KR20180055411A - Gas heat pump - Google Patents

Abstract

The present invention relates to a gas heat pump to provide an exhaust manifold with a structure capable of smoothly discharging exhaust gas. According to the present invention, a gas heat pump comprises: a compressor to compress refrigerant; and a gas engine to operate the compressor. The gas engine includes: an engine combustion chamber including a plurality of combustion chambers in which combustion of fuel and air occurs at a time difference; an exhaust manifold communicating with each combustion chamber and including a plurality of exhaust port pipes to discharge exhaust gas; and a coolant pipe to cool the exhaust manifold. The exhaust port pipe includes: a plurality of odd exhaust port pipes to communicate with a combustion chamber in which combustion occurs in odd-numbered order in a time flow; and a plurality of even exhaust port pipes to communicate with a combustion chamber in which combustion occurs in even-numbered order in the time flow. The odd and even-numbered exhaust port pipes do not communicate with each other inside the coolant pipe.

Description

BACKGROUND OF THE INVENTION 1. Field of the Invention [0001]

The present invention relates to a gas heat pump (GHP), and more particularly to the structure of an exhaust manifold.

A refrigeration cycle generally refers to a cycle of supplying heat or absorbing heat where necessary using the circulation cycle of the refrigerant. A compressor, a condenser, an expansion valve and an evaporator are used to implement this refrigeration cycle. These components are connected to each other through a refrigerant pipe, and the refrigerant is supplied with heat through the phase change of the refrigerant and the surrounding heat is absorbed by the evaporator.

Here, the condenser and the evaporator may be configured to perform heat exchange between the refrigerant and the air or other fluid. Therefore, these structures can be referred to as heat exchangers and can be divided into a condenser and an evaporator depending on the state of refrigerant before and after heat exchange.

An apparatus or system for heating or cooling indoor air using the refrigeration cycle is referred to as an air conditioner. In order to heat the room in the air conditioner, the refrigerant supplies heat to the room air. Therefore, in this case, the indoor unit may be referred to as a condenser, and the outdoor unit may be referred to as an evaporator. Conversely, in order to cool the room in the air conditioner, the refrigerant absorbs the heat of the room air. Therefore, in this case, the indoor unit may be referred to as an evaporator, and the outdoor unit may be referred to as a condenser.

Unlike the home, large capacity compressors are required for industrial use and air conditioning in large buildings. That is, a gas heat pump system using a gas engine rather than an electric motor is often used to drive a compressor for compressing a large amount of refrigerant into a high-temperature and high-pressure gas.

This gas heat pump system generates power to drive the compressor through an engine that burns the gas to realize a refrigeration cycle.

Generally, a gas heat pump system is a device for heating or cooling a compressor by operating a driving force of a gas engine. As shown in FIG. 1, a refrigerant circulation system 100 and an engine cooling water circulation system 200 .

The refrigerant circulation system forms a refrigeration cycle or a heat pump cycle for cooling or heating the indoor side and includes a refrigerant compressor 14, a four-way valve 15, an outdoor heat exchanger 16 driven by a gas engine 500, A heating expansion valve 17, an indoor expansion valve 18, an indoor heat exchanger 19, an accumulator 13, and the like.

The engine cooling water circulation system 200 circulates engine cooling water to cool the gas engine 500 and includes an engine cooling water three-way valve 21, a radiator 22, an engine cooling water circulation pump 23, an exhaust gas heat exchanger 24 ) And the like.

Further, an auxiliary heat exchanger (25) is provided between the refrigerant circulation system (100) and the engine cooling water circulation system (200) to exchange heat between the refrigerant and the engine cooling water, thereby evaporating the refrigerant.

In the cooling operation of the conventional gas engine cooling / heating apparatus, the four-way valve 15 is switched as shown by the solid arrow in FIG. 1, and is compressed by the compressor 14 driven by the gas engine 500, The refrigerant in a high pressure state is condensed in the outdoor unit heat exchanger 16 functioning as a condenser through the four-way valve 15 switched to the cooling operation mode and discharges the condensation heat to the outside air. The condensed liquid refrigerant is depressurized by the indoor expansion valve (18), and then flows into the indoor heat exchanger (19) functioning as an evaporator in a state of low temperature and low pressure to be evaporated. As described above, the cooling is achieved by absorbing the latent heat required in the evaporation process from the air in the room.

On the other hand, the refrigerant passing through the indoor heat exchanger (19) is sucked into the compressor only in the gaseous state via the accumulator (13), so that the refrigeration cycle is continuously formed.

The engine cooling water that has cooled the gas engine 500 at the time of cooling operation is led to the radiator 22 side by the engine cooling water three-way valve 21 and radiated to the outside air by the radiator 22, And then returned to the gas engine 500 via the exhaust gas heat exchanger 24.

However, during the heating operation, the four-way valve 15 is switched as indicated by the dotted arrow in Fig. 1, whereby the refrigerant of high temperature and high pressure compressed by the compressor 14 flows into the indoor unit 300 side, Is condensed in the heat exchanger (19), and is heated by the heat of condensation emitted into the room air. The condensed liquid refrigerant passes through the heating expansion valve 17 and is decompressed to a low temperature and low pressure state, and then flows into the outdoor heat exchanger 16 functioning as an evaporator and starts to evaporate.

On the other hand, in the winter when the heating operation is performed, since the temperature of the outside air is generally low, the power required for the compressor increases to lower the evaporation temperature, thereby deteriorating the performance of the heat pump cycle. It is used as the heat source of evaporation of refrigerant. That is, during the heating operation, the engine cooling water that has cooled the gas engine 500 is guided to the auxiliary heat exchanger 25 side by the engine cooling water three-way valve 21 and flows through the outdoor heat exchanger 16 to the auxiliary heat exchanger 25, And evaporates the refrigerant.

As described above, the refrigerant vaporized by sequentially passing through the outdoor heat exchanger 16 and the auxiliary heat exchanger 25 is sucked into the compressor 14 through the accumulator 13 so that only the gaseous refrigerant is continuously formed do.

The conventional gas heat pump system is disclosed in Korean Patent Laid-Open Publication No. 10-2013-0093297.

On the other hand, in the case of the conventional gas heat pump system, the exhaust gas generated in the gas engine 500 can not be discharged smoothly and stays in the exhaust manifold. The exhaust gas can not be discharged smoothly, the efficiency of the entire system is lowered, and the gas engine 500 frequently fails.

In order to solve the above problems, an embodiment of the present invention is to provide an exhaust manifold having a structure capable of exhausting exhaust gas smoothly.

It is another object of the present invention to provide an exhaust manifold having a structure capable of increasing the heat exchange area between exhaust gas and cooling water.

In order to solve the above-described problems, the present invention provides a gas heat pump including a compressor for compressing a refrigerant and a gas engine for driving the compressor, wherein the gas engine includes a plurality of combustion chambers An exhaust manifold communicating with the plurality of combustion chambers and including a plurality of exhaust port tubes for exhausting the exhaust gas, and a cooling water pipe for cooling the exhaust manifold, A plurality of odd-number exhaust port pipes communicating with combustion chambers in which odd-numbered combustion occurs, and a plurality of even-number exhaust port pipes communicating with combustion chambers in which even-numbered combustion occurs, wherein the odd- Wherein the pipe does not communicate with the inside of the cooling water pipe. Ball, and the exhaust gas to solve the problem is not completely discharged inside the exhaust manifold, and there is an effect that it is possible neolil the contact area between the cooling water and exhaust gas.

The exhaust port may be formed at one end of the odd exhaust port pipe and at one end of the even exhaust port port so as to connect the respective combustion chambers to the respective exhaust port pipes. Lt; / RTI >

The odd exhaust port pipe may include a first integrated port communicating the other ends of the odd exhaust port pipes with one another, and the other end of the odd exhaust port pipe may include a first integrated port, And a second integrated port communicating the other ends with each other.

According to another aspect of the present invention, there is provided a gas heat pump, wherein a portion of the exhaust manifold where the flow path is bent is provided inside the cooling water pipe, and an effect of protecting a bent portion vulnerable to thermal stress have.

According to another aspect of the present invention, there is provided a gas heat pump, wherein the exhaust port pipe is provided inside the cooling water pipe.

Also, an embodiment of the present invention is characterized in that the exhaust port and the exhaust port are connected to each other at a point where the exhaust port pipe and the exhaust port are connected, a point where the odd exhaust port port and the first integrating port are connected, And the connecting point is provided inside the cooling water pipe. The present invention provides an advantage that the connection point that is vulnerable to thermal stress can be protected.

According to another aspect of the present invention, there is provided a gas heat pump, wherein the plurality of combustion chambers are provided with an even number.

According to an embodiment of the present invention, the direction of the cooling water flowing in the cooling water pipe and the direction of the exhaust gas flowing in the exhaust port pipe are not parallel to each other or are opposite to each other, There is an effect that the heat exchange efficiency between the cooling water and the exhaust gas can be enhanced.

In order to solve the above problem, the present invention has an effect of providing an exhaust manifold having a structure capable of exhausting exhaust gas smoothly.

Further, the present invention has an effect of providing an exhaust manifold having a structure capable of increasing the heat exchange area between the exhaust gas and the cooling water.

1 shows a conventional gas heat pump system.
Figure 2 is a schematic representation of the structure of a gas engine.
3 shows a structure of a conventional exhaust manifold.
4 illustrates a structure of an exhaust manifold according to an embodiment of the present invention.
5 shows another embodiment of the exhaust manifold of the present invention.

Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the accompanying drawings. It is to be understood that the present invention is not limited to the details of the embodiments described below, .

2 is a diagram illustrating the overall configuration of a gas engine 500 according to an embodiment of the present invention.

The gas engine 500 includes an engine combustion chamber 520 for providing air and a place where the fuel is combusted, a supply manifold 510 corresponding to a passage for supplying air and fuel to the engine combustion chamber 520, an engine combustion chamber 520, An exhaust manifold 530 corresponding to a passage for discharging the exhaust gas resulting from the combustion in the exhaust manifold 530 and a cooling water pipe 540 for cooling the exhaust gas discharged through the exhaust manifold 530.

The engine combustion chamber 520 includes a plurality of combustion chambers. In an embodiment of the present invention, an even number of combustion chambers are disclosed, but the present invention is not limited thereto and may include an odd number of combustion chambers.

Air and fuel introduced into the combustion chamber react with sparks generated inside the combustion chamber and cause an explosion reaction. As a result of the explosion reaction, a cylinder (not shown) provided in the combustion chamber performs a linear reciprocating motion, and the kinetic energy of the cylinder is transmitted to a rotation shaft (not shown) through a crank (not shown) The rotation of the rotary shaft corresponds to an energy source for operating the compressor. The exhaust gas, which is a by-product of the explosion reaction, is discharged to the exhaust manifold 530, and the exhaust gas is heat-exchanged with the cooling water.

It is common that a plurality of combustion chambers have one explosion reaction with a predetermined time difference. That is, the spark provided in each combustion chamber operates at a predetermined time difference. The time difference will be described later.

The air and the fuel flowing into the engine combustion chamber 520 are mixed at a predetermined ratio specified by the user before entering the engine combustion chamber 520. The air is introduced into the gas engine 500 through the air purifier 501 and the fuel flows into the gas engine 500 through the zero governor 502. The introduced air and fuel are mixed in a mixer 503 and then introduced into a supply manifold 510 through an electronic throttle control (ETC) 504. [

The air purifying device 501 is a means for filtering foreign substances in the air and maximizes the explosion efficiency in the engine combustion chamber 520. The zero governor 502 serves to constantly maintain the outlet pressure that is discharged regardless of changes in the pressure and the flow rate of the fuel (gas) to be introduced. The mixer 503 functions to make the mixture ratio of the air introduced from the air purifier 501 and the fuel (gas) introduced from the zero governor 502 constant. By controlling the mixture ratio of air and fuel (gas) to be constant, it becomes easy to control the combustion temperature.

Air and fuel mixed at a constant mixing ratio in the mixer 503 are introduced into the engine combustion chamber 520 only by a required amount by the ETC 504. [ The ETC 504 is an electronically controlled throttle system that electronically controls the throttle valve. Specifically, it controls the opening and closing of the throttle valve in accordance with a signal from the electronic axle pedal module. Compared with a mechanical throttle valve, it has an advantage that it can control opening and closing precisely.

The air and the fuel that have passed through the ETC 504 flow into the supply manifold 510 and are divided into a plurality of branches and flow into the plurality of combustion chambers, respectively.

When air and fuel are burned in a plurality of combustion chambers respectively, exhaust gas is generated. The generated exhaust gas is discharged through the exhaust manifold 530, passed through the exhaust gas heat exchanger 505 and the muffler 506, and then discharged to the outside.

The cooling water is absorbed by the cooling water pump 507 through the exhaust gas heat exchanger 505, the exhaust manifold 540, and the engine combustion chamber 520, and then discharged to the radiator.

3 shows an engine combustion chamber 520, an exhaust manifold 530 and a cooling water pipe 540, and the structure of a conventional exhaust manifold 530 is shown.

In the conventional structure shown in FIG. 3, the number of combustion chambers provided in the engine combustion chamber 520 is limited to an even number. Four combustion chambers are provided, but the number of even-numbered combustion chambers may be smaller or more.

The engine combustion chamber 520 according to an embodiment of the present invention includes a first combustion chamber 521, a second combustion chamber 522, a third combustion chamber 523, and a fourth combustion chamber 524. Each of the combustion chambers may have the same size. Also, the spark (not shown) provided in each combustion chamber operates with a predetermined time difference. That is, the exhaust gas discharged from each combustion chamber is discharged to the exhaust manifold 530 with a time difference.

The exhaust manifold 530 includes an exhaust port 532 through which exhaust gas flows, an exhaust port 531 connecting between one end of the engine combustion chamber 520 and one end of the exhaust port 532, And an integrated port 533 for communicating with each other.

The first combustion chamber 521 is connected to the first exhaust port 531a. The second combustion chamber 522 is connected to the second exhaust port 531b. The exhaust port pipe 532 is connected to the second exhaust port 531b. The third combustion chamber 523 is connected to the third exhaust port 531c and the fourth combustion chamber 524 is connected to the fourth exhaust port 531d. The fourth exhaust port 531a-d communicates with the exhaust port pipe 532, and the exhaust gas is exhausted to the outside after meeting the exhaust port pipe 532. [

As mentioned above, combustion of air and fuel occurs in a plurality of combustion chambers with a time difference. In an embodiment of the present invention, combustion occurs in the order of the first combustion chamber 521, the third combustion chamber 523, the fourth combustion chamber 524, and the second combustion chamber 522.

For example, when exhaust gas is generated due to the spark generation in the first combustion chamber 521, the exhaust gas may be discharged to the outside through the first exhaust port 531a and the exhaust port pipe 532. [ However, since the operating time difference between the combustion chamber and the combustion chamber is very small, a spark occurs in the third combustion chamber 523 and exhaust gas is generated as soon as the exhaust gas is discharged from the first combustion chamber 521.

3, the exhaust gas discharged from the first combustion chamber 521 can not be easily discharged to the outside by the exhaust gas discharged from the third combustion chamber 523. [ The exhaust gas discharged from the first combustion chamber 521 may not only stay inside the exhaust port tube 532 but also flow back into the first combustion chamber 521. In summary, interference between exhaust gases occurs, resulting in exhaust resistance, which ultimately adversely affects engine performance.

This is not related to the combustion order of the combustion chamber if the structure of the exhaust manifold as shown in Fig. 3 is used. Even if the combustion chamber operates in any order, interference between the exhaust gases necessarily occurs. Further, since the exhaust gas is discharged after being combined with one long exhaust port pipe 532, the contact area with the cooling water is small. In order to solve such a problem, the present invention introduces a structure as shown in FIG. 4 and FIG.

Referring to FIG. 4, it can be seen that a plurality of exhaust port pipes 532 are provided, unlike FIG. The exhaust port pipe 532 is provided by the number of combustion chambers, and the number of combustion chambers is not limited to a specific number. However, one embodiment of the present invention describes a case where the number of combustion chambers is an even number. For convenience of explanation, it is assumed that the number of combustion chambers is four.

In summary, the exhaust port 531 and the exhaust port tube 532 are provided as many as the number of the combustion chambers provided in the engine combustion chamber 520. That is, in the embodiment of the present invention, the first exhaust port 531a is connected between the first combustion chamber 521 and the first exhaust port pipe 532a, the second exhaust port port 531a is connected between the second combustion chamber 522 and the second exhaust port pipe A third exhaust port 531c is connected between the third combustion chamber 523 and the third exhaust port pipe 532c and a fourth exhaust port 531b is formed between the fourth combustion chamber 524 and the fourth exhaust port 531c, And a fourth exhaust port 531d is connected between the exhaust port pipes 532d.

3, since the number of the exhaust port pipes 532 is equal to the number of the combustion chambers, the exhaust gas discharged from each combustion chamber can be brought into contact with the cooling water.

3, an embodiment of the present invention further includes an integration port 533 for integrating the exhaust port pipes 532 in groups.

One end of the plurality of exhaust port pipes 532 is connected to a plurality of exhaust ports 531 connected to the plurality of combustion chambers, respectively. Portions of the other ends of the plurality of exhaust port pipes 532 are connected to the first integrating port 533a and the rest are connected to the second integrating port 533b.

The reference for dividing the plurality of exhaust port pipes 532 is a sequence in which combustion takes place in the combustion chamber communicating with each exhaust port pipe 532. The reason for the interference between the exhaust gases in Fig. 3 arises not only in the structure of the exhaust manifold itself, but also because the operation time term between the combustion chamber and the combustion chamber is very short. Therefore, the structure of the exhaust manifold has been improved to include a plurality of exhaust port pipes 532, and a short operation time term between the combustion chamber and the combustion chamber is replaced by the following structure.

The other end of the plurality of exhaust port pipes 532 communicating with the combustion chamber in which the odd-numbered combustion takes place is connected to the first integrated port 533a based on the order of combustion in the engine combustion chamber 520. [

The other end of the plurality of exhaust port pipes 533 communicating with the combustion chamber in which even-numbered combustion takes place is connected to the second integration port 533b based on the order of combustion in the engine combustion chamber 520. [

The exhaust port pipes 532 connected to the first integrated port 533a are referred to as an odd exhaust port pipe and the exhaust port pipes 532 connected to the second integrated port 533b are referred to as an even exhaust port pipe .

The odd exhaust port pipe and the even exhaust port port do not communicate with each other at least during the passage of the cooling water pipe 540. The exhaust gas may be exhausted to the outside without communicating even after passing through the cooling water pipe 540. The exhaust gas may be exhausted along one pipe immediately after passing through the cooling water pipe 540. [

Due to the above structure, the exhaust gas discharge time interval between the odd exhaust port pipes is doubled compared to the conventional one. Once the exhaust gas is discharged from the odd exhaust port pipe, the next time the exhaust gas is discharged through the even exhaust port pipe, the exhaust gas discharge time interval is increased.

Therefore, compared with the conventional structure, the amount of the exhaust gas staying in the exhaust port tube 532 is remarkably reduced in the embodiment of the present invention.

An example will be described with reference to FIG. It is assumed that sparks are generated in the combustion chamber in the order of the first combustion chamber 521, the third combustion chamber 523, the fourth combustion chamber 524, and the second combustion chamber 522 as described with reference to FIG. The exhaust gas generated according to the operation of the first combustion chamber 521 is discharged to the outside through the first exhaust port pipe 532a and the first integration port 533a. The exhaust gas generated by the operation of the third combustion chamber 523 is discharged to the third exhaust port pipe 532c when the exhaust gas is generated and discharged from the first combustion chamber 521. [ At this time, the exhaust gas generated in the first combustion chamber 521 is exhausted to the odd exhaust port pipe (first exhaust port pipe), and the exhaust gas generated in the third combustion chamber 523 is exhausted to the even exhaust port pipe The exhaust gas does not interfere with each other inside the exhaust port tube 532 as shown in FIG.

When the fourth combustion chamber 524 is operated after the third combustion chamber 523 is operated, the exhaust gas is discharged to the first integrated port 533a through the odd exhaust port pipe (fourth exhaust port pipe) The possibility of interfering with the gas discharged from the first combustion chamber 521 is remarkably reduced as compared with the case of Fig. 3 because the gap is widened by the time for which the combustion chamber 523 is operated. Also, since the exhaust port pipe 532 is provided separately for each combustion chamber, the possibility of interference is greatly reduced as compared with FIG.

In addition, since each of the exhaust port pipes 532a, 532b, 532c, and 532d passes through the cooling water pipe 540 without communicating with each other, the possibility that the exhaust gas generated in each combustion chamber flows backward is significantly reduced as compared with FIG. This is because the space in which exhausted exhaust gas can be temporarily stored becomes larger because a plurality of exhaust port pipes are provided.

5 illustrates another embodiment of the present invention, and connects the other end of all the exhaust port pipes 532 to one integrated port 533. FIG. In this case as well, the space in which exhausted exhaust gas can be temporarily stored becomes larger due to the provision of a plurality of exhaust port pipes, so that the interference between the exhaust gases is reduced as compared with FIG.

Next, the relationship between the cooling water pipe 540 and the exhaust manifold 530 will be described with reference to FIG.

A part of the pipe is folded in the course of combining the plurality of exhaust port pipes 532 communicating with the plurality of exhaust ports 531 into the odd number exhaust port pipe and the even number exhaust port pipe according to the combustion order of the combustion chamber . The point where the tube is bent is very vulnerable when thermal stress is applied.

In order to overcome the above disadvantage, it is preferable that a portion of the exhaust manifold 530 where the flow path is bent is provided inside the cooling water pipe 540. That is, a portion of the exhaust port 531, the exhaust port pipe 532, and the integrated port 533 in which the pipe is bent is preferably located inside the cooling water pipe 540.

In an embodiment, a plurality of exhaust port pipes 532 may be provided in the cooling water pipe 540. This is because the exhaust gas generated from a plurality of combustion chambers is in contact with the cooling water to widen the area of heat exchange.

It is preferable that a point where the plurality of exhaust ports 531 and one end of the plurality of exhaust port pipes 532 are connected is provided inside the cooling water pipe 540. This is because the connection between the structure and the structure has a relatively low thermal stress. For this reason, it is preferable that a point where the odd exhaust port pipe and the first integration port 533a are connected and a point where the even exhaust port pipe and the second integration port 533b are connected is also provided inside the cooling water pipe 540 .

The relationship between the cooling water pipe 540 and the exhaust manifold 530 is also set as shown in FIG. 4 in the case of FIG.

It is preferable that the direction of the cooling water flowing in the cooling water pipe 540 is not parallel to the direction of the exhaust gas flowing in the exhaust port pipe 532, or is opposite to the direction of the exhaust gas flowing in the exhaust port pipe 532. This is because the heat exchange efficiency is very low when the direction of flow of the cooling water is the same as the flow direction of the exhaust gas.

Preferably, the opposite direction is the most efficient, but it may be set vertically and it should flow only in the same direction.

The present invention may be embodied in various forms without departing from the scope of the invention. Accordingly, it is intended that the present invention cover the modifications and variations of this invention provided they come within the scope of the appended claims and their equivalents.

100: Refrigerant circulation system
200: Coolant circulation system
300: indoor unit
400: outdoor unit
500: Gas engine
501: air purifier 502: zero burner 503: mixer
510: Supply manifold
520: Engine combustion chamber
530: Exhaust manifold
531: exhaust port 532: exhaust port tube 533: integrated port
540: cooling water pipe

Claims (8)

A gas heat pump comprising a compressor for compressing refrigerant and a gas engine for driving the compressor,
The gas engine includes:
An engine combustion chamber including a plurality of combustion chambers in which combustion of fuel and air occurs with a time lag;
An exhaust manifold including a plurality of exhaust port tubes communicating with the plurality of combustion chambers and exhausting exhaust gas; And
And a cooling water pipe for cooling the exhaust manifold,
Wherein the exhaust port tube comprises a plurality of odd exhaust port ports communicating with the combustion chamber in which the combustion takes place at an odd number of times in the course of time and a plurality of even exhaust port ports communicating with the combustion chamber in which even combustion occurs, Wherein the pipe and the even-number exhaust port pipe do not communicate with each other inside the cooling water pipe. The method according to claim 1,
Wherein one end of the odd-number exhaust port tube and one end of the even-number exhaust port tube are provided with an exhaust port connecting the respective combustion chambers and the respective exhaust port pipes. 3. The method of claim 2,
And the other end of the odd-number exhaust port tube communicates with the other ends of the odd-number exhaust port tubes,
And the other end of the even-number exhaust port pipe includes a second integrated port for communicating the other ends of the even-number exhaust port pipes to each other. The method of claim 3,
Wherein a portion of the exhaust manifold where the flow path is bent is provided inside the cooling water pipe. The method of claim 3,
And the exhaust port pipe is provided inside the cooling water pipe. 6. The method of claim 5,
The exhaust port is connected to the exhaust port and the exhaust port, the point where the odd exhaust port port and the first integration port are connected to each other, and the point where the even exhaust port port and the second integration port are connected, Wherein the gas heat pump is provided with a heat source. 4. The method according to any one of claims 1 to 3,
Wherein the plurality of combustion chambers are provided with an even number. 7. The method according to any one of claims 4 to 6,
Wherein the direction of the cooling water flowing in the cooling water pipe and the direction of the exhaust gas flowing in the exhaust port pipe are not parallel or opposite to each other.

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