerant pipe 1]n and electric wiring.

The above piping pn and wiring are connected to the equipment in the engine room [r and the room Ka
It is connected to the equipment inside, and is bent after protruding upward from the ventilation passageway 77, and extends through the opening of the partition wall 78 into the room Ka.

Note that a sound absorbing material 80 is pasted on the inner surface of the ventilation duct 76, and a sponge-like cushioning material is also pasted on the outer periphery of the piping pn, although it is not clearly shown.

As shown in FIG.
(A microcomputer unit, relay equipment, etc. are arranged, and the expansion valve Ja and the radiator river reserve tank 91 are provided in the vertically middle I section.This reserve tank 91 is located at the radiator R as shown in FIG. The A-bar 7 [1] at the upper end is connected to the vibe 92, and the cooling water overflowing from the radiator R can be recovered (1) and returned to the radiator 1 as appropriate.

As shown in FIG. 4, the inspection port 4 is provided in the center of the right side wall of the chamber Kb. Therefore, by checking and listening to 1° 4, the = 1 trow 990. Reserve tank 9
1. The inflation valve Ja, etc. can be easily operated and inspected.

As shown in Fig. 11, the heat exchanger is installed in chamber Kb.
It is long (wide) installed along the back wall and left side wall of room Kb. A muffler 93 is installed behind the fan 1 and in front of the heat exchanger.

The muffler 93 extends upward from the engine compartment Er (FIG. 5) on the F side, and a mist separator 94 is attached to its upper end. The mist separator 94 is a device that condenses and captures moisture in the exhaust gas, and functions as follows.

That is, when the radiator R is a gas engine, highly acidic moisture is rarely contained in the exhaust gas.

Therefore, if the exhaust gas is released as is when the outside temperature is low, the moisture in the atmosphere will condense and become highly acidic water droplets, causing corrosion of external equipment. The mist control valve 94 is provided to prevent such problems, and especially if it is installed at the rear of the heat exchanger as mentioned above, when the outside temperature is low, it will not work properly during the heating operation. , the mist separator 94 is caused by air that has become lower than the outside air temperature due to heat exchange in the heat exchanger.
Since the mist separator 94 can cool the condensation efficiency,
In other words, the water capture efficiency increases.

Note that the moisture captured by the mist separator 94 is collected to the outside via appropriate piping (not shown) and treated.

As shown in Fig. 12, the exhaust port of the engine E is connected to the primary muffler 95 through the manifold Mn1 and the exhaust gas heat exchanger G.
is connected to the top of the The primary muffler 95 is a generally cylindrical structure that extends vertically, and its upper and lower parts are connected to the upper and lower parts of the secondary muffler 98 via pipes 96 and 97, respectively. The secondary muffler 98 is also a generally cylindrical structure that is vertically long.
extends upward from the top of the Further, a drainage vibe 99 extends from the lower end of the secondary muffler 98 and is in contact with an external neutralization processing device.

The pipe 96 extends generally horizontally, and exhaust gas flows from the primary muffler 95 to the secondary muffler 98 through the pipe 96. The pipe 97 is generally U-shaped, with an inlet 97a° connected to the primary muffler 95 occupying the highest position, an intermediate portion 97b extending generally horizontally occupying the lowest position, and an outlet 97C connected to the secondary muffler 98 occupying the highest position. It's 1 [pu middle part 97
It occupies a higher position than b.

According to this structure, a piping portion located at a position lower than the outlet 97c forms a condensed water trap, and moisture in the plowing gas condensed in the primary muffler 95 is captured in the trap. This captured water is newly condensed water in the pipe 9.
7 or whenever an exhaust pressure greater than the water column corresponding to the height 1 is applied to the internal passage of the pipe 97, the pipe 9
7 to the secondary muffler 98, and is discharged from the drainage vibrator 99 together with the condensed water generated in the secondary muffler 98.

Next, the structure of the check valve device Q shown in FIG. 1 will be explained in detail with reference to FIG. 13. The check valve device Q is constituted by an assembly of four check valves q1 to q4. Each of the check valves q1 to q4 has a cylindrical structure, and although it is not shown in the figure, the movement of the internal valve body allows fluid to flow in only one direction. Connected like.

In other words, the population q1a of check valve q1 and the outlet q of check valve q2
2b is connected to the pipe ])X via a Y-type joint 11. Outlet []q1b of check valve q1 and outlet q of check valve q3
3b is connected to the pipe P7 via a Y wall joint Z3. Inlet q2a of check valve q2 and inlet q4a of check valve q4
is connected to the pipe P8 via a Y-type joint 12.

Outlet Q4b of check valve q4 and population Q3a of check valve q3 are Y
It is connected to the pipe P5 via a wall joint Z4.

Further, each of the above-mentioned parts is connected by fitting and fixing the respective cylindrical ends. Also, in Fig. 13, four check valves q1~
Although the assembly is such that q4 are arranged parallel to each other and on the same plane lv, this arrangement can be varied in various ways.

(Effects of the Invention) According to the present invention as explained above, the soft anti-vibration rubber 1
3 to the engine mounting part (II 16 ) of the common platform 15, =1 engine E is attached to the engine mounting part (II 16 ) of the common platform 15, and
Common pedestal floor 15] Umbretsusa mounting part (frame 30)
Since the vibration of the engine is absorbed by the vibration isolating rubber 13, it is not transmitted to the 21 cylinders (J'C1 and C2).Therefore, there is no need for a flexible pipe as the piping for the 2' cylinders, reducing piping-related costs. can be reduced.

Furthermore, as shown in the figure, by attaching the common platform 15 to the frame of the package 1 via a hard vibration isolator 36, the vibrations of the compressor CLC2 can also be absorbed by the vibration isolator 36.

Furthermore, in the present invention, the engine E and the compressors C1 and C2
Since these are installed independently from each other on the common platform 15, when removing the engine E for maintenance or inspection,
It is not necessary to remove compressors C1 and C2. Therefore, there is no need to remove the refrigerant pipes from the compressors C1 and C2, and the work can be simplified by eliminating the need for conventional pipe removal work or refrigerant gas method work.

[Brief explanation of drawings]

Fig. 1 is a layout diagram of the embodiment, Fig. 2 is a schematic cross-sectional view of the beam mostat, Figs. 3 and 4 are front and right side views of the outdoor unit 1-11, and Fig. 5 is the inside of the engine room Er. Schematic front view, Figure 6 is a schematic cross-sectional view of Vl--■ in Figure 5, Figure 7 is a schematic cross-sectional view of Vl - Vl in Figure 4, and Figures 8 and 9 are cross-sectional views of Schematic diagram and [X-tx Yagawa diagram,
Figures 10 and 11 are a partial schematic cross-sectional view taken along the line X-x in Figure 4 and a schematic cross-sectional view taken along the line XI-XI in Figure 3, respectively. Figure 12 is a schematic front view showing the exhaust path of the engine, and Figure 13 is a check valve. FIG. 2 is a schematic front view of the device. 13... Anti-vibration rubber, 15... Common platform, 16... Vertical member (engine mounting part attachment part), 30
...Compressor frame (compressor mounting part),
C1, C2...Compressor, E...Engine Figure 6 Figure 13 I Continuation of amendment (voluntary) l ,
Title of the invention: Engine heat pump vibration isolation device 3, relationship with the amended case Patent applicant address 1-32 Chayamachi, Kita-ku, Osaka Name (678) Yanmar Diesel Co., Ltd. Representative Director Atsushi Yamaoka y31, Agent Address: C@530, 10th Floor, East Building, Chiyoda Building, 2-9-4 Higashitenma, Kita-ku, Osaka 5. Date of Amendment Order (Sent Date) Month, Showa 1]
6. Subject of amendment Clear documents and drawings! (,5n・1
1272(1) Amend the claims as shown in the attached sheet. (2) On page 4 of the specification, lines 13-19, [cooling water...] "When the cold II water is at a low temperature, the valve body t occupies the position (the position shown in the figure) that connects the upstream and downstream parts of the cooling water circulation passage W, and when the cold JI water becomes high temperature, the valve body t occupies the position connecting the upstream and downstream parts of the cooling water circulation passage W. Second
It moves to the left in the figure, thereby connecting the outlet of the bypass passage W1 and the downstream part of the cooling water circulation passage W (closing the upstream part of the cooling water circulation passage W). ” he corrected. (3) On page 7, lines 6 to 13, ``The expansion valve Ja... is connected to a refrigerant pressure detector.'' was changed to ``The expansion valve Ja is connected to a vibrator J1 connected to the temperature-sensitive cylinder section for control. One end of the pressure line J2 is connected to the valve, and the throttle ratio thereof is controlled based on the pilot pressure from the connecting vibrator J1 and the pressure line J2.The other end of the connecting vibrator J1 is connected to the valve. It is connected to the temperature sensing tube attached to the piping P6 extending from the device V.'' (4) On page 7, lines 18-19, [Waste heat recovery device U4J is corrected as "Waste heat recovery ZUJ." (5) On page 8, lines 3-4, "The electric signal line, J5
``to the pressure sensor installed in the pipe PIO'' is corrected to ``the connecting vibrator J5 is connected to the temperature sensing tube installed in the pipe P10''. (6) On page 11, lines 10 to 14 [Next, starting operation, etc.]
It flows into pipe P4. Also, delete]. (7) Delete "vanes, etc." from lines 19 to 20 on page 11. (8) In lines 1 and 2 of page 12, "When starting heating operation (including when switching from cooling operation)," should be corrected to "When switching from cooling operation or heating operation." . (9) "When defrosting" on page 12, line 15 is corrected to "1 when defrosting operation ends." (10) "In this case, compressor C
Only compressor 1 is driven, and "compressor C is
Only compressor C1 is driven, and the defrosting operation is completed and compressor C1
When the fuel began to be driven, it condensed in the heat exchanger.'' (11) Same page 20] Add "without removing the refrigerant piping" after "leave it as it is" in lines 4 to 15. (12) Correct “outer plate 40” in line 8 of page 23 to “bottom plate 40”. (13) Correct ``1 filled'' in the 24th true 4th line to ``filled.''. (14) p. 26, line 10, p. 26, line 11, p. 27, line 1
"Muffler 93" in rows 9 to 20 is "Exhaust vibe 93"
and correct it. (15) Correct "Radiator R" on page 26, line 16 to "Engine E". (16) Captured by [ on page 28, line 15. This captured] is corrected to ``This was captured. This was captured.'' (17) Figures 1 to 13 of the drawings will be corrected as shown in the attached sheet. 8. List of attached documents (1) Amendments Figures 1 to 13 (1 copy each) Claims A. The engine is attached to the engine section of the common platform via soft anti-vibration rubber, and power is transmitted by the engine. A compressor for compressing refrigerant driven through a mechanism is attached to the compressor mounting part of the common platform, and the common platform is attached to the frame of the package via a hard anti-vibration rubber. Shaking device.

Claims (1)

[Claims] The engine is attached to the engine mounting part of the common pedestal via soft anti-vibration rubber, the compressor for compressing refrigerant driven by the engine is attached to the compressor mounting part of the common pedestal, and the common pedestal is made of hard anti-vibration rubber. A vibration isolating device for an engine heat pump, characterized in that it is attached to the frame of a package via.