WO2004001304A1 - Pompe a chaleur de moteur - Google Patents

Pompe a chaleur de moteur Download PDF

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Publication number
WO2004001304A1
WO2004001304A1 PCT/JP2003/007232 JP0307232W WO2004001304A1 WO 2004001304 A1 WO2004001304 A1 WO 2004001304A1 JP 0307232 W JP0307232 W JP 0307232W WO 2004001304 A1 WO2004001304 A1 WO 2004001304A1
Authority
WO
WIPO (PCT)
Prior art keywords
compressor
engine
heat exchanger
refrigerant
auxiliary compressor
Prior art date
Application number
PCT/JP2003/007232
Other languages
English (en)
Japanese (ja)
Inventor
Jirou Fukudome
Original Assignee
Yanmar Co., Ltd.
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Yanmar Co., Ltd. filed Critical Yanmar Co., Ltd.
Priority to AU2003241975A priority Critical patent/AU2003241975A1/en
Publication of WO2004001304A1 publication Critical patent/WO2004001304A1/fr

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F25—REFRIGERATION OR COOLING; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS; MANUFACTURE OR STORAGE OF ICE; LIQUEFACTION SOLIDIFICATION OF GASES
    • F25B—REFRIGERATION MACHINES, PLANTS OR SYSTEMS; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS
    • F25B13/00—Compression machines, plants or systems, with reversible cycle
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F25—REFRIGERATION OR COOLING; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS; MANUFACTURE OR STORAGE OF ICE; LIQUEFACTION SOLIDIFICATION OF GASES
    • F25B—REFRIGERATION MACHINES, PLANTS OR SYSTEMS; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS
    • F25B27/00—Machines, plants or systems, using particular sources of energy
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F25—REFRIGERATION OR COOLING; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS; MANUFACTURE OR STORAGE OF ICE; LIQUEFACTION SOLIDIFICATION OF GASES
    • F25B—REFRIGERATION MACHINES, PLANTS OR SYSTEMS; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS
    • F25B2313/00—Compression machines, plants or systems with reversible cycle not otherwise provided for
    • F25B2313/021—Indoor unit or outdoor unit with auxiliary heat exchanger not forming part of the indoor or outdoor unit
    • F25B2313/0215—Indoor unit or outdoor unit with auxiliary heat exchanger not forming part of the indoor or outdoor unit the auxiliary heat exchanger being used parallel to the outdoor heat exchanger during heating operation
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F25—REFRIGERATION OR COOLING; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS; MANUFACTURE OR STORAGE OF ICE; LIQUEFACTION SOLIDIFICATION OF GASES
    • F25B—REFRIGERATION MACHINES, PLANTS OR SYSTEMS; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS
    • F25B2327/00—Refrigeration system using an engine for driving a compressor
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F25—REFRIGERATION OR COOLING; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS; MANUFACTURE OR STORAGE OF ICE; LIQUEFACTION SOLIDIFICATION OF GASES
    • F25B—REFRIGERATION MACHINES, PLANTS OR SYSTEMS; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS
    • F25B2400/00—General features or devices for refrigeration machines, plants or systems, combined heating and refrigeration systems or heat-pump systems, i.e. not limited to a particular subgroup of F25B
    • F25B2400/07—Details of compressors or related parts
    • F25B2400/075—Details of compressors or related parts with parallel compressors
    • F25B2400/0751—Details of compressors or related parts with parallel compressors the compressors having different capacities
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F25—REFRIGERATION OR COOLING; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS; MANUFACTURE OR STORAGE OF ICE; LIQUEFACTION SOLIDIFICATION OF GASES
    • F25B—REFRIGERATION MACHINES, PLANTS OR SYSTEMS; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS
    • F25B30/00—Heat pumps
    • F25B30/06—Heat pumps characterised by the source of low potential heat
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02B—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO BUILDINGS, e.g. HOUSING, HOUSE APPLIANCES OR RELATED END-USER APPLICATIONS
    • Y02B30/00—Energy efficient heating, ventilation or air conditioning [HVAC]
    • Y02B30/52—Heat recovery pumps, i.e. heat pump based systems or units able to transfer the thermal energy from one area of the premises or part of the facilities to a different one, improving the overall efficiency

Definitions

  • the present invention relates to a device configuration of an engine heat pump, and more particularly, to a technique for minimizing a compression work of a compressor and improving energy efficiency in a full load region.
  • the refrigerant is compressed by a compressor and discharged as a high-temperature, high-pressure refrigerant gas, radiated by an indoor heat exchanger, and then expanded by an expansion valve so that the refrigerant temperature is lower than the outside air temperature.
  • a heating cycle in which the temperature is lowered, the heat is absorbed by an outdoor heat exchanger, evaporated and vaporized, and then sucked into a compressor.
  • the outdoor heat exchanger evaporates the refrigerant by absorbing heat from the outside air and draws the low-temperature, low-pressure refrigerant gas into the compressor.
  • the temperature of the refrigerant supplied to the outdoor heat exchanger is lower than the outside air temperature.
  • the compressor compresses the refrigerant again and discharges it as a high-temperature and high-pressure refrigerant gas.
  • Japanese Patent Application Laid-Open No. 62-293630 discloses an outdoor heat exchanger that evaporates a refrigerant at an outside temperature, and an engine cooling water It discloses a configuration in which an engine waste heat recovery unit that evaporates by the heat of the air is provided in parallel.
  • the outdoor heat exchanger and the engine waste heat recovery device respectively suck the evaporated refrigerant into separate compressors of the same capacity.
  • the refrigerant is circulated to both the outdoor heat exchanger and the engine waste heat recovery unit in the normal heating operation state.
  • the heating capacity can be set lower by circulating the coolant only in the outdoor heat exchanger without circulating the coolant in the engine waste heat recovery unit.
  • the room temperature can be adjusted with low load operation by continuous operation, instead of intermittent operation that repeatedly starts and stops the engine. I'm trying.
  • the Mollier diagram (vertical axis: pressure, horizontal axis: specific enthalpy) of the heating cycle of the engine heat pump in the above configuration is as shown in Figure 16.
  • two heating cycles 10 and 20 are performed by two sets of the heat exchanger and the compressor.
  • compression work refers to the ratio of the compression required by each compressor to increase the refrigerant pressure to the discharge pressure.
  • the compressor performs a compression work AW 1 on the refrigerant having a unit mass flow rate
  • the condensation section BC heat is released by condensing the refrigerant in the indoor heat exchanger.
  • the expansion section CD the refrigerant is expanded by the expansion valve to make the refrigerant liquid lower in pressure and temperature than the outside temperature line G
  • the evaporation section DA the refrigerant is removed from the outside air by the outdoor heat exchanger.
  • the refrigerant is evaporated by heat absorption.
  • the refrigerant is evaporated by absorbing the exhaust heat of the engine in the engine waste heat recovery unit via the evaporation section EF, and the compression work 2 is performed by the compressor. .
  • This reduction in compression work AW 1 ⁇ ⁇ ⁇ 2 is directly linked to the reduction in fuel consumption of the engine that drives the compressor.
  • the coefficient of performance during heating operation heatating capacity / (fuel consumption + electricity consumption) It is also important from the viewpoint of improving
  • the outdoor work heat exchanger was used for the compression work AW1 in the heating cycle 10 of the refrigerant passing through the outdoor heat exchanger. Since the refrigerant must be kept at a lower temperature and lower pressure than the outside temperature line G because the refrigerant evaporates depending on the temperature, the heating cycle 10 cannot be changed and the compression work ZW 1 cannot be reduced. .
  • the refrigerant is evaporated by the temperature of the engine cooling water. It is sufficient that EF is lower temperature and lower pressure than the engine coolant temperature line H. Therefore, it is conceivable to reduce the compression work AW2 by setting the line of the evaporation section EF to a higher position (increase the refrigerant pressure).
  • the conventional engine heat pump has a volume capacity of a compressor that performs a heating cycle 20 passing through an engine waste heat recovery unit (a refrigerant suction volume (or discharge) per cycle (one revolution) of a rotating body provided in the compressor).
  • volume is the same as the volume capacity of the compressor that performs the heating cycle 10 that passes through the outdoor heat exchanger, and the refrigerant suction pressure of the compressor that performs the heating cycle 20 is reduced more than necessary.
  • the EF line was moved away from the engine cooling water temperature line H, and sometimes tended to be lower than the outside temperature line G (evaporation section E 'F'). Disclosure of the invention
  • An object of the present invention is to focus on the volume capacity of each compressor corresponding to an outdoor heat exchanger and an engine waste heat recovery device, and to maintain the refrigerant suction pressure in the compressor as high as possible. To reduce the work of compressing the refrigerant due to the pressure.
  • the present invention provides a main compressor driven by an engine, an indoor heat exchanger, an outdoor heat exchanger, an expansion valve for an indoor heat exchanger, an expansion valve for an outdoor heat exchanger, and an outdoor heat exchanger.
  • An engine waste heat recovery unit, an expansion valve for the engine waste heat recovery unit, and an auxiliary compressor are provided in parallel, and the auxiliary compressor compresses the refrigerant that has passed through the engine waste heat recovery unit during heating.
  • the volume capacity of the auxiliary compressor is smaller than that of the main compressor.
  • the auxiliary compressor having a reduced volumetric capacity the evaporation pressure in the engine waste heat exchanger is maintained at a higher pressure than when evaporating at ambient temperature, and the compression work in the auxiliary compressor is reduced.
  • the total compression work can be reduced as compared with the case where the whole amount is evaporated at the outside temperature and compressed, contributing to energy saving.
  • the auxiliary compressor with a reduced volume capacity can be configured smaller than that of the main compressor, and it is easy to secure the installation space inside the package of the engine heat pump. It is also possible to increase the number of auxiliary compressors and to configure them.
  • the auxiliary compressor may have a volume capacity of the main compressor. And a predetermined ratio of the total capacity of the auxiliary compressor.
  • the main compressor performs compression work for the majority of the circulating refrigerant amount, and prevents a decrease in the suction pressure of the refrigerant to the auxiliary compressor, thereby reducing the compression work by the auxiliary compressor.
  • the driving power (kW) can be reduced.
  • the difference between the suction pressure of the auxiliary compressor and the discharge pressure of the main compressor is kept within a predetermined range.
  • the main compressor and the suction line of the auxiliary compressor are connected by an on-off valve.
  • both compressors can draw in refrigerant from the outdoor heat exchanger and the engine waste heat recovery unit, so that the outdoor heat exchanger and the engine waste heat recovery unit can be used even when performing heating operation with either compressor alone.
  • An auxiliary compressor can be used even during cooling.
  • the auxiliary compressor is driven by an electric motor.
  • the controller can control the rotation speed and the compression ratio of the auxiliary compressor alone independently of the main compressor.
  • the auxiliary compressor of the two compressors is operated alone and the outdoor heat exchanger of the two heat exchangers is operated alone.
  • the main compressor is operated independently, and the outdoor heat exchanger and the engine waste heat recovery unit are operated.
  • both the compressors are operated and the outdoor heat exchanger and the engine waste heat recovery unit are operated. Activate the collector.
  • the auxiliary compressor alone is operated among the two compressors.
  • FIG. 1 is a refrigerant circuit diagram of the engine heat pump of the present invention.
  • FIG. 2 is a block diagram of control devices for an engine heat pump.
  • FIG. 3 is a Mollier diagram of a heating cycle of the engine heat pump according to the configuration of the present invention.
  • FIG. 4 is a graph showing the relationship between the volumetric capacity ratio of the auxiliary compressor and the driving power / refrigerant evaporation pressure.
  • FIG. 5 is a table showing an example of a numerical combination of a volume capacity ratio and a volume capacity.
  • FIG. 6 is a flowchart when the refrigerant temperature is adjusted by controlling the opening of the expansion valve.
  • FIG. 7 is a flow chart when the refrigerant pressure is adjusted by controlling the opening of the B-Peng Zhang valve and controlling the rotation speed of the compressor.
  • FIG. 8 is a refrigerant circuit diagram showing a refrigerant flow when the air conditioning load during heating is low.
  • FIG. 9 is a refrigerant circuit diagram when the air conditioning load is a medium load during heating.
  • FIG. 10 is a refrigerant circuit diagram when the air conditioning load is high during heating.
  • FIG. 11 is a refrigerant circuit diagram showing a refrigerant flow when the air-conditioning load during cooling is a low / medium load.
  • FIG. 12 is a refrigerant circuit diagram when the air conditioning load during cooling is high.
  • FIG. 13 is a graph showing the level of the air conditioning load according to the present invention.
  • FIG. 14 is a refrigerant circuit diagram showing a refrigerant flow in a pumping operation.
  • FIG. 15 is a graph showing the relationship between the operation time and the auxiliary compressor and engine speed in the pumping operation.
  • FIG. 16 is a Mollier diagram of a heating cycle of an engine heat pump in a conventional configuration.
  • the outdoor unit 1 shown in Fig. 1 is installed outside a room that requires air conditioning, and has a main compressor 2, an auxiliary compressor 3, an engine 4, an outdoor heat exchanger 5, and an outdoor heat exchanger.
  • the engine is equipped with an engine waste heat recovery device 6 and the like provided in parallel with 5.
  • the main compressor 2 is configured to drive an internal rotating body by an engine 4.
  • the auxiliary compressor 3 supplies a commercial power supply 40 to the electric motor, and drives the internal rotating body by the electric motor. That is, the auxiliary compressor 3 is configured as an electric compressor, and has a layout in an outdoor unit. The degree of freedom is high.
  • the indoor unit 7 is installed in a room requiring air conditioning, and includes an indoor heat exchanger 8 and the like. Although not shown, a plurality of indoor units 7 may be provided.
  • the outdoor unit 1 and the indoor unit 7 are connected by the refrigerant line 9, the refrigerant is circulated in the refrigerant line 9, and the flow direction is changed by the four-way valve 24. Or a heating cycle.
  • an expansion valve 21 for an outdoor heat exchanger In the refrigerant line 9, an expansion valve 21 for an outdoor heat exchanger, an expansion valve 22 for an engine waste heat recovery unit, and an expansion valve 2 for an indoor heat exchanger Three are provided.
  • a supply pipe 20a is connected to the discharge port 2a of the main compressor 2, and a supply pipe 30a is connected to the discharge port 3a of the auxiliary compressor 3.
  • the other side of the supply pipe 30a is connected to a connection point 35 upstream of the four-way valve 24 of the supply pipe 20a.
  • the four-way valve 24 and the suction port 2b of the main compressor 2 are connected by a return pipe 2Ob, and the port on the outlet side of the engine waste heat recovery unit 6 is connected to an auxiliary port.
  • the suction port 3 b of the compressor 3 is connected by a return pipe 3 Ob, and the two return pipes 20 b ⁇ 30 b are connected by a bypass pipe 33 provided with an electromagnetic on-off valve 34.
  • the engine 4 and the engine waste heat recovery unit 6 are connected by a cooling water pipe 14, and the exhaust heat of the engine 4 is transmitted to the refrigerant passing through the engine waste heat recovery unit 6.
  • reference numeral 11 denotes a thermostat
  • reference numeral 12 denotes a cooling water pump.
  • FIG. 2 shows a configuration of a detection device, a control device, and the like for controlling the operation of the engine heat pump of the present invention.
  • the controller 25, which is a control device, has a temperature sensor 41 that detects the refrigerant temperature difference at the entrance and exit of the outdoor heat exchanger 5, a temperature sensor 42 that detects the refrigerant temperature difference at the entrance and exit of the engine waste heat recovery unit 6, and the room Temperature sensor 43 for detecting the refrigerant temperature difference at the entrance and exit of the heat exchanger 8, thermostat 11 1, pressure sensor 51 for detecting the discharge pressure of the main compressor 2, pressure sensor for detecting the suction pressure of the auxiliary compressor 3. One and two are connected.
  • the controller 25 opens the expansion valve 21 for the outdoor heat exchanger, the expansion valve 22 for the engine waste heat recovery unit, the expansion valve 23 for the indoor heat exchanger, and the solenoid on-off valve 3 4 based on the detection results of these detection devices. Adjust the degree. Further, the controller 25 also controls the start and stop of the engine 4 (main compressor 2) and the auxiliary compressor 3.
  • auxiliary compressor 3 Since the auxiliary compressor 3 is driven by an electric motor, it does not require direct power supply from the engine, and the controller 25 controls the rotation speed of the auxiliary compressor 3 independently of the main compressor 2 ⁇ The compression ratio can be controlled.
  • the refrigerant compressed by the main compressor 2 and the auxiliary compressor 3 joins at the connection point 35, is sent to the indoor heat exchanger 8 via the four-way valve 24, and After being radiated and condensed by the heat exchanger 8, it is expanded by the expansion valve 21 for the outdoor heat exchanger and the expansion valve 22 for the engine waste heat recovery unit, and absorbed by the outdoor heat exchanger 5 and the engine waste heat recovery unit 6, respectively. After being evaporated and evaporated, it is sucked by the main compressor 2 and the auxiliary compressor 3, and is compressed by these compressors 2 and 3 and then discharged again.
  • the refrigerant compressed by the main compressor 2 and the auxiliary compressor 3 joins at the connection point 35, and is sent to the outdoor heat exchanger 5 via the four-way valve 24.
  • the heat is condensed by the indoor heat exchanger expansion valve 23, absorbed by the indoor heat exchanger 8 and evaporated, and then the main compressor 2 or the bypass It is sucked into the auxiliary compressor 3 through the pipe 33 and compressed by these compressors 2 and 3. After that, the cycle of discharging again is repeated.
  • the volumetric capacity V3 of the auxiliary compressor 3 as shown in the table of FIG. 5 is smaller than the volumetric capacity V2 of the main compressor 2, and the refrigerant suction pressure P of the auxiliary compressor 3 3 to reduce the compression work AW2 (Fig. 3).
  • the evaporating section EF can be set at a high pressure position to reduce the compression work AW2 (narrow the width of the compression work ⁇ " ⁇ ⁇ 2). You can.
  • the volume capacity V2'V3 here is the refrigerant suction volume (ccZ cycle) per one cycle (rotation) of the rotating body provided in each of the compressors 2 and 3.
  • the preferred volume capacity for reducing this compression work AW2 is the volume capacity ratio E (%), that is, the total volume capacity V 2 of the main compressor 2 and the volume capacity V 3 of the auxiliary compressor 3
  • the ratio can be determined based on the ratio of the volume capacity V3 of the auxiliary compressor 3 to the product capacity.
  • the horizontal axis represents the volume capacity ratio E (%)
  • the left vertical axis represents the driving power (kW) of the auxiliary compressor 3
  • the right vertical axis represents the refrigerant evaporation pressure (MPa). %)
  • the table in Fig. 5 shows one of the combinations of the values of the volume capacity V 2 ⁇ V 3 (c cZ cycle) of the main compressor 2 and the auxiliary compressor 3 corresponding to the volume capacity ratio () in the above graph.
  • This shows an example, and also shows the ratio of the corresponding refrigerant mass flow rate F1 (kg / min) of the main compressor 2 and the corresponding refrigerant mass flow rate F2 (kg / min) of the auxiliary compressor 3. I have.
  • the driving power (kW) (bar graph) of the auxiliary compressor 3 rapidly decreases when the volume capacity ratio E (%) is changed from 50% to 25%, and the volume capacity ratio E ( %) To 10%.
  • the volumetric capacity ratio E (%) is set to 10% or less, the suction pressure P 3 of the auxiliary compressor 3 becomes excessive, and the difference between the discharge pressure and the suction pressure becomes extremely small. The compression stroke at does not hold.
  • the fluctuation in the driving power (kW) of the auxiliary compressor 3 follows that the refrigerant evaporation pressure P 6 (MPa) in the engine waste heat recovery unit 6 is increasing, and the volume capacity ratio E (%) Is in the range of 10% to 25%, the main compressor 2 performs the compression work AW1 for the majority of the circulating refrigerant amount, and the refrigerant evaporation pressure P 6 (MPa) is high, and the auxiliary compressor Since the suction pressure P3 of 3 is high, the evaporating section EF shown in Fig. 3 increases, the compression work 2 is reduced, and the driving power (kW) is reduced.
  • volumetric capacity ratio E (%) when the volumetric capacity ratio E (%) is further reduced from 10%, the refrigerant evaporation pressure P 6 (MPa) becomes excessively large, and the compression process in the auxiliary compressor 3 cannot be realized. From the above relationship, by setting the volumetric capacity ratio E (%) from 10% to 25%, a decrease in the suction pressure P3 of the refrigerant into the auxiliary compressor 3 is prevented, and the compression work AW2 is reduced. It can be said that the driving power (kW) can be reduced.
  • An example in which the volume capacity ratio E (%) is set to 10% to 25% is one of the preferred embodiments, and the volume capacity ratio E (%) is set to a predetermined ratio suitable for each device configuration. Doing so does not depart from the inventive concept.
  • the volume capacity V 3 of the auxiliary compressor 3 is set smaller than the volume capacity V 2 of the main compressor 2, and the device can be configured to be small. Since it is easy to secure the installation space inside the facility, it is possible to add and configure the existing equipment design.
  • This configuration is the configuration shown in FIG. 1, in which the temperature of the secondary side is detected by the temperature sensor 41 in the flow of the refrigerant in the outdoor heat exchanger 5 during heating, and the engine waste heat recovery unit 6 The temperature on the downstream side is detected by the temperature sensor 42, and the detection results are recognized by the controller 25.
  • the controller 25 controls the expansion valve 21 for the outdoor heat exchanger and the expansion valve for the engine waste heat recovery unit. By controlling the opening of 22, the suction pressure of the main compressor 2 and the auxiliary compressor 3 is adjusted, and the compression work AW 1 ⁇ AW 2 (FIG. 3) is reduced.
  • the controller 25 as shown in the flowchart of FIG. 6 includes a refrigerant temperature ⁇ ⁇ 1 (° C.) at the entrance and exit of the outdoor heat exchanger 5 and a refrigerant temperature difference ⁇ ⁇ at the entrance and exit of the engine waste heat recovery unit 6.
  • the opening of the expansion valve 21 for the outdoor heat exchanger and the expansion valve 22 for the engine waste heat recovery unit are not made unnecessarily small, so that the refrigerant can evaporate.
  • the pressure of the refrigerant is prevented from dropping as far as it does not occur.
  • a predetermined value ⁇ (> 0) (° C) is set in order to prevent a liquid back.
  • the suction pressure of the refrigerant of the main compressor 2 and the auxiliary compressor 3 can be adjusted, the suction pressure can be kept as high as possible, and the compression work AW 1 ⁇ AW 2 can be reduced.
  • the discharge pressure P 2 of the main compressor 2 is detected by the pressure sensor 51, and the suction pressure P 3 of the auxiliary compressor 3 is similarly detected by the pressure sensor 152.
  • the controller 25 recognizes these detection results, and the controller 25 sets the discharge pressure P 2 and sets the rotation speed R of the main compressor 2 in order to exhibit the desired air-conditioning capacity.
  • the pressure difference ⁇ ⁇ between the suction pressure P 3 and the discharge pressure P 2 is kept within a predetermined range.
  • the predetermined range of the pressure difference ⁇ ⁇ ⁇ here means that the compression process in the auxiliary compressor 3 It is a range that is greater than or equal to the minimum value that holds, and is near the minimum value.
  • the auxiliary compressor 3 is in a state where the operation with low energy efficiency is performed by the large compression work AW 2.
  • the auxiliary compressor 3 is prevented from operating with poor energy efficiency (step 720).
  • Step 70 the pressure in the condensation section BC in the Mollier diagram (FIG. 3), that is, the P2 target value, is compared (Step 70). 3) If the discharge pressure P 2 is smaller than the target value P 2, the number of revolutions R 1 of the main compressor 2 is increased, and the discharge pressure P 2 is increased to the pressure of the condensing section BC to cool the air. On the other hand, if the discharge pressure P 2 is larger than the target value P 2, energy wasted due to excessive compression in the main compressor 2 should be prevented. The number of revolutions R1 of 2 is decreased (step 705).
  • the compression work of the auxiliary compressor 3 can be suppressed and the compression work of the entire engine heat pump can be reduced while exhibiting the desired air conditioning capacity as the engine heat pump.
  • this control is performed during heating, when the air conditioning load is low, the auxiliary compressor 3 of both compressors is operated alone, Of these compressors, the outdoor heat exchanger operates independently.At medium loads, the main compressor of both compressors operates independently, and the outdoor heat exchanger and the engine waste heat recovery unit operate at high loads. The unit is operated and the outdoor heat exchanger and the engine waste heat recovery unit are operated. On the other hand, during cooling, as shown in Fig. 11, when the air-conditioning load is low to medium, the auxiliary compressor operates independently and the outdoor heat exchanger operates independently. Operate the unit and operate the outdoor heat exchanger independently.
  • the level of the air conditioning load mentioned above generally ranges from 0% to 15% when the air conditioning load (%) of the engine heat pump is low, and from 15% to 60%. Is treated as medium load, and the range from 60% to 100% is treated as high load.
  • the controller 25 completely stops the expansion valve 22 for the engine waste heat recovery unit.
  • the solenoid on-off valve 3 4 is opened, and the engine 4 and the main compressor 2 are stopped, while the auxiliary compressor 3 is driven, so that the refrigerant absorbs heat in the outdoor heat exchanger 5 and evaporates. After that, it is sucked into the auxiliary compressor 3 through the bypass pipe 33, compressed and discharged by the auxiliary compressor 3, radiates heat in the indoor heat exchanger 8, and condenses.
  • the controller 25 opens the expansion valve 22 for the engine waste heat recovery unit and the solenoid on-off valve 34, and furthermore, the engine 4 To start the main compressor 2 and stop the auxiliary compressor 3, the refrigerant absorbs heat in both the outdoor heat exchanger 5 and the engine waste heat recovery unit 6 and evaporates.
  • the refrigerant that has passed through the outdoor heat exchanger 5 is drawn into the main compressor 2, and similarly, the refrigerant that passed through the engine waste heat recovery unit 6 is drawn into the main compressor 2 through the bypass pipe 33, and The air is compressed and discharged by the main compressor 2, and is discharged and condensed in the indoor heat exchanger 8.
  • the compression work of the maximum capacity is performed from the middle in the main compressor 2 only by the main compressor 2 without driving the auxiliary compressor 3.
  • the main compressor 2 can perform an energy-efficient heating operation. During heating, when the air-conditioning load is high, as shown in Fig.
  • the controller 25 opens the engine waste heat recovery unit expansion valve 22 and completely closes the solenoid on-off valve 34.
  • the engine 4 is started to drive the main compressor 2 and the auxiliary compressor 3 is driven, the refrigerant absorbed and evaporated in the outdoor heat exchanger 5 is transferred to the main compressor 2 and the engine waste heat
  • the refrigerant that has absorbed heat in the recovery unit 6 and evaporated evaporates into the auxiliary compressor 3, passes through independent flow paths, and is sucked into separate compressors. After being compressed and discharged, and joined at the connection point 35, the heat is radiated and condensed by the indoor heat exchanger 8.
  • both the main compressor 2 and the auxiliary compressor 3 are driven to perform a large-capacity compression work so that it is possible to meet a demand for a high heating capacity. I have.
  • the controller 25 completes the expansion valve 22 for engine waste heat recovery unit and the solenoid on-off valve 34.
  • the refrigerant dissipates heat in the outdoor heat exchanger 5 and condenses, and then expands for the indoor heat exchanger. It is expanded by the valve 23, absorbed and evaporated in the indoor heat exchanger 8, sucked into the main compressor 2, compressed by the main compressor 2 and discharged.
  • energy-efficient cooling operation is performed only with the main compressor 2 without driving the auxiliary compressor 3. be able to.
  • the controller 25 opens the solenoid on-off valve 34 from the operation state between the low load and the medium load, and sets the auxiliary compressor 3 Then, the auxiliary compressor 3 compensates for the compression work of the main compressor 2, and both compressors perform large-capacity compression work. In this way, by supplying the refrigerant to the auxiliary compressor 3 and performing the compression work, it is possible to meet the demand for a high required cooling capacity.
  • the main compressor is used for a predetermined time when the engine heat pump is started.
  • the auxiliary compressor 3 By operating the auxiliary compressor 3 alone and operating independently while keeping the 2 stopped, the auxiliary compressor alone is operated, and the residual liquid refrigerant in the outdoor heat exchanger 5 or the engine waste heat recovery device 6 is pumped up. When the main compressor 2 is started, the suction of the residual liquid soot into the main compressor 2 is prevented.
  • the pumping operation is performed during both heating and cooling.
  • the controller 25 When the pumping operation is described, as shown in FIGS. 14 and 15, the controller 25 generates the outdoor heat. While the expansion valve 21 for the exchanger and the expansion valve 22 for the engine waste heat recovery unit are completely closed, the expansion valve 23 for the indoor heat exchanger is fully opened, and the electromagnetic switching valve 34 is fully opened. Then, without starting the engine 4, the start of the auxiliary compressor 3 is started, and the residual liquid refrigerant in the outdoor heat exchanger 5 and the engine waste heat recovery unit 6 is sucked, that is, pumped.
  • the time for which the auxiliary compressor 3 is operated independently can be set arbitrarily.
  • the compression work of the compressor can be minimized, and the energy efficiency can be improved over the entire load range.

Abstract

Pompe à chaleur de moteur comprenant un compresseur principal (2) entraîné par un moteur, un échangeur de chaleur intérieur (8), un échangeur de chaleur extérieur (5), une soupape de détente (23) de l'échangeur de chaleur intérieur, une soupape de détente (21) de l'échangeur de chaleur extérieur, un dispositif (6) servant à récupérer la chaleur résiduelle du moteur est monté parallèle à l'échangeur de chaleur extérieur, une soupape de détente (22) de ce dispositif de récupération de chaleur résiduelle, ainsi qu'un compresseur auxiliaire (3) comprimant le réfrigérant traversant le dispositif de récupération de chaleur résiduelle du moteur au moment du réchauffement et le réfrigérant évacué par le compresseur auxiliaire étant mélangé au réfrigérant évacué par le compresseur principal, la capacité volumétrique de ce compresseur auxiliaire étant limitée à un niveau inférieur à celle du compresseur principal.
PCT/JP2003/007232 2002-06-20 2003-06-06 Pompe a chaleur de moteur WO2004001304A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AU2003241975A AU2003241975A1 (en) 2002-06-20 2003-06-06 Engine heat pump

Applications Claiming Priority (2)

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JP2002179848A JP2004020153A (ja) 2002-06-20 2002-06-20 エンジンヒートポンプ
JP2002-179848 2002-06-20

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WO2004001304A1 true WO2004001304A1 (fr) 2003-12-31

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JP (1) JP2004020153A (fr)
AU (1) AU2003241975A1 (fr)
WO (1) WO2004001304A1 (fr)

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JP4661289B2 (ja) * 2005-03-23 2011-03-30 アイシン精機株式会社 エンジン駆動式空気調和機
JP2007147213A (ja) * 2005-11-30 2007-06-14 Daikin Ind Ltd 冷凍装置
JP4902585B2 (ja) * 2008-04-04 2012-03-21 三菱電機株式会社 空気調和機
KR101178945B1 (ko) * 2010-10-22 2012-09-03 고려대학교 산학협력단 전기 자동차용 공기 조화 시스템
JP6103181B2 (ja) * 2012-09-26 2017-03-29 アイシン精機株式会社 エンジン駆動式空気調和装置
CN105466063A (zh) * 2015-12-16 2016-04-06 珠海格力电器股份有限公司 一种热泵系统
DE112017005948T5 (de) * 2016-11-24 2019-09-05 Panasonic Intellectual Property Management Co., Ltd. Klimatisierungsvorrichtung

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JPS62293066A (ja) * 1986-06-12 1987-12-19 ヤンマーディーゼル株式会社 エンジン駆動型ヒ−トポンプ式空調機
JP2519409B2 (ja) * 1985-10-08 1996-07-31 ヤンマーディーゼル 株式会社 エンジンヒ−トポンプの廃熱回収装置
JPH11101526A (ja) * 1997-09-26 1999-04-13 Tokyo Gas Co Ltd 脱硝兼脱臭触媒付きｇｈｐシステム
JP3011513B2 (ja) * 1991-11-27 2000-02-21 スター精密株式会社 ワイヤドットプリンタの印字ヘッド
JP2000283594A (ja) * 1999-03-31 2000-10-13 Sanyo Electric Co Ltd ガスヒートポンプエアコン
JP2001330291A (ja) * 2000-05-23 2001-11-30 Sanyo Electric Co Ltd 空気調和装置

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JPS6284272A (ja) * 1985-10-08 1987-04-17 ヤンマーディーゼル株式会社 エンジンヒ−トポンプのアキユムレ−タ構造
JPS6262174U (fr) * 1985-10-08 1987-04-17
JPH09206596A (ja) * 1996-02-07 1997-08-12 Tokyo Gas Co Ltd 燃焼排ガス中の微量アルデヒドの酸化触媒及びその脱臭方法

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JP2519409B2 (ja) * 1985-10-08 1996-07-31 ヤンマーディーゼル 株式会社 エンジンヒ−トポンプの廃熱回収装置
JPS62293066A (ja) * 1986-06-12 1987-12-19 ヤンマーディーゼル株式会社 エンジン駆動型ヒ−トポンプ式空調機
JP3011513B2 (ja) * 1991-11-27 2000-02-21 スター精密株式会社 ワイヤドットプリンタの印字ヘッド
JPH11101526A (ja) * 1997-09-26 1999-04-13 Tokyo Gas Co Ltd 脱硝兼脱臭触媒付きｇｈｐシステム
JP2000283594A (ja) * 1999-03-31 2000-10-13 Sanyo Electric Co Ltd ガスヒートポンプエアコン
JP2001330291A (ja) * 2000-05-23 2001-11-30 Sanyo Electric Co Ltd 空気調和装置

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AU2003241975A1 (en) 2004-01-06

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