JPS6284269A - Mist separator 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 mist separator for capturing and discharging condensed water from exhaust gas. The present invention relates to a mis-l-separator attached to an engine.

(Prior art) Conventionally, this type of heat pump has a type in which a gas engine drives the combrella pump (problem to be solved by the invention). Strongly acidic condensed water is likely to be generated, so it is necessary to provide a condensed water recovery device in the exhaust route. As the condensed water recovery device, a mist separator may be provided in the exhaust path. However, since the mist separator is generally installed inside the heat pump package (in other words, in a relatively high-temperature space), the temperature of the mist separator is also relatively high, and as a result, the moisture condensation efficiency, or moisture capture efficiency, of the mist separator decreases. The problem is that it is low.

(Means for Solving the Problems) In order to solve the above problems, the present invention provides a heat pump that includes an engine, a compressor driven by the engine, and a heat exchanger that exchanges heat between a refrigerant and outside air. The present invention is characterized in that a mist separator for condensing and capturing moisture in the exhaust gas is provided downstream of the exhaust pipe of the engine, and the mist separator is installed on the lee side of the heat exchanger.

(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 11HO and an outdoor unit H1.

Indoor 1! HO is a heat exchanger KO, refrigerant pipes px and py connected to it, and a blower B driven by a motor M.
It is equipped with As described later, during cooling, the heat exchanger KO
A low-temperature refrigerant is supplied to the air blower B, and the air sent out from the blower B passes through the heat exchanger KO to be cooled and then flows into the room. During heating, high-temperature refrigerant is supplied to the heat exchanger KO, and air from the feeder ff1lfiB is heated by the heat exchanger KO and then flows through the room.

The outdoor unit H1 is composed of a heat pump device driven by a gas engine E, and includes a compressor C, LC2 and a heat exchanger W! , the vessel is equipped with etc.

Cooling water flows through the cooling water circulation passage W of the engine E as shown by the arrow. In this cooling water circulation passage W, a thermostat T1, a radiator R are installed in order from the upstream side.
1Thermostough 1-T2, cooling water pump Pm, exhaust gas heat exchange! G, manifold Mn is provided. The thermostat h T 1 and its upstream portion are connected by a bypass passage W1, and a waste heat recovery device U is installed in the middle of the bypass passage W1. The structure of the thermostat 1 is well known, and as shown in Fig. 2, when the cooling water is at a high temperature, the position where the upstream and downstream parts of the cooling water circulation passage W are connected (the position shown in the figure) is closed. The valve body t is occupied by the valve body t and the cooling water is at a low temperature.The valve body t 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 (closed the downstream part).

It is also possible to eliminate the thermostat T1 and install a thermostat T11, which operates in the same way as the thermostat T1, at the connection between the upstream end of the bypass passage W1 and the cooling water circulation passage W, as shown by two dots and one line in FIG. .

The thermostat T2 is provided on the downstream side of the radiator R, and the upstream portion of the radiator R and the 7'E stud T2 are connected by a bypass passage W2. This thermostat T2 is connected to the radiator R while the cooling water is at a low temperature.
It is designed to prevent cooling water from flowing into the

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

Refrigerant discharge pipes P1 and F2 of compressors C1 and C2 are as follows:
Oil separator O, check valve and common piping P, respectively
It is connected to the connection port 1 of the four-way valve device V through 3.

4-way valve device, connection of other 3111a of equipment [1V 2, ■
3. Of v4, flfE port V2t is connected to one pipe Py of the indoor heat exchanger KO, connection port v3 is connected to one pipe P4 of the outdoor heat exchanger, connection port v4 will be described later. It is connected to the air compressor suction pipe P6.

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

The other pipes px and P5 to the indoor heat exchanger KO and the outdoor heat exchanger are respectively connected to different connection ports of the check valve device Q. The check valve device Q is configured by combining four check valves q1 to q4, and includes pipes PX1 and P5.
In addition to the above two connection ports to which P7 is connected,
It is equipped with a 2 tl connection port to which the inlet of the pipe P8 and the outlet of the pipe P8 are connected.

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 rear receiver L, and a check valve device 1ff is provided.
An expansion valve Ja is provided in the portion closer to Q. Dryer D
functions to remove moisture and foreign substances from the refrigerant. Expansion valve J
A is a kind of throttle valve, and the pressure of the refrigerant is reduced by passing through the expansion valve Ja. One end of an electric signal line J1 and a pressure line J2 for control are connected to the expansion valve Ja.
The aperture rate is controlled based on the electrical 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 V, and the other end of the pressure line J2 is connected to a pilot pressure introduction port attached to the pipe P6. .

Between the dryer D and the i-inflation valve Ja, the inlet of a pipe P9 is connected to the pipe P8. 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. Discharge pipe P10 of waste heat U collection ZtJ4
is connected to the middle of the suction pipe P12 of the compressor C2. Also, between the solenoid valve S1 and the waste heat recovery device U, the pipe P
9 is provided with an expansion valve Jb. The expansion valve Jb 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 P10.

The inlet of the pipe P12 is connected to the outlet of the distribution ff1P6. The outlet of the pipe P6 is connected to the pipe IP11 and the above pipe P.
12 to the suction ports of the compressors C1 and C2, respectively. Between the piping P6 and the distribution flp10, the piping 12 is provided with nine electromagnetic valves S2. Moreover, an akicom regulator 8 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 in FIG. 6) and is configured to operate as follows.

In normal heating operation state, solenoid valve S1 listens and generates electricity.

The magnetic valve S2 is lff1. ] Npressa C1
, C2 compressed high temperature pressurized gaseous refrigerant flows from pipes Pi and F2 to heat exchanger KO via pipe P3. is released and becomes a liquid. Next, the refrigerant passes from the pipe px to the check valve device Q, the pipe P7, and the liquid receiver L to the pipe P8.
flows into.

A portion of the refrigerant that has flowed into pipe P8 is transferred to check valve system NQ1 pipe P.
5, flows into the heat exchanger, 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 ff1P/1 to 4-way valve device ■, piping P6, piping p
Flows into combrella →) C1 via H, and compreturi C
1.

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 (J), it is heated by high temperature engine cooling water and changes into a gaseous state. is from pipe P10 to compressor C via pipe P12.
It gets sucked into 2.

In normal cooling operation, the solenoid valve S1 is rllL;, f
f1la valve S2 is open. and compressor C1
, the high-temperature, pressurized gaseous refrigerant compressed by C2 flows into the pipe P.
1. It flows from F2 to the heat exchanger through the pipe P3.4-way valve device ■, and while passing through the heat exchanger K, it is cooled by the air from fans F1 and F2 and becomes a liquid, and in that state, the check valve Supplied to equipment@Q. 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 is transferred to the pipe P.
It flows from X to heat exchanger KO and evaporates while passing through heat exchanger KO to cool the air from feed mmB. The gaseous refrigerant that has passed through the heat exchanger IKO passes from the pipe Py to the four-way valve device U1, the pipe P6, and the pipes P11 and F12 to the compressor C1,
Inhaled into C2.

In the above-mentioned heating operation state, if the temperature of the cooling water flowing through the cooling water circulation passage W is a normal value, the thermostat T
1 opens the bypass passage W1, and high-temperature cooling water is supplied to the waste heat recovery device U.

When the cooling water temperature is lower than a predetermined value, the thermostat T1 closes the bypass passage W1 and prevents the cooling water from flowing to the waste heat recovery device 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.

Further, when the cooling water is at a low temperature, electromagnetic valves S1 and S2 can be used in place of the thermostat T1, and in that case, the thermostat T1 can be eliminated. That is, when the cooling water is at 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 device U, and heat exchange in the waste heat recovery device U is stopped. Further, refrigerant flows into the compressor C2 from the pipe P6 through the pipe P12.

Next, starting operation etc. will be explained. 1. When carrying out continuous heating, the outside air is generally at a low temperature. The refrigerant inside 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. Further, when the operating state is abruptly switched from cooling to heating, the liquid refrigerant flowing through the heat exchanger 11 during the cooling operation flows into the pipe P4. Since liquid is generally an incompressible fluid, if it flows into the compressors C1 and C2 as it is, the vanes and the like of the compressors C1 and C2 will be damaged.

To prevent this, in the illustrated device, when starting heating operation (including 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,
First, the refrigerant is sucked into only the compressor c1 from the pipe P6 through the pipe P11. Therefore, the liquid refrigerant is captured by the accumulator A, and only the gaseous refrigerant is sucked into the compressor C1. In thermal theory, at the time when the compressor C2 starts operating, no liquid refrigerant is contained in the refrigerant flowing from the heat exchanger K to the pipe P6. In addition, compressor C1
, C2 are operated and stopped by the electromagnetic clutch (not shown) incorporated in the compressor drive shaft.

A similar operation is performed during defrosting. That is, during the defrosting operation, the frost 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 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 unit 1-11. As shown in these figures, the entire outdoor IIH1 has a horizontal width of X
The engine 9Er is formed inside the lower half and the heat exchanger chamber 1(r) is formed inside the upper half.

The fans F1 and F2 are installed vertically in the heat exchanger room Kr, and the package 1 (outer skin) of the outdoor unit H1 has openings for ventilation and air blowing for the fans F1 and F2.

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 Er from the front can be removed to the front for internal inspection and maintenance. Further, an inspection port 4 which is closed by a lid 3 is provided in the vertically intermediate portion of the right side panel (FIG. 4) of the heat exchanger chamber Kr.

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 [is installed in the right part of the engine room Er in such a position that its output 'It10 extends in the longitudinal direction (direction perpendicular to the front panel 2 in Fig. 3), and the compressors C1 and C2 are installed in the left part. They are installed diagonally above and below.

The engine E includes stays 11 at the bottom near the four corners of the engine block. A bracket 12 is provided at 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 1/l, and the F part of the bracket 14 is fixed to the upper surface of the vertical member 16 of the common platform 15. The longitudinal axis 016 extends on both sides of the engine E in the longitudinal direction (a direction parallel to the output r*1o), and its front and rear ends are connected by a cross member 18, respectively. In other words, the cross members 16 and 18 constitute a rectangular frame.

On the upper surface of the vertical member 16, another bracket 20 is placed at number A and number J. A pole I 21 parallel to the output 'I'll 10 is attached to the bracket 20, and 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 pole 21 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.

Shinki compressors C1 and C2 are compressor frame 3
It is installed at 0. In addition, tension is applied to the belts b1 and b2 by tensioners 32 each incorporating a spring 31, and these tensioners 32 are also mounted on the compression frame 3°. The vertical member 16 near the left is incorporated into the lower right end of the compressor frame 30.

As clearly shown in the right end portion of FIG. 5, 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.

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 isolating rubber 38 compressed in the horizontal direction is also provided between both vertical portions of the vibration damping member 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)
It is installed in an extended position. Also, the middle bracket 37
A reinforcing member 42 extending back and forth is attached to the lower surface of the bottom plate 40 below.

According to the above configuration, vibrations of the engine E are absorbed by the rubber 13 and hardly transmitted to the vertical members 16 or the compressor frame 30. Therefore, the compressors C1 and C2 do not vibrate significantly.

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.

Also, in the groove path, belts b1 and b2 are connected from the tensioner 32.
A tensile force is applied to the engine E via.

Therefore, if the engine E were to move toward the combiners 1j-CI 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 belt b is attached to the rubber 13.
1 and b2 are not applied, and the rubber 13 exhibits the desired vibration absorption effect. In addition, 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 of gravity (a center line passing through the center of gravity and parallel to the output shaft). Since the torque rod 23 extends toward the rolling line, the torque rod 23 is attached to the rolling line. Therefore, the desired vibration absorption effect can be reliably achieved by the rubber 13 by 1!7.

Furthermore, according to the above l1liYji, while the outdoor 81H1 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 vibration of the engine E (
The outdoor unit H1 is in a stable installation state against rolling), and in this respect, even if rolling occurs in the engine E, the outdoor unit H1 does not vibrate.

As described above, the vertical members 16 and the horizontal members 18 form a frame, and the oil pan 45 of the engine is inserted into the frame.

A drain port 46 that is closed by a bolt is provided at the lower front of the oil pan 45, and a refueling port 48 that is closed by a plug 47 is provided at the upper front of the oil pan 45 so as to protrude obliquely upward and toward the front. The belts b1 and b2, their pulleys, and the tensioner 32 are also provided at the front end of the engine compartment Er. Also, near the lower end of the upper tensioner 32 is located the tip of a drain vibe 49 for cold lJ1 water extending from the main body of the engine E. By connecting a hose (not shown) to the drain vibe 49 and opening the cock, , the 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 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 tensioner 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 sides of the outdoor unit 11 are placed close to the wall of the building, whereas the outdoor unit 11 is placed close to the wall of the building.
! The front of the IHI has air blowing out from fans 1 and F2, leaving a large external space in front of it.Therefore, by removing the front panel 2, you can use the large external space to refuel. , maintenance and inspection work such as cooling water discharge, belt tension adjustment, and air cleaner element inspection/replacement can be performed extremely easily.
Although it is hidden in the actual measurement, the drain port 46 can be exposed to the front side by simply removing the bolts at both ends of the cross member 18 and removing the cross member 1B. can also be done very easily.

Furthermore, since the engine E can be pulled out to the front as shown below, it is easy to repair and inspect it.

That is, when pulling out the engine E, the mounting bolts of the bracket 14 are removed and the bracket 14 is separated from the vertical member 16, but the front side cross member 18 is not removed from the vertical member 16.

Also remove belts b1, b2, etc.

In this state, by pulling out the engine E body toward the front side while soaking the bracket 14 in the vertical members 16J, it is possible to take out only the engine E while leaving the compressors C1 and C2 inside.

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

That is, at the four corners of the bottom plate 40 there are vertical pillars 5 made of angle.
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
(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 11H1 in the state of a completed product can be easily transported as follows. That is, VI- in FIG.
As shown in FIG. 6, which is a schematic cross-sectional view of Vl, the installation leg 41
protrude forward and backward from the package 1, and holes 58 are provided at the protruding end portions 57, respectively. Therefore, by passing a lifting wire (not shown) through the 8 holes 58, the entire outdoor 1181 can be lifted and transported using the wire.

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 6o and an inner pipe 61 with a corrugated structure, and 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 due to heat from the engine E1, 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 configured to heat the refrigerant in the inner passage with the cooling water flowing in the outer passage in the heating operation state. Therefore, according to the above configuration, the high temperature air above the engine air causes the outer pipe 6o to
is covered from the outside, and the cooling water inside the outer tube 6o is maintained at a sufficiently high temperature. As a result, the refrigerant can be sufficiently heated by the high temperature cooling water.

The engine room Er has a generally sealed structure in order to prevent the intrusion of wind and rain as well as the protection 73. However, if the engine compartment Er is completely sealed, the internal temperature will become too high, causing problems with electrical components (particularly engine ignition system components). 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 ■-■ and arrow IX--■ in FIG. 7, respectively. As is clear from these figures, the ventilation fan 65
is attached to the F side of the bottom plate 40, and the outer plate 40 is provided with an opening 66 for ventilation. The opening 66 is installed between the reinforcing member 42 and the installation leg 41 on the compressor side, and the cover 6
It is surrounded from below by 7. The cover 67 is a bent molded plate, and is bolted to the installation legs 41 and reinforcing member 42. The cover 67 is composed of a wall 68 located in front of the frontage 66 (on the right side in FIG. 8) and a wall 69 located behind the wall 68. Wall portion 69 extends horizontally below opening 66 and defines a passageway 70 above it. The wall portion 68 extends further downward than the wall portion 69, and a passage 71 is formed at the upper side of the rear portion of the lower wall in a state that is open to the rear. External air therefore flows upwardly through passage 71 and into passage 70 and from passage 70 into opening 66.
Flowing into. Note that the inner surface of the wall portion 69 is covered with a sound insulating material 72, and the inside of the front half of the wall portion 68 is also filled with the sound insulating material 72, so that the air taken into the engine room Er from the ventilation fan 65 is Heat exchanger chamber K from open lower 5 in Figures 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 stepped on the top wall 56 (heat exchanger room) of the engine room Er (bottom wall of r). The lower end of a ventilation duct 76 extending upward from the periphery of the open lower lower 5 is attached to the top wall 56, and a ventilation passage 77 is formed inside the ventilation duct 76. Reference numeral 78 denotes a partition wall that divides the inside of the heat exchanger chamber 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. Since the room Kb is a space in which fans F1, F2 (FIG. 11), etc. are installed, there is a risk that rain or the like may enter. In order to prevent rain and the like from entering the engine room 'Er from the ventilation passage 77, an eaves 79 that covers the ventilation passage 77 from above is attached to the partition wall 78.

The ventilation passage 77 forms a passage for passing refrigerant piping Pn and electric wiring in addition to ventilation.

The above piping pn and wiring are connected to the equipment in the engine room Er and room 1 (
It connects to the equipment in the room (a), protrudes upward from the ventilation passage 77, bends, passes through the opening in the partition wall 78, and connects to the equipment in the room (a).
It extends to

A B-absorbing material 80 is pasted on the inner surfaces of the ventilation ducts 1 to 76, and a sponge-like cushioning material is also pasted on the outer periphery of the pipe PO, although it is not clearly shown.

As shown in FIG.
(A microcomputer unit, relay equipment, etc. are arranged δ, and the expansion valve Ja and a radiator reserve tank 91 are provided in the vertically intermediate part.
1 is connected to an overflow pipe 92 at the upper end of the radiator R, as shown in FIG. 11, so that the cooling water overflowing 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 in the center of the right side wall of the chamber Kb. Therefore, by opening the inspection port 4,
The nearby controller 90, reserve tank 91, expansion valve Ja, etc. can be easily operated and inspected.

As shown in FIG. 11, the heat exchanger is installed in the chamber Kb, and is installed long (wide) along the rear wall and left side wall of the chamber Kb. A muffler 93 is provided on the rear side of the fan 1 and on the 2 side in front of the heat exchanger.

The muffler 93 extends upward from the lower engine compartment Er (FIG. 5), and a mist separator 94 is attached to its upper end. The mist separator 94 is a device 8 that condenses and captures moisture in exhaust gas, and functions as follows.

That is, when the radiator R is a gas engine, the exhaust gas contains highly acidic water.

Therefore, if the exhaust gas is released as it is when the outside air temperature is low, the moisture will condense in the atmosphere and become highly acidic water droplets, causing corrosion of external equipment. The mist separator 94 is provided to prevent such problems, and in particular, if it is provided behind the heat exchanger as described above, when the outside temperature is low, that is, in the heating operation state, the heat exchanger 2SK Since the mist separator 94 can be cooled by the air that has become lower in temperature than the outside air temperature due to the exchange, the mist separator 94 has a high condensation efficiency, that is, a moisture capture efficiency.

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 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 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 connected to an external neutralization treatment device.

The pipe 96 extends horizontally, and exhaust gas flows from the primary muffler 95 to the secondary muffler 98 through the pipe 96. The pipe 97 is generally shaped like a ( ), with an inlet 97E1 connected to the primary muffler 95 occupying the highest position 4, an intermediate portion 97b extending generally horizontally occupying the lowest position, and an outlet 97c connected to the secondary muffler 98 occupying the lowest position. Middle part 97 by height 1
It occupies a higher position than b.

According to this structure, the piping section located lower than the outlet 97c forms a condensed water trap, and the primary muffler 95
Moisture in the exhaust gas condensed in the exhaust gas is captured in the trap. This captured water is transferred to the pipe 97 whenever new condensed water flows into the pipe 97 or whenever an exhaust pressure greater than the water column corresponding to the height ρ is applied to the internal passage of the pipe 97.
7 flows into the secondary muffler 98 and is discharged together with the condensed water generated in the secondary muffler 98 through the drainage vibrator 99.

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, the movement of the internal valve body allows fluid to flow in only one direction. are connected like this.

That is, the inlet q1a of the check valve q1 and the outlet q of the check valve q2.
2b is connected to the pipe PX via a Y-type joint Z1. Outlet q1b of check valve q1 and outlet q3 of check valve (13)
b is connected to the pipe P7 via a Y-type joint Z3. An inlet q2a of the check valve q2 and an inlet Q4a of the check valve q4 are connected to the pipe P8 via a Y-shaped joint Z2. The outlet q/Ib of the check valve q4 and the inlet q3a of the check valve q3 are Y.
It is connected to the pipe P5 via a type joint 74.

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

(Effects of the Invention) As explained above, according to the present invention, the mist separator 94 is installed on the leeward side of the heat exchanger. The mist separator 94 can be sufficiently cooled by air), and the mist can improve the water condensation efficiency, that is, the water capture efficiency, in the parator.

[Brief explanation of drawings]

Fig. 1 is a view of the relay 1 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 front view of the inside of the engine room Er. Schematic diagram,
FIG. 6 is a partial schematic cross-sectional view of vr-vi in FIG. 5, FIG. 7 is a schematic cross-sectional view along ■--■ in FIG. 4, and FIGS. rX Yayoshi Schematic Diagram, No. 10
Fig. 11 is a partial schematic cross-sectional view taken along line XX in Fig. 4 and a schematic cross-sectional view taken along line XI in Fig. 3, respectively. It is a schematic front view. 93...Muffler, 94...Mist separator, C1, C2...Compressuna, E...Engine, K...Heat exchanger patent applicant Yanmar Diesel Co., Ltd. 1...-"
... Figure 73 Procedural amendment (voluntary) November 25, 1985 Patent application No. 224526 2, title of invention Mist separator for engine heat pump 3, relationship with the person making the amendment f ``Patent Applicant address 1-32 Chayamachi, Kita-ku, Osaka Name (678) Yanmar Diesel Co., Ltd. Representative Director Atsushi Yamaoka 4, Agent address Chiyoda 2-9-4 Higashitenma, Kita-ku, Osaka Building East Building 10th floor (530) 5. Date of amendment order (shipment date) Showa year, month, day 6,
Target of amendment Specifications and drawings (1) Specifications, page 4, lines 13-19: [Cooling water...] ” [While the cooling water is low temperature, the cooling water circulation passage W
The valve body t occupies the position (the position shown in the figure) that connects the upstream and downstream parts of Connect the outlet and the downstream part of the cooling water circulation passage W (cooling water circulation passage W
(closed the upstream part of the ” he corrected. (2) In the rIIli valve Ja on page 7, lines 6 to 13...
・Connect to the refrigerant pressure sensor, and set "r" to f for W5M valve Ja.
i, lJ One end of the connecting vibrator J1 and pressure line J2 is connected to the temperature sensing cylinder section for Ill, and the connecting vibrator J1
and based on the pilot pressure from pressure line J2,
The aperture rate is configured to be controlled. The narrow end of the connecting vibrator J1 is connected to a pipe P extending from the valve assembly faWV.
Connect it to the thermosensor tube attached to 6.'' (33) On page 7, lines 18-19, [waste heat recovery unit U4J]
Correct the waste heat recovery unit U, 1. (4) On page 8, lines 3 and 4, "The electric signal line J5 is connected to the pressure sensor installed in the pipe P10" is changed to "The connecting vibe J
5 is the temperature-sensitive tube provided in the pipe P10.'' (5) On page 11, lines 10 to 14 [Next, starting operation, etc.]
It flows into pipe P4. Delete "Mata". (6) Delete "vane, etc." on page 11, lines 19-20. (7) In lines 1 and 2 of page 12, "at the start of heating operation (including when switching from cooling operation)" was corrected to "at the time of switching from cooling operation or heating operation". do. (8) "At the time of defrosting" on page 12, line 15 of the same page is corrected to "at the end of defrosting operation." (9) On page 12, line 19 [In this case, compressor C1
[Compressor C2 is operated during defrosting operation.
When the defrosting operation ended and the compressor C1 started to be driven, condensation occurred in the heat exchanger]. (10) On page 20, lines 14-15, add ``without removing the refrigerant pipes'' after ``leaving them as they are''. (11) On page 23, line 8, [Outer plate 40J is corrected to be "bottom plate 40." (12) "Filled" in line 4 on page 24 is corrected to "filled." (13) p. 26, line 10, p. 26, line 11, p. 27, line 1
"Muffler 93" in lines 9 to 20 is corrected to "exhaust vibe 93." (14) I'#I Page 26, line 16 "Radiator R"
is corrected to "Engine E". (15) On page 28, line 15, "captured in. This was captured" is corrected to "to accumulate. This accumulated."・ (16) Replace “muffler” in line 2 on page 31 with “exhaust vibe”
and correct it. (17) Figures 1 to 13 of the drawings will be corrected as stated elsewhere. 8. List of attached documents (1) Amended Figures 1 to 13 At least one copy each

Claims (1)

[Claims] In a heat pump that includes an engine, a compressor driven by the engine, and a heat exchanger that exchanges heat between the refrigerant and outside air, a mist that condenses and captures moisture in the exhaust gas downstream of the engine exhaust pipe. A mist separator for an engine heat pump, characterized in that a separator is provided, and the mist separator is installed on the leeward side of the heat exchanger.