JPS6284268A - Interconnecting catwalk structure of 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]

(Industrial Application Field) The present invention relates to an engine-driven heat pump used as a toll unit for an air conditioner, and particularly to the structure of a communication passage connecting an engine room and a heat exchanger room inside the heat pump. (Prior art) This type of heat pump has a structure in which an engine room and a heat exchanger room are provided inside, the engine and the umbrella are placed in the engine room, and the heat exchanger is provided in the heat exchanger room. Widely adopted. (Problems to be Solved by the Invention) According to the above structure, the engine compartment and the heat exchanger compartment are connected by a ventilation passage, and the partition wall between the compartments is penetrated to connect the engine compartment to the heat exchanger compartment. It is necessary to extend the refrigerant piping, etc. However, in the conventional structure, the ventilation passage and the piping are installed in different places, so the structure is complicated.Also, in the part where the piping penetrates the partition wall, there is a need for a pipe fitting. is used, the individual pipes are short, and as a result, there is a problem that the durability of the pipes against vibrations from the engine snow is low. (Means to solve the problem) Solving the above problem In order to achieve this, the present invention provides an engine compartment and a heat exchanger compartment in a package, an engine and a refrigerant compressor driven by the engine are disposed in the engine compartment, and a heat exchanger for refrigerant is disposed in the engine compartment. () in the heat exchanger room, connect the 1 engine room and the heat exchanger room with a communication passage, and pass the piping and electrical wiring extending from the engine room to the heat exchanger room through the 3! I! connection passage. , a ventilation passage is formed within the communication passage by the space around the piping and wiring. (Implementation @) In Fig. 1, which is a schematic layout diagram, solid arrows indicate refrigerant during cooling (e.g. The dashed arrows indicate the flow of refrigerant (heat medium) during heating.As shown in Figure 1, the engine and one-pump air conditioner are equipped with an indoor unit HO and an outdoor unit 11. (There is. Unai Mato HO is the heat exchanger KO and the refrigerant pipe P that connects it.
x, Py, and a blower B driven by a motor M. As will be described later, during cooling, a low-temperature refrigerant is supplied to the heat exchanger KO, and the air sent out from the blower B passes through the heat exchanger KO and is cooled before flowing into the room. During heating, a high temperature refrigerant is supplied to the heat exchanger KO, and the air from the feeder FIL IB is heated by the heat exchanger KO and then flows inside the room. The commuter machine 1"1 is composed of a heat pump 1iiff driven by a gas engine E, and is equipped with a heat exchanger CLC2, a heat exchanger, etc. [in addition to the engine]. In the cooling water circulation passage W of the engine E, cooling water flows as shown by the arrow. This cooling water circulation passage W is provided with, in order from the upstream side, a thermostat T 1 , a radiator R, a thermostat 2, a cooling water pump PmS, an exhaust gas heat exchanger G1 manifold, and a mold Mn. Thermostat No. 1 and its upstream side are bypass passage W1
A waste heat absorber U is provided in the middle of the bypass passage W1. The structure of the thermostat T1 itself is well known, and as shown in Fig. 2, the high temperature of the cooling water is connected to the upstream part of the cooling water circulation passage W and the flow part J.
The valve body t occupies the position (the position shown in the figure), and the valve body t occupies the position shown in the figure.

[moves to the left in FIG. 2, thereby connecting the outlet of the bypass passage W1 and the upstream part of the cooling water circulation passage W (closing the downstream part of the cold n1 water circulation passage W). In addition, the thermostat T1 was abolished, and a thermostat R11, which operates in the same way as the thermostat T1, was installed at the connection between the upstream end of the bypass passage W1 and the cold 7JJ water circulation passage W, as shown by the two-dot chain line in Fig. 1. It is also possible to provide one. The thermostat 12 is installed downstream of the radiator R, and is connected to the mostat 2 on the upstream side of the radiator H through a bypass passage W2. This thermostat T2 is configured as H-1 so as to prevent cold L1 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 (man-powered shafts) of the compressors C1 and C2 are equipped with an electromagnetic clutch (not shown) and separate belts b1,
It is connected to the output shaft of the engine E via b2. ]Refrigerant discharge piping 1-)1.1 of refrigerant C1, C2]
2 are connected to the connection port (1) of the four-way valve device (2) via the oil separator to the oil valve (O) and a check valve and a common pipe (2) (3), respectively. Other three connection ports of the 4-way valve device V ■2, V3
, V4, the connection port ■2 is connected to the - of the indoor heat exchanger KO.
The connection port V3 is connected to one of the pipes WP4 of the outdoor heat exchanger, and the connection port 4 is connected to the air filter suction pipe P6, which will be described later. Two fans Fl and F2 are installed in the heat exchanger ZK and L, respectively, which are driven by motors M1 and M2. The other pipes pxXP5 to the indoor heat exchanger KO and the outdoor heat exchanger are respectively connected to different connection ports of the check valve device Q. Check valve system gf Q is 4 check valves q1~
It is configured by combining a check valve q4, and in addition to the above two connections Uc to which pipes Px and P5 connect, there are two connections to which the outlet of pipe P7 and the outlet of pipe P8 connect, respectively. It has a mouth. The outlet of the pipe P7 and the outlet of the pipe P8 are connected to the liquid receiver L. A dry AID is installed in the part of the pipe ")8 near the liquid receiver L, and a check valve device Q
An expansion valve Ja is provided at the closer portion. Dryer D functions to remove moisture and foreign matter from the refrigerant. Expansion valve Ja
is a type of throttle valve, and the pressure of the refrigerant is reduced by passing through the expansion valve Ja. One end of the electric signal line J1 and the σ pressure line J2 for control are connected to the expansion valve Ja.
The squeezing rate is controlled based on the electric signal and pilot pressure from. The other end of the electric signal line J1 is connected to a refrigerant pressure detector attached to a pipe P6 extending from the valve device (■), and the other end of the pressure line J2 is connected to a pilot pressure introduction port attached to the pipe P6. . The inlet of a pipe P9 is connected to the pipe P8 between the dryer D, WI, and valve Ja. A solenoid valve S1 is provided in the middle of the pipe P9, and the (l!! end of the pipe P9 is connected to the waste heat recovery device U. The discharge pipe P10 of the waste heat recovery device U4 is connected to the suction pipe of the air vent C2. It is connected in the middle of P12. Also, J is connected between solenoid valve S1 and waste heat recovery device U.
3, an expansion valve Jb is provided in the pipe P9. Expansion valve J
b has a structure similar to the expansion valve Ja, and its electric signal line J5 is connected to a pressure sensor installed in the pipe 1]10. The person in P12 of the above piping! ” is connected to the outlet of piping]]6. The outlet of the pipe P6 is connected to the pipe P11 and the above pipe P1.
2 to the inlets of Nzorena C1 and C2, respectively. Between the pipe P6' and the pipe E) 10, the pipe 12 is provided with nine electromagnetic valves S2. or:! An accumulator A is installed in the middle of the suction pipe 11 of the compressor C11. Each of the above parts is controlled by a lil control device (not shown) and is configured to move as follows. In normal heating operation state, solenoid valve S1 listens and solenoid valve S2
is closed. The high-temperature, pressurized gaseous refrigerant compressed by the compressors C1 and C2 then passes through the pipes [)1 and F2 to the pipe P3.
It flows to KO, and while passing through the heat exchanger KO, it releases heat and becomes a liquid. Next, the refrigerant flows from the distribution @Px through the check valve device Q, the piping P7, and the liquid receiver L into the piping P8. A portion of the refrigerant that has flowed into pipe P8 is transferred to check valve device Q and pipe P.
While flowing through the heat exchanger K, the refrigerant is heated by air supplied from fans Fl and F2 (air whose temperature is higher than that of the refrigerant) and becomes gas. This gaseous refrigerant is transferred from pipe P4 to four-way valve device V1 pipe 1]6, pipe P1
1 to the compressor C1, and the compressor C1
It is compressed in . Further, the part of the refrigerant flowing through the pipe P8 flows from the pipe P9 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 [) 10 through the pipe E] 12. In normal cooling operation, the solenoid valve S1 is closed and the solenoid valve S2 is open. Then, the gaseous refrigerant in a high temperature and pressurized state compressed in the -I inbrezzars C1 and C2 is transferred to the pipe P1.
, P2 to pipe P3. Heat exchange rj via 4-way valve device ■
While flowing to IK and passing through heat exchanger K, fans F1 and F
It is cooled by the air from 2) 41 and becomes a liquid, which is then supplied to the check valve device Q. The refrigerant supplied to the check valve device Q is transferred to the pipe P7, to the liquid receiver, and then to the pipe 1]8.
The refrigerant that has passed through the check valve device Q flows from pipe 1] The gaseous refrigerant that has passed through the air conditioning unit 3 and the heat exchanger KO is transferred from the pipe Py to the four-way valve device (J1 pipe) 6 and the pipe 131.
1.1) Sucked into compressors C1 and C2 via 12. When J3 is in the above-mentioned heating operation state and the temperature of the cooling water flowing through the cold moon 1 water circulation passage W is a normal value, the thermostat T 14 is listening to the L bypass passage W1, and the waste heat recovery unit U is IJI water is supplied. When the cold fJl water temperature is lower than the predetermined value J, the thermostat 11 closes the bypass passage W1 and stops the cold fJI water from flowing to the waste heat recovery unit U. This prevents the heat of the cold 7JI water from being taken away by the waste heat recovery device U, and prevents the engine E from being properly cooled by the cooling water. Also, if the cold 2J1 water is at a low temperature, the above thermostat "
Instead of 1, it is also possible to use solenoid valves S1 and S2,
In that case, thermostat 1-1 can be abolished. ? l
That is, when the cold water is at a low temperature, the solenoid valve S1 is closed and the solenoid valve S2 is listened to. This prevents the cold tofu from flowing to the waste heat recovery device U, and heat exchange in the waste heat recovery device () is stopped. Further, refrigerant flows into the compressor C2 from the pipe P6 through the pipe 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 liquid. Therefore, at startup, liquid refrigerant flows from the heat exchanger K into the pipe P4. Also, if the operating state is suddenly switched from cooling to heating,
Liquid that was flowing through the heat exchanger during cooling operation? ? i! ! !
flows into pipe P4. Since liquid is generally an incompressible fluid, the compressors C1 and C
If it flows into the vents C1 and C2, the vanes, etc. of the vents C1 and C2 will be damaged. To prevent this, in the illustrated device, when starting heating operation (including switching from cold operation), compressor C1 is first activated, and after a certain period of time:
C2 is now operational. As a result, at the start of operation, the refrigerant is first drawn into only the compressor C1 through the pipe P6 and the pipe [)11. Therefore, the liquid refrigerant is captured in the accumulator A, and only the 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 any liquid refrigerant. The compressors C1 and C2 are operated and stopped by the electromagnetic clutch (not shown) incorporated in the compressor drive shaft. A similar operation is performed during defrosting. In other words, during lightning removal operation, heat exchange 7! The frost on the AK is melted with a high temperature refrigerant, so the liquid refrigerant cooled by the heat exchanger flows into the pipe 1]6. In this case, the compressor C1 is driven and the liquid refrigerant is captured by the accumulator A. 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 compartment 1. As shown in these figures, the entire outdoor unit 1 has a shape in which the fabric width X is long and the depth Y is short; an engine compartment Er is formed inside the half; A heat exchanger chamber Kr is formed therein. The fans 1 and F2 are installed side by side in the heat exchanger room) (R, L and F, and the package 1 (outer skin) of the outdoor unit)-11 has an opening for the front of the fan 1, F2 (ventilation/supply, etc.). is formed. As described in detail 1 below, the package 1 is formed by combining a plurality of panels, angle columns, and reinforcing members. Front panel 2 that covers the engine palm E r from the front (Fig. 3)
can be removed from the front for internal inspection and maintenance. Also, the right side panel of the heat exchanger room (Fig. 4)
An inspection opening 4 that is closed by a removable hook 3 is installed in the vertically intermediate portion of the holder. Figure 5 shows J'3[ with the front panel 2 of Figure 3 removed.
FIG. 2 is a schematic front view of the inside of an engine room Er. In FIG. 5, the engine E has its output shaft 10 in the front and rear (third
The compressors C1 and C'2 are installed in a right-hand side of the engine room Er in an attitude extending in a direction perpendicular to the front panel 2 in the figure, and the compressors C1 and C'2 are installed in a diagonally vertical positional relationship in a left-hand side. The engine E includes stays 11 at the bottom near the four corners of the engine block. A bracket 12 is provided at the end of each stay 11, and a flexible rubber 13 is fixed to the inclined lower surface of the bracket 12. The F side of the rubber 13 is fixed to the inclined -L side of the bracket 1/1, and the lower part of the bracket 14 is fixed to the upper part 191 of the vertical member 16 of the common platform 15. The longitudinal members 16 extend in the aft direction (direction parallel to the output shaft 10) on both sides of the engine E, and are connected to the cross members 18 at their front and rear ends.・In other words, the vertical members 16 and the horizontal members 18 form a rectangular frame. Another bracket 20 is mounted on the upper surface of the longitudinal member 16. The bracket 20 has a bolt 21 parallel to the output shaft 10.
A cylindrical portion at one end of a torque rod 23 is connected to the outer periphery of the bolt 21 via a cylindrical rubber 22. The torque rod 23 extends from the bolt 21 approximately toward the center of gravity of the engine E (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 compressor ψC1,02 is the compressor frame 3
It is installed at 0. Tension is applied to the belts b1 and b2 by tensioners 32 each incorporating a spring 31, and these tensioners 32 are also attached to the compressor frame 30. The material 16 is assembled at the lower right end of the compressor frame 30.Then, in two locations each on the left and right vertical members 16 and at one location on the left side of the compressor frame 0, there is a As clearly shown, the brackets 35 are used for attachment. The lower surface of each bracket 35 is supported by a bracket 37 via a hard anti-photograph rubber 36.
An anti-photograph rubber 38 which is compressed in the direction of water/IL is also installed between both vertical parts of 37. 40 is a bottom plate of the engine room Er, and the lower surface of the bottom plate 40 is 1
Pair of installation legs 41 in the front-back direction (direction parallel to the output shaft 10)
-C is installed in an extended position. Also middle bracket 3
7, a reinforcing member 42 extending back and forth is attached to the lower surface of the bottom hole 40. According to the above configuration, the vibration of the bracket is absorbed by the rubber 13 and hardly transmitted to the vertical member 16 or the compressor frame 30. Therefore,] the image sensors C1 and C2 do not take a large image. Furthermore, although the compressors C1 and C2 themselves become weak sources of vibration, the vibrations transmitted from the compressors C1 and C2 to the compressor frame 30 are absorbed by the vibration isolating rubber 36. In addition, in the above structure, belts b1 and b
A tensile force is applied to the engine via 2. Therefore, if the engine E were to move toward the combiner 't01, C2 due to this tension j, the rubber 13 would be severely deformed, making it impossible to obtain the desired photographic absorption effect by the rubber 13. However, according to 84N above,
The engine E is connected to the belts b1 and b2 by the torque rod 23.
Since the rubber 13 is pulled in the opposite direction, no tensile force from the belts b1 and b2 is applied to the rubber 13, and the rubber 13 continues to exhibit the desired photographic absorption effect. Also, the engine [swing]
The torque rod 23 is generated in the form of a 11-ring around the center line in ψ2 lines with the output shaft 10 passing through the center line of gravity (a center line parallel to the output axis passing through the center of gravity point) of JG. The torque rod 23 extends toward J3.
does not affect its rolling, so rubber 1
3, it is possible to reliably obtain the desired imaging absorption effect. Furthermore, according to the above structure, while the outdoor unit 11 is long in the left and right directions, the output 10 is provided at right angles to the left and right directions. Therefore, outdoor el! H1 is in a stable installation state with respect to the rolling motion of the engine E, and in this respect as well, even if rolling occurs in the engine E, the outdoor unit 11 does not vibrate. As mentioned above, the vertical members 16 and the horizontal members 18 form a frame, and the engine [A-il pan 45'' is inserted into the frame.At the lower front of the A-il pan 45, there is a drain [closed with bolts]. ” 46 is provided, and a plug 4 is located at the top of the front.
The bunker oil [148] which is opened by 7 and protrudes diagonally upward and toward the front. The belts b1, b2, pulleys, and tensioner 326 are provided at the front end of the engine compartment Er. Also, Fd of upper tensioner 32
The tip of a drain pipe 49 for cold 1° water extending from the main body of the engine 1 is located near H.
9 to connect a hose (not shown) to the cock so that the cold L1 water can be drained. Furthermore, an air cleaner 50 for the engine E is provided above the combiner +JC2 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 a heat exchanger chamber Kr, and an outlet passage (not shown) extends toward the intake manifold side of the engine E. According to the above configuration, the tensioner 32, the filler 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 placed close to the walls of the building, while the front of the outdoor unit H1 is placed in front of it in consideration of airflow from fans F1 and F2. A large external space is left behind. Therefore, by removing the front panel 2, the large external space can be used to perform refueling, cold fJI water discharge, belt tension adjustment, and inspection/replacement of the Aculina F element. can. Also, the drain port 46 is connected to the horizontal member 18.
The GJr1 drain hole 46 can be exposed on the front side by removing the bolts at both ends of the cross member 18, although it is hidden behind the drain port 46, making it extremely easy to drain the oil from the drain port 46. can be done. Historically, the engine El can be pulled out to the front as shown below, making it easy to repair and inspect. In other words, when pulling out the engine E, the bracket 14
Remove the mounting bolts and separate the bracket 14 from the vertical member 16, and remove the 18° horizontal member on the front side from the vertical member 16. Also remove belt bl, b2, etc. In this state, by sliding the bracket 14 1' on the vertical member 16 and pulling out the entire engine E to the front side, the engine
You can take out the [ノ]. Historically, the following structure has been used to prevent engine E during assembly work.
It has been made easy to incorporate. Angle vertical pillars 5 are installed at the four corners of the J Narichi bottom plate 40.
The lower end of 5 is fixed by welding. The front panel 2 (FIG. 3) and its counterpart engine compartment panel are fixed to pillars 55 with bolts or the like. Further, a ceiling wall 56 is fixed to the upper end of the pillar material 55. The ceiling wall 56 is a bent structure of plate materials, and constitutes the bottom wall of the heat exchanger room (r). According to this configuration, the ceiling wall 56, the front panel 2, etc. are connected to the pillars 5.
5, parts to be stored in the engine compartment Er (particularly heavy parts such as the engine E) can be assembled into the engine compartment Er from above. Furthermore, the outdoor unit H1-b, which is in the state of a completed product, is kept in a shape so that it can be easily transported as shown below. Zunawara Figure 5 Vl
-VI As shown in FIG. 6, which is a partial schematic view, the single leg 41 protrudes forward and backward from the package 1, and a hole 58 is provided in each of its protruding end portions 57. Therefore, use the lifting wire (U shown in the figure) at Meika 58.
By connecting to the main body, it is possible to lift the outer motor +11 metal body by 4 degrees with the 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 cage is composed of two pipes consisting of an outer pipe 60 and an inner pipe 61 with a corrugated structure. A refrigerant passage is formed in the engine compartment E. Inside the engine compartment E, air convects due to heat from the engine L, etc., and the upper part of the engine compartment E is at 0 temperature.On the other hand, waste heat [1j When the collector U is in operation, the cooling water flowing through the outer passage causes
It is designed to heat the refrigerant in the inner passage. Therefore, according to the above-mentioned development, the outer tube 60 is covered from the outside by the high-temperature air above the engine, and the cooling water inside the outer tube 60 is maintained at a sufficiently high temperature. As a result of (a), the refrigerant can be sufficiently heated by the high-temperature cooling water. The engine room Er has a generally sealed structure for soundproofing and prevention of wind and rain intrusion. However, engine room E
If R is completely sealed, the internal pressure will continue to rise, causing trouble with electrical parts (particularly engine ignition system 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 line IX--IX, respectively. As is clear from these figures, a ventilation fan 65 is attached to the upper surface of the bottom plate 40, and an opening 66 for ventilation is provided in the outer plate 40. Frontage 66 is reinforcement material 42
and the installation leg 41 on the compressor side, and is surrounded from below by a cover 67. 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 opening 66' (on the right side in FIG. 8) and a wall 69 located behind the wall 68. The wall 69 extends horizontally below the opening 66 and has a passage 7 above it.
0 is formed. The wall portion 68 is formed with a passage 71 opening rearward on the upper side of the rear portion of the lower wall of the wall portion 69J: when the can is taken out downward from the wall portion a3. Therefore, external air flows upwardly through the passage 71 and into the passage 70,
From 0 to Ui! It flows into the port 66. Note that a soundproofing material 72 is attached to the inner surface of the wall 69, and the inside of the front half of the wall 68 is also filled with the soundproofing material 72, so that the air taken into the engine WEr from the ventilation fan 65 is as shown in FIG. , from the open lower 5 in Fig. 11 to the heat exchanger room)
(Discharged to r. Figures 10 and 11 show the 4th
xx-X cross-sectional partial schematic diagram in the figure and Xl-Xlli in Figure 3
It is a schematic diagram. As shown in FIG. 10, the open lower portion 5 is at one end on the top wall b-6 of the engine room Er (bottom wall of the heat exchanger room Kr). A lower end of a ventilation duct 76 extending upward from the periphery of the lower interlayer 5 is attached to the ceiling wall 56, and a ventilation passage 77 is formed inside the ventilation duct 76. Reference numeral 78 denotes a partition wall that partitions the inside of the heat exchanger room Kr into two chambers: Ka and Kbk, and the ventilation duct 76 is provided in the chamber Kb at a position adjacent to the partition wall 78. The above chamber Kt) has fans F1 and F.
2 (Fig. 11) etc., there is a risk that rain etc. may enter the space. In order to prevent the rain etc. from entering the engine room Er from the ventilation passage 77, the ventilation passage 7
An eave 79 that covers the partition wall 7 from above is attached to the partition wall 78. In addition to ventilation, the ventilation passage 77 forms a passage for passing the refrigerant pipe 1]n and electric wiring. The above piping []n wiring is connected to the equipment inside the engine vEr and the room K
It is connected to the equipment in the room Ka, and after protruding upward from the ventilation passage 77, it is bent and extends through the opening in the partition wall 78 to the room Ka. Note that a sound absorbing material 80 is pasted on the inner surface of the ventilation duct 76, and although it is not clearly shown, there is also a spongy material 80 on the outer periphery of the piping. ! 1tii material is attached. As shown in FIG. 10, a controller 90 (
A microcomputer unit, relay gravel, etc. are arranged, and the above-mentioned expansion valve Ja and a radiator reserve tank 91 are provided in the vertically intermediate part. This reserve tank 9
1 is connected to an overflow vibe 92 at the upper end of the radiator R, as shown in FIG. As shown in Fig. 4, the inspection port 4 is installed in the center of the right side wall of the room Kl).Therefore, by listening to the inspection port 4, you can check the controller 90 and the reserve tank 9 in the vicinity.
1. Expansion valve Ja can be easily operated and inspected. As shown in Fig. 11, the heat exchanger has a
-C is well and wide () installed along the rear wall and left side wall of room Kb. A muffler 93 is provided behind the fan F1 and in front of the heat exchanger. The muffler 93 extends upward from the lower engine room Er (Figure 2), and has a mist lever regulator 94 at its upper end. The mist separator 94 is a device that condenses and captures moisture in the exhaust gas 117, and functions as follows. That is, when the radiator R is a gas engine, the electric gas contains highly acidic water. Therefore, if the electric gas is discharged as it is when the outside temperature is low, the moisture will condense and become highly acidic water droplets, causing corrosion of the external equipment. The mist separator 94 is provided to prevent such problems, and especially if it is provided behind the heat exchanger as described above, when the outside temperature is low, that is, in the #3 warm-up operation state, the mist separator 94 Since the mist separator 94 can be cooled by the air whose temperature has historically been lower than the outside air temperature due to the heat exchange in the exchange i1, the condensation efficiency, that is, the moisture capture efficiency of the mist separator 94 is increased. Note that the moisture captured by the mist separator 94 is collected to the outside through a suitable pipe (V in the figure) and is treated. As shown in FIG. 12, the exhaust port of the engine E is connected to the upper end of a primary muffler 95 via a manifold Mn and an exhaust gas heat exchanger G. The primary muffler 95 is a generally cylindrical structure that extends vertically, and its upper and bottom portions 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.
It extends upward from the upper end of 8. Also, from the lower end of the secondary muffler 98 is a drainage pipe 99 connected to an external neutralization treatment device.
° is extended σ. The pipe 96 extends generally horizontally, and the exhaust gas passes through the pipe 96 from the C primary muffler 95 to the secondary muffler 98.
flows to The pipe 97 is generally U-shaped, with an inlet 97a connected to the primary muffler 95 occupying the highest position, an intermediate part 97b extending generally horizontally occupying the lowest position, and an outlet connected to the secondary muffler 98. 97c is the middle part 97 by height 1
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 exhaust gas condensed in the primary muffler 95 is captured in the trap. This uncaptured water is removed from the pipe 97 whenever new condensed water flows into the pipe 97 or whenever an exhaust pressure greater than the water column corresponding to height 1 is applied to the internal passage of the pipe 97.
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 is a cylindrical structure, and although not shown in the figure, the movement of the internal valve body allows fluid to flow in only one direction. connected to the sea urchin. Inlet Q1a of check valve q1 and outlet q of check valve q2
2b is connected to the pipe 1''X via a Y-type joint 11. Outlet rlq1b of check valve q1 and outlet q of check valve q3
3b is connected to the pipe P7 via a Y-type joint /3. Population q2a of check valve q2 and people D G of check valve q4
4a is connected to the pipe P8 via a Y-type joint/2. The outlet q4b of the check valve q/1 and the outlet C13a of the check valve q3 are connected to the pipe P5 via a Y-shaped joint/4. Further, each of the above-mentioned parts is connected by fitting and fixing 1 to each cylindrical end. Also, in Figure 13, 4
The wooden check valves q1 to q4 are assembled parallel to each other and on the same plane, but this arrangement can be changed in various ways. (Effects of the Invention) Means for Solving Problems) As explained above, according to the present invention, the piping pn and the electrical wiring' are passed through the open lower lower 5 and the duct 76, and the ventilation passage 77 is provided around them. Since the structure is formed, the structure can be simplified and costs can be reduced compared to the case where the ventilation passage and the piping passage section are formed separately. Moreover, since there is no need to install a pipe joint in the middle of the pipe Pn, and a good quality pipe Pn can be used, the flexibility of the pipe 1) can be increased and the durability against vibration can be improved. Furthermore, the ventilation passage 77 is surrounded by the inner surface of the duct 76 (and
Since it is also surrounded by the outer peripheral surface of a large number of pipes Pn and wiring, the area surrounding the ventilation passage 77 is large. Therefore, by pasting the name absorbing material 330 or the like Gj on that surface, the area of the sound absorbing surface can be increased and the sound absorbing effect can be enhanced.

[Brief explanation of drawings]

Fig. 1 is a layout diagram of the embodiment, Fig. 2 is a schematic cross-sectional view of the thermostat, Figs. 3 and 4 are a front view and right side view of the outdoor unit H1, and Fig. 5 is a schematic front view of the inside of the engine room , Fig. 6 is a partial schematic view of the Vl-Vl'ii plane in Fig. 5, Fig. 7 is a schematic view of the ■-v1 section m1 of Fig. 4, and Figs. 8 and 9 are the -■ cross-sections of Fig. 7, respectively. Schematic diagram and IX-IX arrow congratulatory diagram, Figures 10 and 11 are a partial schematic diagram of the XX cross section of Figure 4 and a schematic diagram of the Xl-/XI cross section of Figure 3, respectively, and Figure 12 shows the exhaust route of the engine. Schematic front view, FIG. 13 is a schematic front view of the check valve device. 1...Package, 77...
・Ventilation passage, C1, C2...Compressor, E...
Engine, Er...engine compartment, K...heat exchanger,
) (r...heat exchanger room, pn...piping patent applicant, representative of Yanmar Diesel Co., Ltd., agent, patent attorney": Tadataka Omori: volunteered to write amendments to the procedures in Figure 73) November 25, 1985 Showa 1960 Patent Application No. 224524 2 Name of the invention Connection passage structure for engine heat pump 3 Relation to matter f1 with amendment 1 Patent applicant address 1-32 Chayamachi, Kita-ku, Osaka Name ( 678) Yanmar Diesel Co., Ltd. 71 Representative Stone Representative Director Atsushi Yamaoka 4, Agent (1 location: 10th floor, East Building, Chiyoda Building, 12-9-4 Todai, Kita-ku, Osaka (・530) 5, With ll of amendment order ( Shipping date) Showa month [1]
7. Contents of correction 7-+-,!
-(1) Cooling water from page 4, line 16 to page 5, line 2 of the specification...
・It has become. "When the cold water is at a low temperature, the valve body t occupies the position connecting the upstream and downstream parts of the cooling water circulation passage W (the position shown in the figure), and when the cold water reaches a high temperature, the valve body t
moves to the left in Fig. 2, thereby bypass passage W1
The outlet is connected to the downstream part of the cold 2Jl water circulation passage W (the upstream part of the cooling water circulation passage W is closed). ” he corrected. (2) On page 7, lines 9 to 16, replace "Expansion valve Ja... is connected to a refrigerant pressure detector" with [expansion valve Ja is υ] a vibrator connected to a ready-to-use temperature-sensing cylinder part. One end of J1 and pressure line J2 are connected, and the connecting vibe J1 and pressure line J2
The throttle ratio is controlled based on the pilot pressure from the valve. The other end of the connecting vibrator J1 is
It is connected to the sensing tube attached to the piping P6 extending from the valve device V, and corrected as [. (3) Correct "waste heat recovery device U4J" in lines 1 and 2 of page 8 to "waste heat recovery device U." (4) On page 8, lines 6 to 7, change ``The electric signal line J5 is connected to the pressure sensor installed in the pipe P10'' to ``The connecting vibe J
5 is corrected to 1 for the temperature sensing tube provided in pipe 1]10. (5) For page J11, lines 13-17, “Next, starting operation, etc.
・Flows into pipe P4. Delete "also" (6) Same 12
Delete "vane, etc." in lines 2 and 3 of the page. (7) In lines 4 and 5 of page 12, ``When starting heating operation (including when switching from cooling operation),'' was corrected to ``When switching from cooling operation or @ when switching from air conditioning operation.'' do. (8) Correct "during defrosting" on page 12, line 18 to "at the end of 1 defrosting operation." (9) In line 2 of page 13, change [In this case, only compressor C1 is driven] to "During defrosting operation, only compressor C2 is driven, and when defrosting operation is finished and compressor C1 starts to be driven, It was condensed in the exchanger.'' (10) On page 20, lines 17-18, add [without removing the refrigerant pipes] next to "leave it as it is." (11) Same page 23, page 11 (1 “outer plate 40” [bottom plate = 1
Correct 0j etc. (12) "Filled" in line 7 of page 24 is corrected to "filled." (13) Same page 26 line 13, same page 26 14f7, same 28 yen
"Muffler 93" in lines A2-3 is corrected to "exhaust pipe 93." (14) Correct "Radiator R" on page 26, line 19 to "Engine E". (15) On page 28, line 18, "captured in. This captured" is stored in [. "This has accumulated," he corrected. (16) Figures 1 to 13 of the drawings are supplemented as shown in the attached sheet. 8. List of attached documents (1) Amended Figures 1 to 13 At least one copy each Figure 6 Figure 13

Claims (1)

[Claims] An engine room and a heat exchanger room are provided in the package, an engine and a compressor for compressing refrigerant driven by the engine are arranged in the engine room, and a heat exchanger for refrigerant is provided in the heat exchanger room, The engine room and the heat exchanger room are connected by a communication passage, the piping and electrical wiring extending from the engine room to the heat exchanger room are passed through the communication passage, and the space around the piping and wiring is used to ventilate the inside of the communication passage. A connecting passage structure for an engine heat pump characterized by forming a passage.