JP4056286B2 - Control device for engine drive device - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a control device for an engine drive device such as an air conditioner or a power generator driven by an engine.
[0002]
[Prior art]
In order to perform high efficiency and low NOx operation, the engine needs to perform lean combustion. For this reason, generally, an air-fuel mixture obtained by mixing fuel gas and air introduced into an engine is designed and used so that it can be operated in a lean state.
[0003]
[Problems to be solved by the invention]
However, on the other hand, for example, in a gas heat pump type air conditioner in which a compressor is driven by a gas engine, when switching to a method of driving a clutch mechanism of a twin compressor, it is necessary to ensure sufficient engine torque. For this purpose, the amount of air-fuel mixture introduced into the engine is increased. However, in this case, the engine is stalled when the torque is insufficient (insufficient fuel amount), and conversely, the torque is excessively secured (excessive fuel amount). ) And engine speed may jump.
[0004]
Therefore, the present invention has been made in consideration of the above-described circumstances, and suppresses a drop or jump of a large engine speed when driving both twin compressors, thereby improving air-conditioning performance and reducing operating noise. The present invention provides a control device for an engine drive device.
[0005]
[Means for Solving the Problems]
Therefore, the present invention provides a control device for an engine drive device driven by an engine, a fuel adjustment valve for adjusting a flow rate of fuel gas, and a flow rate of a mixture of air and fuel gas supplied to a combustion chamber of the engine And a twin compressor in which one is always driven by the engine regardless of the load state and the other is driven by a clutch mechanism according to the load state An indoor heat exchanger and an outdoor heat exchanger connected to the twin compressor to form a single refrigeration cycle, pressure detecting means for detecting the refrigerant pressure of the twin compressor, and a method for driving the clutch mechanism to the other a predetermined opening the switching at the same time as the throttle control valve on the basis of the detected state of said pressure detecting means when switching to Characterized by being composed of a control means for controlling the so that.
[0006]
DETAILED DESCRIPTION OF THE INVENTION
Hereinafter, embodiments of the present invention will be described with reference to the drawings. FIG. 1 is a circuit diagram showing a refrigerant circuit in a standard air conditioner to which an embodiment of a heat pump air conditioner according to the present invention is applied.
[0007]
As shown in FIG. 1, a heat pump air conditioner 10 as a refrigeration apparatus includes an outdoor unit 11, a plurality of (for example, two) indoor units 12A and 12B, and control devices 13 and 44 such as a microcomputer. Thus, the outdoor refrigerant pipe 14 of the outdoor unit 11 and the indoor refrigerant pipes 15A and 15B of the indoor units 12A and 12B are connected.
[0008]
The outdoor unit 11 is installed outdoors, and a twin compressor 16 is disposed in the outdoor refrigerant pipe 14, and a pressure detection sensor S 1 that detects the pressure of the refrigerant on the suction side of the twin compressor 16, a strainer 28, and an accumulator 17. However, a pressure detection sensor S2 for detecting the pressure of the refrigerant and a four-way valve 18 are disposed on the discharge side, and an outdoor heat exchanger 19, an outdoor expansion valve 24, and a dry core 25 are sequentially disposed on the four-way valve 18 side. Composed. An outdoor fan 20 that blows air toward the outdoor heat exchanger 19 is disposed adjacent to the outdoor heat exchanger 19.
[0009]
The twin compressor 16 is connected to a gas engine 30 via a clutch mechanism 27, and one of the two is driven by the gas engine 30 and the other is selected to be driven or not driven by the clutch mechanism 27. The The clutch mechanism 27 is provided on a pulley 27A provided on the output shaft of the gas engine 30, a pulley 27B provided on one transmission shaft of the twin compressor 16, and a transmission shaft on the other side of the twin compressor 16. And a clutch 27E for switching whether to transmit the rotation of the transmission shaft on the other side of the twin compressor 16 to the other side of the twin compressor 16 or not. Is done. Further, a bypass pipe 26 is provided to bypass the outdoor expansion valve 24.
[0010]
On the other hand, the indoor units 12A and 12B are installed indoors, indoor heat exchangers 21A and 21B are disposed in the indoor refrigerant pipes 15A and 15B, respectively, and indoor heat exchange is performed in each of the indoor refrigerant pipes 15A and 15B. Indoor expansion valves 22A and 22B are arranged in the vicinity of the containers 21A and 21B. Indoor fans 23A and 23B for blowing air to the indoor heat exchangers 21A and 21B are disposed adjacent to the indoor heat exchangers 21A and 21B.
[0011]
In addition, the code | symbol 28 in FIG. 1 shows a strainer. Reference numeral 29 denotes a safety valve that releases the refrigerant pressure on the discharge side of the twin compressor 16 to the suction side of the twin compressor 16.
[0012]
The controller 13 is installed in the outdoor unit 11 and controls the operation of the outdoor unit 11 and the indoor units 12A and 12B. Specifically, the control device 13 includes the gas engine 30 (that is, the twin compressor 16) in the outdoor unit 11, the four-way valve 18, the outdoor fan 20 and the outdoor expansion valve 24, and the indoor expansion valves 22A and 22B in the indoor units 12A and 12B. , And indoor fans 23A and 23B, respectively.
[0013]
When the four-way valve 18 is switched by the control device 13, the heat pump air conditioner 10 is set to the cooling operation or the heating operation. That is, when the control device 13 switches the four-way valve 18 to the cooling side, the refrigerant flows as indicated by solid arrows, the outdoor heat exchanger 19 becomes a condenser, and the indoor heat exchangers 21A and 21B become evaporators to perform a cooling operation. Each indoor heat exchanger 21A, 21B cools the room. Further, when the control device 13 switches the four-way valve 18 to the heating side, the refrigerant flows as indicated by broken arrows, the indoor heat exchangers 21A and 21B become condensers, and the outdoor heat exchanger 19 becomes an evaporator and heating operation is performed. It will be in a state and each indoor heat exchanger 21A, 21B will heat a room | chamber interior.
[0014]
Moreover, the control apparatus 13 controls each valve opening degree of indoor expansion valve 22A, 22B according to an air-conditioning load at the time of air_conditionaing | cooling operation. During the heating operation, the control device 13 controls the valve openings of the outdoor expansion valve 24 and the indoor expansion valves 22A and 22B according to the air conditioning load.
[0015]
On the other hand, the air-fuel mixture is supplied from the engine fuel supply device 31 controlled by the control device 44 to the combustion chamber (not shown) of the gas engine 30 that drives the twin compressor 16. In the engine fuel supply device 31, two fuel cutoff valves 33, a zero governor 34, a fuel adjustment valve 35, and a throttle adjustment valve 36 are sequentially arranged in a fuel supply pipe 32, and the throttle adjustment valve 36 of the fuel supply pipe 32 is arranged. A side end portion is configured to be connected to the combustion chamber of the gas engine 30.
[0016]
The two fuel shut-off valves 33 are arranged in series to form a two-closed fuel shut-off valve mechanism, and the two fuel shut-off valves 33 are interlocked to be fully closed or fully opened so that no fuel gas leaks. Cut off and communicate with each other.
[0017]
The zero governor 34 varies in the primary pressure a among the primary fuel gas pressure (primary pressure a) and the secondary fuel gas pressure (secondary pressure b) before and after the zero governor 34 in the fuel supply pipe 32. As a result, the secondary pressure b is adjusted to a constant predetermined pressure to stabilize the operation of the gas engine 30.
[0018]
The fuel adjustment valve 35 controlled by the control device 44 optimally adjusts the air-fuel ratio of the air-fuel mixture generated by introducing air from the upstream side of the throttle adjustment valve 36. Similarly, the throttle adjustment valve 36 controlled by the control device 44 adjusts the supply amount of the air-fuel mixture supplied to the combustion chamber of the gas engine 30 to control the rotational speed of the gas engine 30.
[0019]
An engine oil supply device 37 that is also controlled by the control device 44 is connected to the gas engine 30. In this engine oil supply device 37, an oil shutoff valve 39, a sub oil pan 46, an oil supply pump 40, and the like are disposed in an oil supply pipe 38 connected to an oil sub tank 45, and the engine oil is supplied to the gas engine 30. Is supplied as appropriate.
[0020]
The control of the gas engine 30 by the control device 44 is specifically performed by the fuel cutoff valve 33 of the engine fuel supply device 31, the zero governor 34, the fuel adjustment valve 35 and the throttle adjustment valve 36, and the oil cutoff of the engine oil supply device 37. This is done by controlling the valve 39 and the oil supply pump 40.
[0021]
Reference numeral 48 denotes a cam angle sensor for determining which cylinder of the gas engine 30 is ignited by ignition, and 49 is a crank angle sensor for detecting the rotational speed of the gas engine 30. Specifically, the rotational speed of the crankshaft connecting the pistons of the engine 30 is detected, but the rotational speed per minute is detected.
[0022]
The gas engine 30 is cooled by engine cooling water circulating in the engine cooling device 41. The engine cooling device 41 is connected to the gas engine 30 through an exhaust gas heat exchanger (not shown) attached to the gas engine 30 at one end, and has a substantially closed loop shape in which the other end is directly connected to the gas engine 30. A water three-way valve 43, a radiator 46 and a circulation pump 47 are sequentially arranged in the water pipe 42.
[0023]
The circulation pump 47 boosts the engine cooling water during operation and circulates the engine cooling water in the cooling water pipe 42.
[0024]
The wax three-way valve 43 is for quickly warming up the gas engine 30. The wax three-way valve 43 has an inlet 43A for the gas engine 30 in the cooling water pipe 42, a low temperature side outlet 43B on the suction side of the circulation pump 47 in the cooling water pipe 42, and a high temperature side outlet 43C on the radiator in the cooling water pipe 42. 46 is connected to each side.
[0025]
The engine cooling water flows into the exhaust gas heat exchanger of the gas engine 30 from the discharge side of the circulation pump 47 at about 40 ° C., and flows through the gas engine 30 after recovering exhaust heat (heat of exhaust gas) of the gas engine 30. The lever engine 30 is cooled and heated to about 80 ° C. The engine coolant flowing into the wax three-way valve 43 from the gas engine 30 is returned to the circulation pump 47 from the low-temperature side outlet 43B when the temperature is low (for example, 80 ° C. or lower), and the gas engine 30 is quickly warmed up. When the temperature is 80 ° C. or higher, the refrigerant flows from the high temperature side outlet 43C to the radiator 46.
[0026]
The radiator 46 radiates engine cooling water and cools the engine cooling water to about 40 ° C. The engine cooling water cooled by the radiator 46 is returned to the exhaust gas heat exchanger of the gas engine 30 through the suction side of the circulation pump 47 to cool the gas engine 30. The radiator 46 is disposed adjacent to the outdoor heat exchanger 19 of the air conditioner 10.
[0027]
During cooling or heating operation of the air conditioner 10, the circulation pump 47 of the engine cooling device 41 is operated to circulate the engine cooling water, and the engine cooling water cools the gas engine 30. The engine cooling water that has cooled the gas engine 30 is radiated by the radiator 46 and cooled. In particular, during the heating operation of the air conditioner 10, the heat radiated by the radiator 46 is taken into the outdoor heat exchanger 19 functioning as an evaporator and used as a heat source of the evaporator.
[0028]
By the way, as shown in FIGS. 2 and 3, the fuel adjustment valve 35 of the engine fuel supply device 31 is provided with a valve mechanism capable of adjusting the valve opening, for example, an electric valve 53, in the valve main body 51, and further switched. A valve lid 50 as a member is attached and configured. The valve lid 50 flows through the fuel regulating valve 35 when the front surface 50A is attached to the outside (FIG. 3B) and the rear surface 50B is attached to the outside (FIG. 3A). The flow path area of the fuel gas is switched to change the flow path area.
[0029]
That is, the valve lid 50 has a surface 50A formed on a flat surface and a recess 52 formed on the back surface 50B. Therefore, as shown in FIG. 3A, when the valve lid 50 is attached to the valve body 51 with the back surface 50B facing outward and the front surface 50A facing inward, the fuel gas from the zero governor 34 is electrically driven. It flows to the throttle adjustment valve 36 only through the valve 53 and the flow rate is adjusted by the opening degree of the electric valve 53. Thus, the selection of the flow path in the fuel adjustment valve 35 so that the fuel gas passes only through the motor-operated valve 53 has a large calorific value (about 24000 kcal / m ³ ) and does not require a large amount of fuel gas. For example, in the case of propane.
[0030]
Further, as shown in FIG. 3B, when the valve lid 50 is attached to the valve body 51 with the front surface 50A facing outward and the back surface 50B facing inward, the fuel gas from the zero governor 34 In addition to passing through 53, the flow passes through the flow path formed by the central portion of the valve main body 51 and the recess 52 of the valve lid 50, and flows to the throttle adjustment valve 36, and a part flowing through the motor-operated valve 53 The flow rate is adjusted by the opening. As described above, the selection of the flow path in the fuel adjustment valve 35 through which the fuel gas passes through both the motor-operated valve 53 and the flow path formed by the recess 52 or the like generates a small amount of heat (11000 kcal / m ³ ), and the fuel gas This is the case of a fuel gas type that requires a large amount of, for example, 13A.
[0031]
Further, as shown in FIG. 2B, a protrusion 54 as a switch operation member is provided on the side surface of the valve lid 50. This protrusion 54 presses the valve lid switch 55 shown in FIG. 4 installed in the valve main body 51 of the fuel adjustment valve 35, and this valve lid switch 55 is turned on or off. As shown in FIG. 3A, when the valve lid 50 is attached to the valve body 51 with the back surface 50B facing outward (propane specification), the projection 54 does not press the valve lid switch 55. The valve lid switch 55 is turned off. Further, as shown in FIG. 3B, when the valve lid 50 is attached to the valve main body 51 with the surface 50A facing outward (specification of 13A), the protrusion 54 presses the valve lid 50. The valve lid switch 55 is turned on.
[0032]
By the ON / OFF operation of the valve lid switch 55, the attachment state of the valve lid 50 is notified to the CPU 56 of the control device 44 shown in FIG. That is, when an OFF signal is transmitted from the valve lid switch 55 to the CPU 56, it is notified that the valve lid 50 is attached in a propane specification, and when an ON signal is transmitted from the valve lid switch 55 to the CPU 56, It is notified that the lid 50 is attached with the 13A specification.
[0033]
On the other hand, the control device 44 includes a plurality of types of control data for controlling the opening degree of the electric valve 53 in the fuel adjustment valve 35 depending on the type of fuel gas, for example, propane specification and 13A specification 2 A memory 57 (EEPROM or the like) for storing various types of control data is provided. A plurality of types (two types) of control data in the memory 57 are selected and set corresponding to the type of fuel gas by operating a dip switch 58 or the like provided in the control device 44.
[0034]
In the power-on state, the CPU 56 of the control device 44 receives the valve cover 50 attached state (that is, the ON / OFF signal of the valve cover switch 55 as the fuel setting means) and the dip switch 58 or the like as the fuel setting means. Based on the type of control data in the memory 57 selected and set, it is determined whether or not the fuel adjustment valve 35 is compatible with the type of fuel gas. The alarm signal is transmitted to the alarm output unit 59 of the control device 44 and the alarm output unit 59 outputs an alarm.
[0035]
That is, in this determination, as shown in FIG. 5, the CPU 56 first checks whether the type of control data set in the memory 57 is the propane specification or the city gas 13A specification. Next, the CPU 56 determines whether the valve lid switch 55 is turned on and the surface 50A of the valve lid 50 is attached to the outside so as to be 13A specification (FIG. 3B), or the valve lid switch 55 is turned off. It is operated and it is confirmed whether the back surface 50B of the valve lid 50 is attached to the outside and has a propane specification (FIG. 3A). The CPU 56 determines that an error occurs when the type of control data set in the memory 57 and the mounting state of the valve lid 50 are not compatible with the same fuel gas type (error ▲ in FIG. 5). 1 to 4), the alarm output unit 59 outputs an alarm.
[0036]
When the fuel adjustment valve 35 is suitable for the type of fuel gas, that is, the type of control data set in the memory 57 and the mounting state of the valve lid 50 correspond to the same type of fuel gas. If it is determined, the CPU 56 starts the gas engine 30 and determines whether the fuel adjustment valve 35 and the type of fuel gas to be used are compatible.
[0037]
The gas engine 30 is started under the control as described above. Next, the operation after the gas engine 30 is started will be described based on the flowchart of FIG. First, the controller 44 determines whether or not there is a clutch-on signal from the refrigerant control, in other words, whether or not the air-conditioning state that increases the refrigerant circulation amount needs further cooling.
[0038]
When it is determined that further cooling is necessary, the controller 44 sets the set rotational speed of the gas engine 30 to 1400 min ⁻¹ and sets the fuel regulating valve 35 to a predetermined opening, for example, 250 steps when fully opened is 410 steps. Fix to the opening of the minute.
[0039]
Next, the control device 44 operates the clutch mechanism 27 to control the gas engine 30 to drive both of the twin compressors 16. Then, the throttle adjustment valve 36 is set to the opening corresponding to Astep. The value of A is 50 × (refrigerant low pressure value) +10 (step) if the type of the gas engine 30 is the engine E1, but if (throttle current opening + A) <100, A is (100 -Throttle adjustment valve actual opening). Further, if the type of the gas engine 30 is the engine E2, 50 × (refrigerant low pressure value) −20 (step). However, if (refrigerant low pressure value) <0.4, A is 20. The refrigerant low pressure value is a gauge pressure value, which is a refrigerant pressure value detected by the pressure detection sensor S1 on the suction side of the twin compressor 16.
[0040]
Then, the controller 44 releases the fixed opening (250 step) of the fuel adjustment valve 35 and releases the mask for the set rotational speed of the gas engine 30. Next, a clutch completion signal is sent to the control device 13, and control according to the air conditioning state is performed thereafter.
[0041]
As described above, when switching to drive the clutch mechanism 27 of the twin compressor 16, it is necessary to ensure a sufficient engine torque. For this reason, the amount of air-fuel mixture introduced into the engine is increased. In this case, the engine is stalled if the torque is insufficient (insufficient fuel amount). On the contrary, if the torque is excessively secured (excessive fuel amount), the engine speed may jump. However, according to the embodiment of the present invention, the opening of not only the fuel adjustment valve 35 but also the throttle adjustment valve 36 is set to an opening corresponding to the output required by the twin compressor 16, thereby increasing the size of the gas engine 30. It is possible to suppress a drop in the number of revolutions and a jump and improve air conditioning and reduce driving noise.
[0042]
The present invention has been described based on the above embodiment, but the present invention is not limited to this, and can be applied not only to a gas engine but also to a liquid fuel engine. It can be applied to a control device for an engine drive device such as a power generation device.
[0043]
【The invention's effect】
As described above, according to the present invention, it is possible to suppress a drop or jump of a large rotational speed of the gas engine when driving both of the twin compressors, thereby improving air conditioning and reducing operation noise.
[Brief description of the drawings]
FIG. 1 is a system diagram showing an embodiment of an air conditioner according to the present invention.
FIG. 2 is a perspective view showing the fuel adjustment valve and the like of FIG.
FIG. 3 is a front view schematically showing the fuel adjustment valve of FIG. 2;
4 is a block diagram showing the control device of FIG. 1 together with a valve lid of a fuel adjustment valve. FIG.
FIG. 5 is a chart showing a compatibility relationship between the type of fuel gas, the setting in the memory of the control device, and the attachment state of the valve lid of the fuel adjustment valve.
FIG. 6 is a flowchart for explaining operations;
[Explanation of symbols]
10 Air conditioner (engine drive device)
13, 44 Control device 16 Twin compressor 27 Clutch mechanism 30 Gas engine 35 Fuel adjustment valve 36 Throttle adjustment valve S1 Pressure detection sensor

Claims (1)

In a control device of an engine drive device driven by an engine, a fuel adjustment valve for adjusting a flow rate of a fuel gas, and a throttle adjustment valve for adjusting a flow rate of a mixture of air and fuel gas supplied to a combustion chamber of the engine When a twin compressor or one of the other is non-driven or driven by a clutch mechanism in accordance with the state of the load while being driven at all times regardless of the state of the load is selected by the engine, to the twin compressor The indoor and outdoor heat exchangers that are connected to form a single refrigeration cycle, pressure detection means for detecting the refrigerant pressure of the twin compressor, and the pressure when the clutch mechanism is switched to drive the other. Based on the detection state of the detection means, the throttle control valve is controlled to have a predetermined opening simultaneously with the switching. Control device for an engine driving apparatus characterized by being composed of a control means.

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