JPS6284273A - Waste-heat recovery device 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 unit of an air conditioner, and particularly to a heat pump in which the compressor of the heat pump is driven by an engine. The present invention relates to a waste heat recovery device for transferring heat to a refrigerant.

(Prior art) Conventionally, this type of outdoor unit has been widely used in which the compressor is driven by a motor.
In recent years, devices in which a compressor is driven by an engine have also been developed.

(Problems to be Solved by the Invention) When the engine is employed as described above, there is an advantage that the refrigerant can be heated using the waste heat of the engine during heating operation. However, if you heat the refrigerant with cooling water to utilize engine waste heat, the cooling water will be at a relatively low temperature, which may result in the engine not being properly cooled.As a result, the durability of the engine will be reduced. Problems such as a decrease in engine speed, unstable combustion conditions, and an increase in horsepower loss occur. In addition, in a properly cooled state, the gap between the piston and the liner becomes large, resulting in an increase in blow-by gas, and especially in gas engines, a problem arises in that a large amount of water gets mixed into the lubricating oil.

(Means for Solving the Problems) In order to solve the above problems, the present invention provides an engine, a compressor for compressing refrigerant driven by the engine, a heat exchanger for the refrigerant, and a heat exchanger for converting engine heat into refrigerant. and a waste heat recovery device for transmitting the waste heat, the waste heat recovery device is formed by a waste heat recovery device, an engine cooling water passage and a refrigerant passage connected thereto, and the engine temperature is set to a predetermined value at the waste heat recovery position i. It is characterized in that it is also equipped with a control means that stops heat exchange in the waste heat recovery device in a low-temperature operating state lower than that of the waste heat recovery device.

(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*) during heating. As shown in FIG. 1, the engine heat pump air mta is equipped with an indoor unit HO and an outdoor unit 1.

Indoor unit HO has heat exchanger KO and refrigerant pipe P connected to 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 air blower iB passes through the heat exchanger KO, is cooled, and then flows inside the room. During heating, high-temperature refrigerant is supplied to the heat exchanger KO, and air from the air blower taB is heated by the heat exchanger KO and then flows inside the room.

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

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.
1 thermostat 1'2, cooling water pump Pm1 exhaust gas heat exchanger G1 manifold Mn are provided. The thermostat 1 and its upstream portion are connected by a bypass passage W1, and a waste heat recovery device U is provided in the middle of the bypass passage W1. The structure of the thermostat 1 itself is well known, and as shown in Figure 2, while the cold N1 water is at a high temperature, it is placed at the position connecting the upstream and downstream parts of the cold JJ + water circulation passage W (position iii as shown in the figure). is occupied by the valve body t, and while the cooling water is at a low temperature, the valve body t moves to the left in FIG. The downstream part of the passage W is closed).

It is also possible to eliminate the thermostat T1 and provide a thermostat T11, which operates in the same way as the thermostat T1, at the connection between the upstream end of the single bypass path W1 and the cooling water circulation path W, as shown by the two-dot chain line in FIG.

The above thermostat 2 is installed on the downstream side of the radiator R, and the upstream part of the radiator R and the thermostat F2 are connected by a bypass passage W2. is configured to prevent cooling water from flowing into the radiator R.

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

The refrigerant discharge pipes P1 and F2 of the compressors C1 and C2 are
Oil separator O, check valve and common piping P, respectively
It is connected to the connection port ■1 of the four-way valve device e (V) through the port 3.The other three connection ports of the four-way valve device V are connected to the connection port ■2, ■3, and ■4.
Of these, connection port (2) 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, and connection port (4) is connected to the compressor suction port (described later). It is connected to piping P6.

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

The other pipes Px and P5 for the indoor heat exchanger KO and the outdoor heat exchanger are respectively connected to separate 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 PX, pipe 1
In addition to the two connection ports to which the pipe P7 and the outlet of the pipe P8 are connected, there are two connection ports to which the outlet of the pipe P7 and the outlet of the pipe P8 are connected, respectively.

The outlet of the pipe P7 and the inlet of the pipe P8 are connected to a liquid receiver. A dryer D is provided in a portion of the pipe P8 closer to the liquid receiver, and an expansion valve Ja is provided in a portion closer to the check valve device Q. Dryer D functions to remove moisture and foreign matter from the refrigerant. The m-flow valve Ja is a type of throttle valve, and the ratio 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, and its throttling rate is controlled based on the electric signal and pilot pressure from the electric signal line J1 and pressure line J2. It is configured as follows. Electric signal line J1
The other end of the pressure line J2 is connected to a refrigerant pressure sensor attached to a pipe P6 extending from the valve device V, and the other end of the pressure line J2 is
It is connected to the pilot pressure introduction port attached to piping P6.

Between the dryer D and the expansion 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 recirculator 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. Also, between the solenoid valve S1 and the waste heat recovery device U,
P9 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 pipe P6. The outlet of the pipe P6 is connected to the suction ports of the conbrellas c1 and C2 via the pipe P11 and the pipe P12, respectively. Between the pipe P6° and the pipe P10, the pipe 12 is provided with nine electromagnetic valves s2. Also compressor C
An accumulator 8 is provided in the middle of the 11 suction pipe P11.

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 closed. Then, the high-temperature, pressurized gaseous refrigerant compressed by the compressors C1 and C2 passes from the pipes P1 and F2 to the heat exchanger K via the four-way valve device ■ and the pipe Py.
0, and while passing through the heat exchanger KO, it releases heat and becomes a liquid. Next, the refrigerant is transferred from the pipe px to the check valve system @Q1 pipe P
7. The liquid passes through the liquid receiver L and flows into the pipe P8.

A portion of the refrigerant that has flowed into pipe P8 is transferred to reverse 1 valve device Q1 pipe P.
5 and flows into the heat exchanger K, and while flowing through the heat exchanger K, it is heated by the air (air having a higher temperature than the refrigerant) supplied from the fans F1 and F2, and becomes a gas. This gaseous refrigerant flows from piping P4 to compressor C1 via four-way valve device V1 piping P6 and piping P11, and is compressed in compressor C1.

The other 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 passes from pipe P10 to pipe P12 to compressor C.
It gets sucked into 2.

In normal cooling operation state, solenoid valve S1 is closed and solenoid valve S
2 is open. Then, the high temperature and pressurized gaseous refrigerant compressed by the compressors C1 and C2 is transferred to the pipe P1. It flows from P2 to the heat exchanger via the pipe P3.4-way valve device ■, and while passing through the heat exchanger K, it is cooled by air from the fan interfaces F1 and F2 and becomes a liquid, and in that state a non-return check is performed. It is supplied to the valve device Q. The refrigerant supplied to the check valve device Q is pipe P7
, returns to the check valve device Q via the liquid receiver upper 1 pipe P8. The refrigerant that has passed through the check valve device Q flows from the pipe PX to the heat exchanger KO, evaporates while passing through the heat exchanger KO, and is sent to JI.
The air from IB is cooled II". The gaseous refrigerant that has passed through the heat exchanger KO is passed from the pipe PV to the four-way valve device U, the pipe P6 and the pipe P11,))12 to the compressor C1.
, is inhaled into C2.

In the heating operation state described above, if the temperature of the cooling water flowing through the cold n1 water circulation passage W is a normal value, the thermostat T1 opens the bypass passage W1, and high temperature cooling water is supplied to the waste heat recovery device U. There is.

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 allows the refrigerant to recover waste heat! Flow to the SIU is blocked and heat exchange in the waste heat recovery unit 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. 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. Further, when the operating state is abruptly switched from cooling to heating, the liquid refrigerant flowing through the heat exchanger K during the cooling operation flows into the pipe P4. Since liquid is generally an incompressible fluid, if it flows into the compressors c1, C2 as it is, the vanes, etc. of the compressors c1, C2 will be damaged.

To prevent this, in the illustrated device, when starting heating 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 only the compressor c1 through the pipe P6 and the pipe P11. Therefore, liquid refrigerant is captured in accumulator A, and only gaseous refrigerant is transferred to compressor C.
1 is inhaled. In thermal theory, when the compressor c2 starts operating, the refrigerant flowing from the heat exchanger K to the pipe P6 does not contain liquid refrigerant. In addition, compressor C1,
The operation and stopping of C2 is performed by the electromagnetic clutch (not shown) incorporated in the compressor drive shaft.

A similar operation is performed during defrosting. That is, during the removing A1 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 refrigerant 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 IH1. As shown in these figures, the entire outdoor unit H1 has a shape in which the left and right width X is long and the depth Y is short, an engine room Er is formed inside the lower half, and a heat exchanger room is formed inside the upper half. (
r is formed.

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

As illustrated in detail, the package 1 is formed by combining a plurality of panels, angled columns, 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 opened and closed by a removable 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 E is installed in the right-hand side of the engine room Er, with its output shaft 1o extending in the front-rear direction (direction '' perpendicular to the front panel 2 in Fig. 3), and the compressors c1 and C2 are installed in the left-hand side. They are installed diagonally above and below the area.

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 fixed to the upper surface of the vertical member 16 of the common platform 15. The vertical members 16 extend on both sides of the engine E in the front-rear direction (in a direction parallel to the output shaft 10), and their front and rear ends are connected by a cross member 18. That is, the vertical members 16 and the horizontal members 18 constitute a rectangular frame.

Another bracket 20 is attached to 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 frames C1 and C2 are the compressor frame 3.
It is installed at 0. Further, tension is applied to the belts b1 and b2 by tensioners 32 incorporating springs 31, respectively, and these tensioners 32 are also attached to the umbrella frame 30. Note that the IIi material 16 near the left side of the engine E is assembled into the right F 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
(The direction in which the pair of installation legs 41 is parallel to the output shaft 10 in the front and rear direction)
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.

Further, although the compressors C1 and C2 themselves act as weak sources of image capturing, the image transmitted from the compressors C1 and C2 to the compressor frame 30 is absorbed by the anti-image rubber 36.

In the above structure, from the tensioner 32 to the belts b1 and b2
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, the torque rod 23 pulls the engine E in the opposite direction to the belts b1 and b2.
, 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 a center line parallel to the output @10 passing through the center line of gravity (a center line passing through the center of gravity and parallel to the output shaft), and the torque rod 23 is generally Since the torque rod 23 extends toward the center of gravity, the torque rod 23 does not affect the O-ring, and therefore the rubber 13 can reliably provide the desired vibration absorption effect.

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

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

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. A drain port 46 that is closed with a bolt is provided at the lower front of the oil pan 45, and a plug 47 is provided at the upper front of the oil pan 45.
The refueling date 48, which is closed by the above, is provided in a state that projects obliquely upward and toward the positive im side. 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 cooling water drain vibe 49 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 drained.

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 Kr, and an outlet passage (not shown) extends toward the intake manifold 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 actual surface and side surface of the outdoor unit H1 is placed close to the wall of the building, while the front of the outdoor unit H1 is placed in front of it in consideration of the wind blowing from the fans F1 and F2. A large external space is left. Therefore, by removing the front panel 2, maintenance and inspection work such as refueling, discharging cooling water, adjusting belt tension, inspecting and replacing the cleaner element, etc., can be carried out extremely easily using the large external space. Furthermore, although the drain port 46 is hidden behind the equipment 18, the drain port 46 can be exposed to the front side by simply removing the bolts at both ends of the horizontal member 18 and removing the horizontal member 18. It is also extremely easy to drain oil from the tank.

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 1ul 116, and the front 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.

Historically, the following structure has been used to prevent engine E during assembly work.
It has been made easy to incorporate.

That is, the four corners of the bottom plate 40 are provided with vertical pillars 5 of angle type.
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 Wb6 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 connected to the heat exchanger chamber K.
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 unit H1 in the state of a completed product is shown as follows (it can be easily transported, that is, Vl-V in Fig. 5).
As shown in FIG. 6, which is a schematic cross-sectional view of FIG. Therefore, by passing a lifting wire (not shown) through the 8 holes 58, the entire outdoor unit H1 can be lifted and transported by 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 device U is composed of a double tube consisting of an outer tube 60 and an inner tube 61 of corrugated structure. A cooling water passage is formed between the outer tube 60 and the inner tube 61, and the inside of the inner tube 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 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 in the upper part of the engine room Er causes the outer pipe 6o to
is covered from the outside, and the cooling water inside the outer tube 60 is maintained at a sufficiently high temperature. As a result, the refrigerant can be sufficiently heated by the high temperature cooling water.

The engine room Er has a generally sealed structure for soundproofing and prevention of rain from entering. However, if the engine compartment Er is completely sealed, the internal temperature will become too high.
Trouble occurs with electrical parts (especially engine ignition system parts). For that purpose, as shown in Figures 7 to 9, the engine!
A ventilation fan 65 is provided at the bottom of the JEr.

FIG. 7 is a schematic cross-sectional view taken along the line ■--■ in FIG. 4, and FIGS. 8 and 9 are schematic cross-sectional views taken along the arrow IX--IX in FIG. 7, respectively. As is clear from these figures, the ventilation fan 65 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 the reinforcing material 42
It is provided between the mounting leg 41 on the side of the combrella and the combrella, 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 tangential to the wall 68. Wall portion 69 extends below opening 66 to form a passageway 70 above it. The wall portion 68 extends downward from the wall portion 69, and a passage 71 is formed above the lower wall contact portion with a rearward opening. Therefore, the external air is 1
It flows upwardly in channel 71 into channel 70 and from channel 70 into opening 66 . Note that the inner surface of the wall portion 69 is provided with a soundproofing material 7.
2 is pasted, and a soundproofing material 7 is also pasted inside the front half of the wall portion 68.
2 is filled and taken into the engine room Er from the ventilation fan 65 (heat exchanger room) from the open lower 5 in FIGS. 10 and 11).
(Discharged to r. Figures 10 and 11 show the 4th
They are a partial schematic cross-sectional view taken along the line XX in the figure and a schematic cross-sectional view taken along the line XI-XI in FIG. 3. As shown in Fig. 10, the open lower 5 is located in the engine compartment Er.
It is provided on the top wall 56 (bottom wall of the heat exchanger chamber Kr). 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 is a partition wall that divides the inside of the heat exchanger room Kr into two chambers 1 (a and Kb), and the ventilation duct 76 is located adjacent to the partition wall 78 and divides the inside of the heat exchanger room Kr into two chambers 1 (a and Kb).
It is provided for. The above chamber Kb has fans F1 and F2 (11th
(Fig.), etc., so there is a risk of rain etc. entering the space. In order to prevent the rain and the like from entering the engine compartment Er from the ventilation passage 77, an eaves 79 that covers the ventilation passage 77 from above is attached to the partition wall 78.

In addition to ventilation, the ventilation passage 77 forms a passage for passing refrigerant distribution IPn and electrical wiring.

The above piping pn and wiring are the equipment and room inside the engine room Er) (
It is connected to the equipment inside a, and is bent after protruding upward from the ventilation passageway 77, and extends through an 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 a sponge-like cushioning material is also pasted on the outer periphery of the pipe pn, although it is not clearly shown.

As shown in FIG. 10, a controller 90 (
A microcomputer unit, relay equipment, etc. are arranged, and the expansion valve Ja and a radiator reserve tank 91 are provided in the vertically intermediate portion. This reserve tank 91
As shown in FIG. 11, is connected to an overflow vibe 92 at the upper end of the radiator R, 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 9o, reserve tank 91, expansion valve Ja, etc. can be easily operated and inspected.

As shown in Figure 11, the heat exchanger is installed in the chamber,
It is long (wide) installed along the rear wall and left side wall of the room Kb. The rear side of fan F1 is the front side of the heat exchanger.
A muffler 93 is provided.

The muffler 93 extends upward from the lower engine vEr (FIG. 5), and a mist separator 94 is attached to its upper end. The mist separator 94 is a device 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 moisture.

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 the external machinery. The mist separator 94 is designed to prevent such problems, and if it is installed behind the heat exchanger as described above, the mist separator 94 will prevent heat exchange when the outside temperature is low, that is, during heating operation. Since the mist separator 94' can be cooled by the air that has become lower in temperature than the outside air temperature due to heat exchange in the container, the condensation efficiency, that is, the moisture capture efficiency of the mist separator 94 is increased.

The moisture captured by the mist separator 94 is transferred to the outside via appropriate piping (not shown). I is collected and processed.

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 upwards from the top of the Also, from the lower end of the secondary muffler 98 is a drainage pipe 99 connected to an external neutralization treatment device.
is extending.

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 piping 97 is generally U-shaped, with the inlet 1:J 97a connecting to the primary muffler 95 occupying the highest position, the intermediate part 97b extending generally horizontally occupying the lowest position, and the outlet connecting to the secondary muffler 98. 97c occupies a position higher than the intermediate portion 97b by a height p.

According to this structure, a piping portion located 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 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 97
The condensed water flows into the secondary muffler 98 and is discharged from the drainage vibrator 99 together with the condensed water generated within 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 formed 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.

1, 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 Qlb of check valve q1 and outlet q3b of check valve q3
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 are Y
It is connected to the pipe P8 via a wall joint '12. Outlet q4b of check valve q4 and inlet q3a of check valve q3
It is connected to the pipe P5 via an s, ty type 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~
q4 are assembled parallel to each other and on the same plane, but this arrangement can be varied in various ways.

(Effect of the invention) As explained above, according to the present invention, the mostat T
1 or solenoid valves 81 and 82 are used to form a control means, and the control means stops heat exchange in the waste heat recovery device U in a low-temperature operating state where the engine temperature is lower than a predetermined value. . Therefore, it is possible to prevent the engine from being properly cooled, thereby improving durability, improving combustion conditions, reducing horsepower loss, and reducing blow-by gas.

Furthermore, as shown in FIG. 1, if the low-temperature cooling water immediately discharged from the radiator R is supplied to the exhaust gas heat exchanger G, the temperature difference between the exhaust gas and the cooling water in the exhaust gas heat exchanger G can be increased. Therefore, the heat recovery rate in the exhaust gas heat exchanger G increases, and the exhaust gas heat exchanger G can be configured more compactly than conventional products.

[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, Fig. 5 is a schematic front view of the inside of the engine room Er, Figure 6 is a schematic cross-sectional view of Figure 5 along the line ■-■, Figure 7 is a schematic cross-sectional view of Figure 4 between Vl and Vl, and Figures 8 and 9 are a schematic cross-sectional view of the
■-■ Cross-sectional schematic diagram and IX-IX arrow schematic diagram of the figure, 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. C1, C2...Compressor, E...
Engine, K...Heat exchanger, U...Waste heat recovery unit 1
Figure 3 Amendment procedure (voluntary) 1. Indication of the case 1985 Patent Application No. 224525 2. Name of the invention Engine heat pump waste heat recovery device 3. Person making the amendment Relationship with the case Patent applicant address Osaka 1-32 Chayamachi, Ichikita-ku Name (678) Yanmar Diesel Co., Ltd. Representative Director Atsushi Yamaoka 4, Agent address 10th floor, East Building, Chiyoda Building, 2-9-4 Higashitenma, Kita-ku, Osaka ( @ 530) 5. Date of amendment order (shipment date) Showa year, month, day 60
．． Subject of amendment Ming, Book 1III and drawings (1) Ming ID
On page 2 of the book, lines 11-13, ``In order to use waste heat...to heat'' is corrected to ``Using waste heat, giving too much heat to the refrigerant than the cooling water.'' (2) From page 4, line 20 to page 5, line 6, [the cooling water is...]. "When the cooling water is at a 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 the bypass passage W1, and when the cooling water becomes high temperature, the valve body t moves to the left in FIG. The outlet is connected to the downstream part of the cooling water circulation passage W (the upstream part of the cooling water circulation passage W is closed). ” he corrected. (3) On page 7, lines 13 to 20, “The expansion valve Ja...
The expansion valve Ja is connected to a refrigerant pressure detector, and one end of a connecting vibrator J1 and a pressure line J2 are connected to the expansion valve Ja.
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 a temperature-sensitive tube attached to the pipe P6 extending from the valve device V.'' (4) On page 8, lines 5 and 6, [Waste heat recovery device LI4J is corrected to be “waste heat recovery device U.” (5) “The electrical signal line J5” on page 8, lines 10-11.
is to the pressure detector provided in the pipe P10" is corrected to "The connecting vibrator J5 is connected to the temperature sensing cylinder provided in the pipe P10." (6) On page 11, page 17-12, line 1 [Next, starting operation, etc.]
...Flows into pipe P4. Delete "Mata". (7) Delete "Vane, etc." from page 12, line 6 to page 12, line 7. (8) On page 12, lines 8 to 9, "When starting heating operation (including when switching from cooling operation)," amend j to "When switching from cooling operation or heating operation." . (9) "At the time of defrosting" on the second line of page 13 of the same page has been changed to "at the end of defrosting operation"
and correct it. (10) On page 13, line 6, “In this case, compressor C1
During defrosting operation, only compressor C2 is driven.
"When the defrosting operation ended and the compressor C1 started to be driven, the heat exchanger was severely compressed." (17) On page 21, lines 1 and 2, add ``without removing the refrigerant piping'' after ``leave it as it is''. (12) On page 23, line 15 [outer plate 40J is referred to as “bottom plate 40”]
and correct it. (13) "Filled" on page 24, line 11 is corrected to "filled." (14) p. 26, line 17, p. 26, line 18, p. 28, line 6
Correct "muffler 93" in lines 7 to "exhaust vibe 93". (15) [Correct radiator RJ to "Engine E" on page 27, line 3. (16) In the second line of page 29, correct "Captured in. This captured" to "Collected in. This captured." (17) Correct figures 1 to 13 of the drawings as shown in the attached sheet. 8. List of attached documents (1) Amended Figures 1 to 13 At least one copy each Figure 3 Figure 4 Figure 6

Claims (1)

[Claims] It is equipped with an engine, a compressor for compressing refrigerant driven by the engine, a heat exchanger for the refrigerant, and a waste heat recovery device for transmitting engine heat to the refrigerant. and an engine cooling water passage and a refrigerant passage connected thereto, and the waste heat recovery device includes a control means for stopping heat exchange in the waste heat recovery device in a low temperature operating state where the engine temperature is lower than a predetermined value. A waste heat recovery device for an engine heat pump, which is characterized by being attached to the engine heat pump.