JPS63247565A - 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 more particularly to a heat pump in which the compressor of the heat pump is driven by an engine.

(Prior art) This type of heat pump
No. 224523 (US Pat. No. 4,614,090). The structure described in this application has a heat exchanger, etc. placed in a heat exchanger room formed in the upper half of the indoor unit, and two compressors and engines placed in the engine room formed in the lower half. Various improvements have been made, including improvements in cooling efficiency.

(Problem to be solved by the invention) In the engine used in the above-mentioned type of heat pump, it is necessary to periodically (or as needed) adjust the timing of the intake and exhaust valves and maintain the ignition bluff. .

However, in the structure described in the above application, refrigerant piping, engine cooling water piping, etc. are provided on the front side of the bonnet portion at the upper end of the engine or in the vicinity thereof. Therefore, if the above-mentioned work is carried out with the engine still installed, there is a problem that these pipings get in the way.

(Means for Solving the Problem) In order to solve the above problem, the present invention arranges a removable front panel on the front side of the engine compartment of the outdoor unit, and a part of the engine compartment near one side of the engine compartment. A compressor is placed in the engine room, an engine that drives the compressor is placed in a part near the other side of the engine room, and an outdoor heat exchanger connected to the compressor via refrigerant piping is placed in the heat exchanger room above the engine room. The refrigerant piping is generally extended upward from the compressor installation area avoiding the space in front of the engine, and the engine exhaust system and cooling water circulation system are arranged around the space in front of the bonnet section at the upper end of the engine. The present invention is characterized in that the space on the front side of the engine head section forms a work space for maintenance and inspection of the engine head section.

(Embodiment) As shown in FIG. 1, which is a schematic layout diagram, the engine heat pump type air conditioner according to the embodiment of the present invention has an indoor unit HO and an outdoor unit H1.
It is equipped with The indoor unit HO includes a heat exchanger KO, refrigerant pipes Px and Py connected thereto, and a blower B driven by a motor M.

The outdoor unit H1 is composed of a heat pump device driven by a gas engine E, and includes compressors C1 and C2, a heat exchanger, and the like in addition to the engine E.

In the cooling water circulation passage W of the engine E, the cooling water flows as shown by the arrow. This cooling water circulation passage W includes, in order from the upstream side, a waste heat recovery device U1, a thermostat T1,
, radiator R1 cooling water pump Pm, exhaust gas heat exchanger G
1 manifold Mn is provided. A passage portion downstream of the radiator R and the thermostat T1 are connected by a bypass passage W1. The structure of the thermostat T1 itself is as described by Izumi Chi, and a detailed explanation of its structure will be omitted, but while the cooling water is at a low temperature, the upstream part of the cooling water circulation passage W and the bypass passage W1 are connected, and the cooling water is When the temperature becomes high, the outlet on the side of the bypass passage W1 is closed, the outlet on the side of the radiator R is opened, and cooling water is supplied to 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 exhaust gas outlet pipe GP to the exhaust gas heat exchanger is connected to the muffler MF.

The drive shafts (input shafts) of the compressors C1 and C2 are connected to an electromagnetic clutch (not shown) and separate belts b1 and b2, respectively.
It is connected to the crankshaft 10 of the engine E via.

Discharge ports of the compressors C1 and C2 are respectively connected to refrigerant discharge pipes P1 and P2 having check valves. In each pipe P1, P2, on the upstream side of the above-mentioned reverse valve,
A high pressure switch HPS is connected to detect an abnormal increase in pressure. Further, between the check valve and the high pressure switch HPS, an oil separator 0 is provided in each of the pipes P1 and P2. The oil separator O is for capturing the compressor lubricating oil (refrigerating machine oil) mixed in the refrigerant and returning it to the compressors C1 and C2. is connected to.

The pipes P1 and P2 are connected to the connection port V1 of the four-way valve device V via a common pipe P3 (collecting pipe). Among the other three connection ports V2, V3, and v4 of the four-way valve device V, the connection port v2 is connected to one pipe py of the indoor heat exchanger KO, and the connection port V3 is connected to the outdoor heat exchanger. It is connected to one pipe P4, and the connection port v4 is connected to the compressor suction pipe P6.

The four-way valve device V is switched to the heating operation position by energizing a solenoid valve section (not shown) provided in the four-way valve device V, and when the energization is stopped, the pressure difference of the refrigerant in each passage section causes the four-way valve device V to switch to the heating operation position. , it switches to the cooling position.

However, when such a structure is adopted, if the entire device is stopped while it is in heating operation, if the power supply to the four-way valve device ■ is cut off at the same time as engine E and compressors C1 and C2 are stopped, cooling operation will be stopped. Similarly to the switching to the cooling operation position, the four-way valve device V is switched to the cooling operation position due to the pressure difference of the refrigerant in each passage portion described above. For this purpose, the connection port V2 is connected to the connection port V4, and liquid refrigerant flows into the suction pipe P6 from the pipe py on the condenser (indoor heat exchanger KO) side. As a result, at the next startup, compressors C1 and C
2 compresses the liquid refrigerant, and the compressors C1 and C2 may fail.

In order to solve such problems, the illustrated apparatus is equipped with a control device composed of a microcomputer or the like. The control device is configured to cut off power to the four-way valve device V after a certain time delay when the operation switch of the entire device is cut off. The above delay time is the time required for the pressure in each passage connected to the four-way valve device V to equalize. Therefore, even if the power supply to the four-way valve device V is cut off, the four-way valve device V It will not switch due to pressure difference and will remain at the previous position. Therefore, as described above, liquid refrigerant does not flow into the suction pipe P6. In addition, since suction of liquid refrigerant is prevented in this way, the four-way valve device (2), which does not require energization during cooling operation, can be employed, as described above, and the required power can be reduced.

The other pipes PxSP5 to the indoor heat exchanger KO and the outdoor heat exchanger 5 are respectively connected to separate connection ports of the check valves Q. The check valve device Q is composed of a combination of four check valves, and in addition to the above two connection ports to which pipes PX and P5 are connected, the inlet of pipe P7 and the outlet of pipe P8 are connected respectively. It has two connection ports.

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 L, and an expansion valve Ja is provided in a portion closer to the check valve device Q.

Between the dryer D and the expansion valve Ja, 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. The discharge pipe PIO of the waste heat recovery device U is connected to the middle of the suction pipe P12 of the compressor C2. Furthermore, an expansion valve Jb is provided in the pipe P9 between the electromagnetic valve S1 and the waste heat recovery device U.

The inlet of the pipe P12 is connected to the outlet of the pipe P6. The outlet of the pipe P6 is connected to the suction ports of the compressors c1 and C2 via the pipe pH and the pipe P12, respectively. Between piping P6 and piping P10, piping 12
is equipped with a solenoid valve S2. Further, an accumulator A is provided in the middle of the suction pipe pH of the compressor C1.

The oil return passage OP is connected to a portion of the pipe P11 on the downstream side of the accumulator A, and a portion of the pipe P12 on the downstream side of the connection point with the pipe PIO.

Furthermore, in the illustrated structure, check valves N1 and N2 are installed in the suction pipes 11 and 12 on the downstream side of the oil return passage oP.
is the provision. The check valves N1 and N2 operate as follows.

That is, immediately after the entire apparatus is stopped, the discharge chambers of the compressors C1 and C2 are maintained in a pressurized state. Therefore, if the check valves N1 and N2 are not provided, the lubricating oil stored in the pressurized discharge chamber will suddenly flow back into the suction pipes P11 and p12 immediately after the stoppage. It accumulates there, and at the next startup, a large amount of smooth surface suddenly flows into the discharge chamber from the pipe pH and PI3. As a result, the compressors C1 and C2 are operated in a liquid compression state, and there is a risk that the compressors C1 and C2 will fail.

In contrast, in the above configuration, the check valves N1 and N2 prevent such backflow of lubricating oil.

The gas that is the fuel for the engine E flows into the mixer MX from the external pipe via the solenoid valve SE and the regulator RG,
It is mixed with air in mixer MX and sent to engine E.

The air is sent from the intake pipe AP to the mixer MX via the air cleaner AC.

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

As shown in FIG. 2, an engine room Er is formed inside the lower half of the outdoor unit H1, and a heat exchanger room Kr is formed inside the upper half. The fans F1 and F2 are located in the heat exchanger chamber K.
The package 1 (outer skin) of the outdoor unit 1-'1 has ventilation and ventilation for fans F1 and F2, etc.
A ventilation opening is formed.

The package 1 is formed by combining a plurality of panels, angle pillars, and reinforcing members. A front panel 2 that covers the engine compartment Er from the front can be removed toward the front for internal inspection and maintenance.

FIG. 3 is a schematic front view of the inside of the engine compartment Er, FIG. 4 is a plan view of the inside of the engine compartment Er, FIG. 5 is a right side view of the inside of the engine compartment Er, and FIG. 6 is a rear view of the inside of the engine compartment E.

In FIG. 3, the engine E is installed in a right-hand portion of the engine room Er with its crankshaft 10 extending in the longitudinal direction (direction perpendicular to the front panel 2 in FIG. 2), and the compressor C1, C2 is installed in a diagonally vertical position on the left side.

The engine E includes stays 11 at the bottom near the four corners of the engine block. A bracket 12 is 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 14, and the lower part of the bracket 14 is fixed to the vertical member 1 of the common platform 15.
It is fixed on the top surface of 6. The vertical members 16 extend on both sides of the engine E in the longitudinal direction (in a direction parallel to the crankshaft 10), and their front and rear ends are connected by a cross member 18.

Another bracket 20 is attached to the upper surface of the longitudinal member 16. One end of a torque rod 23 is connected to the bracket 20 via a bolt 21. The torque rod 23 extends from the bolt 21 approximately toward the center of gravity of the engine E, and its other end is connected to a stay of the engine block.

The compressors C1 and C2 are compressor frames 3
It is installed at 0. The compressor frame 30 is composed of a combination of plate-like members. Further, tension is applied to the belts b1 and b2 by tensioners 32 each equipped with a spring 31, and these tensioners 3
2 is also attached to the compressor frame 30. The belts b1 and b2, their pulleys, and the tensioner 32 are provided at the front end of the engine compartment Er.

The lower surface of each of the vertical members 16 and the compressor frame 30 is connected to the bottom plate 40 of the engine room Er via a hard vibration-proof rubber 36.
It is attached to. A pair of installation legs 4 are provided on the bottom surface of the bottom plate 40.
1 is installed in a posture extending in the front-rear direction (direction parallel to the crankshaft 10).

The above-mentioned vertical members 16 and cross members 18 form a frame, and the oil pan 45 of the engine E is inserted into the frame.

According to the above configuration, since the engine E can be pulled out to the front side as described below, its repair and inspection are easy.

That is, when pulling out the engine E, remove the mounting bolts 26 (FIG. 4) of the bracket 14 and separate the bracket 14 from the vertical member 16, and also attach the front side cross member 18 to the vertical member 1.
Remove from 6. Also, the torque rod 23 and belts b1, b
2nd place is also removed. In this state, by sliding the bracket 14 on the vertical member 16 and pulling out the entire engine E to the front side, it is possible to take out only the engine E without removing the refrigerant piping while leaving the compressors C1 and C2 inside. .

Further, the installation and positioning of the engine E can be easily performed as follows.

That is, there is a gap 44 between the bottom plate 40 and the oil pan 45.
A plate-shaped slide (not shown) can be inserted into this gap 44. When assembling the slide, the engine E is placed on top of it and the slide is placed on the front side (front side) in Figure 1.
It is used to feed the gap 44 from the top to the position shown in the figure, and its thickness (vertical height) is set to be somewhat shorter than the vertical height of the gap 44 when the assembly is completed.

In the above-mentioned feeding operation, the bracket 14 is seated on the vertical member 16 and slides on its upper surface.
3 is deformed, the left and right brackets 14 and 14 are moving sideways (in the direction away from the oil pan 45),
Compared to the illustrated state, the vertical height from the bottom of the oil pan 45 to the lower end of the bracket 14 is longer. Therefore, as described above, the engine E can be positioned by firmly seating the engine E on the relatively thin slide and moving the slide to a predetermined position. When the positioning of the engine E is completed, the bolts 26 are installed to fix the bracket 14 to the common platform 15. As a result, the bracket 14 moves slightly toward the oil pan 45 and seats on the common platform 15 in surface contact, so that the entire position of the engine E moves slightly upward and the oil pan 45 moves away from the slide. In this state, remove the slide to the outside.

Compared to the main body of the engine E, the slide can be easily operated by an operator by hand, and the frictional force during movement is also small. Therefore, the engine installation work can be easily performed. Of course, the above-mentioned engine pulling operation can also be easily performed using the slide.

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

As shown in FIG. 4, the brackets 14 extend longitudinally over almost the entire length of the engine E, and one bracket is provided on each of the left and right sides of the engine E. Further, two bolts 26 are provided at the front end and the rear end of each bracket 14, and each bolt 26 is installed in a long hole 27 provided in the bracket 14 and long in the front-rear direction.

According to the above configuration, four small brackets are connected to the engine E.
Compared to the case where the brackets 14 are installed separately at the four corners, the number of times the bracket 14 needs to be adjusted is reduced.
The longitudinal position of 4 can be easily adjusted. Therefore, it is easy to position the engine E in the axial direction (parallel to the crankshaft 10), and the boob on the crankshaft 10 can be accurately and easily positioned in the axial direction with respect to the driven boobs of the compressors C1 and C2. can.

In the illustrated device, the valve clearance of engine E is adjusted and the spark plugs are inspected and maintained as part of the maintenance work, but such work can now be easily performed with engine E installed in the specified position. There is.

That is, the above work is performed by removing the bonnet 52 (cylinder cover) from the upper end of the engine E shown in FIG. In the illustrated structure, no piping or the like enters the space 53 on the front side (front side) of the bonnet 52, and the space 53 is open to the front side. Therefore, the above operations can be easily performed through the space 53.

In order to open up the space 53 in this way, the following measures have been taken.

First, a group of refrigerant-related pipes P is gathered near the compressors C1 and C2, and extends vertically above the compressors C1 and C2 to the heat exchanger chamber Kr. Further, the cooling water passage pipe WP extends laterally from the engine portion below the bonneft 52 and does not enter the space 53. Furthermore, intake and exhaust system equipment such as an air cleaner AC and an exhaust gas heat exchanger G are also distributed to the left and right sides of the space 53.

In particular, in the illustrated structure, as shown in Figure 1, the thermostat T
Since only one thermostat T1 is provided and is located in the heat exchanger room Kr, the thermostat T1 is located in the space 5 in Fig. 3.
3 is prevented from entering. Furthermore, as shown in Figure 1, the accumulator A for capturing liquid refrigerant is also located in the heat exchanger chamber K.
located at r. In addition, the electrical system wiring harness (
(not shown) extends upward from the center of the engine compartment, avoiding the space 53.

The lower ends of vertical pillars 55 made of angle are fixed to the four corners of the bottom plate 40 by welding. The front panel 2 (second
(Fig.) and other engine compartment panels are fixed to pillar members 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 connected to the heat exchanger chamber Kr.
It forms the bottom wall of the

As shown in the lower left part of FIG. 5, a member 3 having an L-shaped cross section is welded to the lower part of the panel 2, and is seated on the upper surface of the edge of the bottom wall 40. A seal 4 is seated on the front upper part of the bottom wall 40 in contact with the lower edge of the member 3. The front and lower surfaces of the seal 4 are surrounded by a bend provided at the bottom of the panel 2. The tip 5 of the bent portion projects vertically downward, contacts the front end surface of the bottom wall 40, and is fixed with a bolt 6. As shown in the lower right part of FIG.
A notch 7 is provided into which the shaft portion is fitted.

The notch 7 extends from the vertically intermediate portion of the tip portion 5 to the lower edge thereof, and its peripheral portion engages with the head of the bolt 6. However, the dimensions of the notch 7 are set so that the edge of the notch 7 does not engage with the shaft of the bolt 6 in the illustrated fitted state.

According to the above structure, the panel 2 is supported by the bottom wall 40 in the member 3 (FIG. 5), and the bolts 6 mainly prevent the panel 2 from moving forward (to the left in FIG. 5).

Therefore, the weight of the panel 2 is not applied to the edges of the bolts 6 and the notches 7, and wear and deformation of these parts can be prevented.

A similar structure is adopted for other panels in the engine room Er.

As shown in FIGS. 4 and 6, a fuel chamber 57 is formed in the lower half of the rear side of the engine room Er and the side of the compressor C2 (FIG. 4). The fuel chamber 57 includes the solenoid valve S.
E (Fig. 6) and regulator RG are accommodated. In these devices, there is a possibility that gas may leak from the joint portion, and in order to prevent the gas from igniting the spark of the starter motor 58 of the engine E, a fuel chamber 57 is provided.

In the illustrated structure, the following measures have been taken to prevent gas leakage.

When using a gas heavier than air, such as propane gas, as the fuel gas, a gas alarm 59 is placed inside the installation leg 41 near the fuel chamber 57, as shown in FIG. In this way, gas leaks can be detected reliably. Moreover, gas alarm device 59 is generally sensitive to heat, but since installation foot 41 is located at the lowest part of the device and has a low temperature, it is possible to prevent gas alarm rA 59 from being exposed to high temperatures. Furthermore, since the installation legs 41 have a hollow structure in order to obtain a predetermined strength, by effectively utilizing the internal space and arranging the alarm 59,
The layout of the entire device can be simplified.

Furthermore, the illustrated structure has the following ingenuity.

As shown in the upper left part of FIG. 4, the vertically extending edges 9a, 8a of the rear panel 9 and side panel 8 surrounding the fuel chamber 57 are bent. Folded edge 9a of back panel 9
surrounds the outer surface of the pillar member 55 having a generally L-shaped cross section with a gap 60 in between, and the bolt 62 is held together with the edge 8a of the side panel 8 while sandwiching a pair of seals 61 that seal the gap 60.
It is fixed to the pillar material 55 by.

As shown in FIG. 7, which is a schematic perspective view, the gap 60 is formed over the entire height of the panel 9, and in the assembled state, the upper and lower ends of the gap 60 communicate with the outside. Furthermore, gas passage holes 63 are provided in, for example, the upper and lower portions of the pillar members 55 facing the fuel chamber.

According to this structure, even if a gas leak occurs in the fuel chamber 57, the leaked gas will flow into the gap 60 from the hole 63, and if the gas is lighter than air, the gas will leak from the upper end opening of the gap 60. If it is heavier than air, it is discharged to the external space from the lower end opening of the gap 60.

The engine room Er has a generally sealed structure for soundproofing and prevention of wind and rain intrusion. However, engine room E
If the r is completely sealed, the internal temperature will become too high, causing problems with electrical parts (particularly engine ignition system parts). For this purpose, as shown in Figs. 4 and 6, the engine compartment E
A fan 6 is mounted on the bottom plate 40 in the center near the back of the r.
A ventilating opening 66 is provided along with a ventilator 5.

The air taken into the engine room Er from the ventilation fan 65 is discharged from the lower gap 5 (FIG. 6) formed in the ceiling wall 56 to the heat exchanger room Kr, and from the room Kr to the fan F.
1. It is discharged to the outside by F2.

In particular, in the illustrated structure, as shown in FIG. 6, in order to effectively cool the CDI unit 76 and the starter motor rectifier 77, which are ignition system components of the engine E, these devices are placed near the upper part of the opening 66 in the compressor frame. It is fixed at 30.

Furthermore, the CDI unit 76 is relatively easy to break down, and therefore it is desirable to install it in a state where it can be removed externally.
For this purpose, the following structure is adopted.

In FIG. 6, the CDI unit 76 is fixed to a plate-shaped bracket 78. The bracket 78 is generally bent into an L-shape as a whole and has a short portion 79 and a long portion 80 that extend one angle from each other. The short portion 7 is located parallel to the rear panel 9 (FIG. 4), and the CDI unit is attached to the portion 79. Part 80 is part 79
It extends from the end on the engine E side to the front side. As shown in FIG.
0 with a bolt 81. Also, bracket 78
A relatively large space 83 is left between the main body of the engine E and equipment such as the starter motor 58 on the side thereof.

According to the above configuration, by removing the belt b1 and the tensioner 32 that engages with it, the space 83 can be opened to the front side, and the open space 83 can be used to remove the bolt 81 and attach the bracket 78 to the engine. By moving to the E side and pulling out to the front side, the CDI unit 76 can be removed together with the bracket I.78.

The transformer 82 for supplying power to various parts such as the starter motor 58 and the CDI unit 76 is installed at the bottom of the engine compartment Er near the front of the fuel chamber 57, as shown in FIG.

Furthermore, the illustrated apparatus has the following measures taken to prevent gas leakage.

When the device operation switch is turned on while the device is stopped, the control device operates so that the fan 65 and fans F1 and F2 are activated for a predetermined period of time prior to the actual operation of the device (starter motor 58 and other devices). It has become. As a result, if a gas leak occurs and the engine compartment Er
Even if fuel gas is accumulated in the engine room, the gas is discharged from the engine room Er to the outside through the heat exchanger room Kr.

As shown in FIG. 6, the inlet side end of the intake pipe AP of the air cleaner AC penetrates the ceiling wall 56 and enters the heat exchanger chamber Kr, and is curved at the bottom of the chamber Kr and opens diagonally downward. There is. In the heat exchanger chamber Kr, from the rear side, install 1 radiator, 1 person R, 85, and fan F on the heat exchanger.
2 is placed.

The heat exchanger and radiator r are generally arranged in an L-shape along the back panel 9 (FIG. 4) and one side panel 8. The lower end of the heat exchanger is adjacent to the lower end of the heat exchanger chamber Kr. The lower end of the radiator R is located somewhat above the lower end of the heat exchanger chamber Kr. And the above intake pipe A
The inlet opening 85 of P is provided at a position lower than the lower end of radiator R.

In this configuration, most of the air that has passed through the heat exchanger K passes through the radiator R and is discharged to the outside by the fans F1 and F2, but some air passes under the radiator R, The air is not heated by the radiator R and flows into the intake pipe AP at a relatively low temperature. This allows low-temperature air to be supplied to the engine E, improving engine intake air filling efficiency.

As shown in FIG. 3, the above-mentioned high pressure switch HPS, that is, a switch for detecting abnormal increase in refrigerant discharge pressure is also attached to the compressor frame 30. According to this structure, the compressor-related piping and the high-pressure switch HPS can be configured as the same vibrating body, so that relative vibration between them can be prevented and leakage can be prevented from occurring at the connection part.

A capillary tube 87 (an extremely thin tube made of copper or the like) as shown in FIG. 8 is used to connect the high pressure switch HPS to the piping. There is a risk that the capillary tube 87 will be damaged due to vibrations, etc., but as a countermeasure, the following structure is adopted.

The capillary tube 87 is arranged along a pipe (for example, PI) to which the tube 87 is connected, and a rubber holding block 88 is provided at a plurality of locations (or one location) in the juxtaposed section. A slit 89 is provided in the block 88 and extends from one side of the block 88 to the center thereof, and the capillary tube 87 is inserted into the slit 89 and held therein. Also, block 88
is seated on the outer surface of pipe P1 and is secured to pipe P1 by a suitable belt 86.

The similar capillary tube and its holding structure are as follows:
It is also used in the expansion valves Ja and Jb shown in FIG. 1, and also in the oil return passage OP of the oil separator O.

Next, the water-cooled muffler MF shown in FIG. 1 will be explained.

When the muffler MF is used for a long period of time, carbon accumulates inside the muffler MF, reducing the heat exchange efficiency and increasing the temperature of the exhaust gas discharged to the outlet pipe GP. In that case, it is necessary to remove the deposited carbon, and in order to detect when the removal work is necessary, a detector 90 is provided on the outer surface of the pipe GP, as shown in FIG. The detector 90 is made of, for example, thermopaint that changes color when the temperature reaches a predetermined temperature, and in that case, the exhaust gas i'R degree can be visually detected. Alternatively, the detector 90 may be configured with a temperature detection switch, and the switch may be connected to a control device.

In either case, the detector 90 is placed outside the piping GP and detects the temperature of the piping GP, so the detector 90 is placed outside the piping GP and detects the temperature of the exhaust gas. Cheap methods are available.

In FIG. 9, the lower end of a wall panel 91 of the heat exchanger chamber Kr is fixed to the edge of the ceiling wall 56 by bolts 92. As shown in FIG. This bolt 92 has a flange 93 at its lower end, and an annular projection 94 protruding upward on the periphery of the flange 93.

The bolt 92 is inserted into the hole 95 of the bottom wall 56 from below, and while the projection 94 is seated on the lower surface of the bottom wall 56, the peripheral edge of the projection 94 is welded and fixed to the bottom wall 56. The hole in the lower edge of the panel 91 fits into the shaft of a bolt 92, and is fixed with a nut.

According to this structure, a part of the mountain water etc. that has flowed into the heat exchanger chamber Kr enters the gap between the hole 95 and the bolt 92, but the gap is completely closed to the lower engine chamber Er by the annular protrusion 94. Since it is blocked, rainwater flows into the engine room E.
It is reliably prevented from flowing into r.

FIG. 10 is a schematic cross-sectional view taken along the line X-X of the connecting portion between the tension lever 32 and the spring 3 shown in FIG. In FIG. 10, a pin 97 parallel to a pulley shaft 96 is rigidly fixed to the tension lever 32 by welding or the like. pin 97
The tip of the roller has a small diameter, and a resin roller 98 having excellent wear resistance is rotatably attached to the small diameter portion. roller 9
8 has a hook 99 at the end of the spring 31 to prevent it from being hung.

According to this company, when the tension lever 32 swings or vibrates, the roller 98 rotates, so that no excessive force is applied to the engagement portion between the roller 98 and the hook 99, and the roller 98 and the hook 99 wear and tear can be prevented. Furthermore, since the pin 97 is rigidly fixed to the lever 32, even if a moment due to the spring load is applied to the connecting portion between the two, the connecting portion will not be deformed, and the pin 97 will be securely held in the specified position. Can be retained.

(Effects of the Invention) As described above, according to the present invention, the refrigerant pipe group P and the cooling water pipe WP are arranged at positions avoiding the upper front side space 53 of the engine. Therefore, when the bonnet 52 is removed and the timing of the intake and exhaust valves is adjusted or the ignition bluff is maintained, the piping does not get in the way and these operations can be performed easily.

[Brief explanation of drawings]

Figure 1 is a layout diagram of the embodiment, Figure 2 is a schematic perspective view of the outdoor unit, Figure 3 is a schematic front view of the interior of the engine compartment Er, Figure 4 is a top view of the interior of the engine compartment Er, and Figure 5 is the engine. The right side of the inside of the chamber Er, FIG. 6 is the back side of the inside of the engine chamber Er, FIG. 7 is an exploded perspective partial schematic diagram of the outer wall structure of the heat exchanger chamber, and FIG. 8 is a perspective partial schematic diagram showing the capillary tube holding structure. , FIG. 9 is a partial schematic cross-sectional view showing the panel fixing structure, and FIG. 10 is a partial schematic cross-sectional view taken along line XX in FIG. 3. 2...Front panel, 52...Bonnet, 53...
・Space, C1, C2...Compressor, E...Engine, Er...Engine room, Hl...Outdoor unit, P...
・Refrigerant piping group, K...Outdoor heat exchanger, Kr...Heat exchanger room, WP...Cooling water piping Figure 7 procedural amendment (voluntary) 1986 IL, May 8, 11 Office Secretary Black El Separation Mr. 2, Name of invention engine heat pump 3, ? Relationship with the Ministry of Ili and Ba Province Patent applicant address 1-32 Chayamachi, Kita-ku, Osaka Name (678) A7 Nmar Diesel Co., Ltd. 1
Representative Name Representative Director Atsushi Yamaoka So J4, Agent I1 Location University of Tokyo, Kita-ku, Osaka! 21-1=+ 9th 4
7th floor, East Building, Chiyoda Building (ψ530) 8. List of attached documents At least 1 copy of engraving drawings

Claims (1)

[Claims] A removable front panel is arranged on the front side of the engine compartment of the outdoor unit, a compressor is arranged in a part near one side of the engine compartment, and the compressor is driven in a part near the other side of the engine compartment. An outdoor heat exchanger connected to the compressor via refrigerant piping is placed in the heat exchanger room above the engine room, and the refrigerant piping is generally extended upward from the installation area of the compressor to connect to the engine exhaust gas. An engine heat pump characterized in that the device and the cooling water circulation device are arranged at a position avoiding a space on the front side of a bonnet section at the upper end of the engine, and the space on the front side forms a work space for maintenance and inspection of the engine head section.