JP5369529B2 - Engine-driven heat pump device - Google Patents

Description

  The present invention relates to an engine-driven heat pump device.

The conventional technology detects the rate of decrease in engine speed when transmitting the power from the engine to the compressor, and when the value exceeds a predetermined value, the compressor is regarded as liquid-compressed and energization of the magnetic clutch is temporarily stopped. To do. At this time, the compressor rotates inertially, the liquid refrigerant in the compressor is gradually discharged, and liquid compression is lost. A compressor is connected at the time of liquid compression to prevent the compressor from being damaged due to a rapid pressure increase accompanying the liquid compression, and to prevent the operation feeling from deteriorating with a rapid decrease in the engine speed (for example, Patent Document 1). reference.).
JP-A-5-345513

  However, when the refrigerant pressure is high even when liquid compression is not performed, the engine speed decreases when the clutch is connected to transmit the power from the engine to the compressor. In order to prevent a decrease, even if the clutch is disconnected and the compressor is inertially rotated, the refrigerant pressure does not decrease, and the engine speed decreases when reconnected. If the refrigerant pressure is greater than or equal to a predetermined value, the engine may stop.

  The present invention has been made in view of the above problems, and an engine that suppresses a decrease in the engine speed and prevents the engine from stopping when a clutch is connected to transmit power from the engine to the compressor. It aims at providing a drive type heat pump device.

In order to solve the above-mentioned problem, an invention according to claim 1 is provided between an engine, a compressor driven by power of the engine, the engine and the compressor, and disengages the engine and the compressor. A clutch for transmitting / cutting power from the engine to the compressor, an outdoor heat exchanger and the outdoor heat exchanger, and a high-pressure refrigerant circuit and an inflow side on the outflow side of the compressor. A refrigerant circuit provided with a liquid flow rate adjustment valve for controlling a refrigerant pressure difference with a low-pressure refrigerant circuit to a predetermined value or less, a control device for controlling engagement / disengagement of the clutch based on the pressure difference, and the engine Engine ignition timing control means for controlling the ignition timing of the engine to advance or retard, and misfire determination means for determining misfire of the engine. When the determination means determines that the misfire has not occurred and the ignition timing of the engine is advanced from a predetermined ignition timing, the engine ignition timing control means sets the ignition timing of the engine before the clutch is engaged. Control is made to return to a predetermined ignition timing .

  According to a second aspect of the present invention, the engine includes a throttle valve that adjusts an inflow amount of combustion air into the engine by an opening / closing operation, and the control device performs the operation when the clutch is engaged. The throttle valve is controlled to open by a predetermined amount.

In the first aspect of the invention, since the refrigerant circuit includes the liquid flow rate adjustment valve, the control device engages the clutch and transmits the power from the engine to the compressor before the refrigerant pressure and the low pressure side of the high pressure side refrigerant circuit are transmitted. The pressure difference of the refrigerant pressure in the refrigerant circuit is controlled to a predetermined value or less to reduce the load on the engine when the clutch is engaged. Therefore, it is possible to solve the possibility that the engine-driven heat pump device cannot be air-conditioned for a certain period of time by suppressing the decrease in the engine speed when the clutch is engaged and stopping the engine. In addition, if the pressure difference between the refrigerant pressure in the high-pressure side refrigerant circuit and the refrigerant pressure in the low-pressure side refrigerant circuit is less than the predetermined value, the liquid flow rate adjustment valve will not open, so the refrigerant pressure will not be equalized more than necessary and comfortable. Air conditioning is maintained. If the misfire determination means determines that no misfire has occurred and the engine ignition timing is advanced from a predetermined ignition timing, the control device causes the engine ignition timing control means to connect the engine ignition timing when the clutch is engaged. Is controlled to return to the predetermined ignition timing, the engine speed suddenly fluctuates (drops) when the clutch is engaged, causing a deviation between the actual speed and the recognized speed of the controller, and the ignition timing is more than necessary. If the angle is advanced, the engine torque is reduced and the engine is stopped, which may solve the problem that the engine-driven heat pump device cannot be driven for a certain period of time.

  According to the second aspect of the present invention, the engine throttle valve opens a predetermined amount simultaneously with the clutch connection, so that the engine torque can be instantaneously increased immediately after the clutch connection, and the drop in the engine speed can be reduced. .

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.

  FIG. 1 is a refrigerant circuit diagram 10 of the engine-driven heat pump device 1 of the present invention. A structure is demonstrated based on the flow of the refrigerant | coolant in the refrigerant circuit 10 at the time of air_conditionaing | cooling operation and heating operation of the engine drive type heat pump apparatus 1. FIG.

(During cooling operation)
The refrigerant that has exited the compressor 11 passes through the oil separator 12 and the four-way switching valve 13 and is then guided to the outdoor heat exchanger 14. Here, the refrigerant is deprived of heat by the outside air to condense and liquefy, and the supercooling heat exchanger 15 brings the liquid refrigerant into a supercooled state. Thereafter, the refrigerant that has passed through the piping and has been decompressed by the electronic expansion valve 16 of the indoor unit deprives the indoor heat by the indoor heat exchanger 17 and vaporizes. Thereafter, it returns to the compressor 11 through the piping, the four-way switching valve 13 and the accumulator 18.

(During heating operation)
The refrigerant that has left the compressor 11 passes through the oil separator 12 and the four-way valve switching valve 13 and is then guided to the indoor heat exchanger 17. Here, the refrigerant releases heat into the room and condenses and liquefies. Thereafter, the refrigerant depressurized by the electronic expansion valve 16 of the indoor unit passes through the piping, and further flows through the outdoor heat exchanger liquid flow rate adjusting valve 19 and the liquid flow rate adjusting valve 20 disposed in parallel with the outdoor heat exchanger 14. Depressurized. The refrigerant that has passed through the outdoor heat exchange liquid flow rate adjustment valve 19 is led to the outdoor heat exchanger 14, and the refrigerant that has passed the liquid flow rate adjustment valve 20 is led to the sub heat exchanger 21. Here, the outdoor heat exchanger 14 absorbs and vaporizes heat from outside air, and the sub heat exchanger 21 absorbs and vaporizes heat by engine exhaust heat. Thereafter, the refrigerant that has passed through the outdoor heat exchanger 14, passed through the four-way switching valve 13, and the refrigerant that has exited the sub heat exchanger 21 join together and return to the compressor 11 via the accumulator 18.

  In the refrigerant circuit 10, the side from which refrigerant flows out of the compressor 11 is the high-pressure side refrigerant circuit 22, and the side from which refrigerant flows into the compressor 11 is the low-pressure side refrigerant circuit 23. The high pressure side refrigerant circuit 22 is provided with a pressure sensor 54, and the low pressure side refrigerant circuit 23 is provided with a pressure sensor 55. Signals from the pressure sensors 54 and 55 are sent to the control device 50 (FIG. 2).

  FIG. 2 is an explanatory diagram showing the configuration of the engine 30 of the engine-driven heat pump device 1 of the present invention. The engine 30 includes an intake valve 31, an exhaust valve 32, a piston 34 provided in the cylinder 33, a crank 35 that converts the reciprocating motion of the piston 34 into a rotational motion, and the power of the compressor 11 is connected to or released from the crank 35. And a clutch 36. The manifold 37 includes a throttle valve 38 and adjusts the amount of combustion air fed into the cylinder 33 by opening and closing operations. A spark plug 39 for ignition is provided in the cylinder 33.

  The combustion gas passes through the gas solenoid valve 41 and is sent to the regulator 42. The flow rate of the combustion gas in the rectifier 42 is adjusted by the fuel adjustment valve 43 so that a predetermined air-fuel ratio is obtained. The combustion gas whose flow rate has been adjusted is mixed with combustion air in the manifold 37.

  The control device 50 includes a cam position sensor 51 that detects the rotational speed of the engine and the position of the piston 34, a hydraulic switch 52 that detects hydraulic pressure, a water temperature sensor 53 that detects the cooling water temperature of the cylinder 33, and pressure sensors 54 and 55. Signal is input. The control device 50 controls connection or release of the clutch 36. Further, the control device 50 controls the ignition plug 39 to ignite at a predetermined ignition timing, advance angle or delay angle (engine ignition timing control means). Further, the control device 50 determines misfire of the engine 30 based on the difference between the latest engine speed 30 and the speed 100 ms before, based on a signal from the cam position sensor 51 (misfire determination means).

  FIG. 3 is a control flow of the engine-driven heat pump apparatus 1. In S1, it is determined whether a misfire has occurred and whether the ignition timing of the engine 30 has advanced (whether it is a predetermined ignition timing). If not, the pressure sensor 54 of the high pressure side refrigerant circuit 22 and the pressure sensor 55 of the low pressure side refrigerant circuit 23 determine whether the refrigerant pressure difference is 2 MPa or less in S2. When the pressure difference is 2 MPa or less, the control device 50 connects the clutch 36 in S3. At S4, the throttle valve 38 is opened by a predetermined amount simultaneously with the engagement of the clutch 36, and the operation of the engine 30 is continued at S5. If it is advanced in S1, the ignition timing of the engine 30 is retarded and returned to the predetermined ignition timing in S6. If the pressure difference exceeds 2 MPa in S2, the control device 50 opens the liquid flow rate adjusting valve 20 and controls the pressure difference to be 2 MPa or less in S7.

  In the present invention, since the refrigerant circuit 10 includes the liquid flow rate adjustment valve 20, the load on the engine 30 when the clutch 36 is connected is reduced, the decrease in the engine speed is suppressed, and the engine 30 is stopped for a predetermined time. The possibility that the engine-driven heat pump device 1 cannot be air-conditioned can be solved. In addition, when the pressure difference between the refrigerant pressure in the high-pressure side refrigerant circuit 22 and the refrigerant pressure in the low-pressure side refrigerant circuit 23 is equal to or less than a predetermined value, the liquid flow rate adjustment valve 20 is not opened, so that the refrigerant pressure is equalized more than necessary. And comfortable air conditioning can be maintained.

  Further, the engine 30 opens the throttle valve 38 by a predetermined amount at the same time as the clutch 36 is connected, so that the engine torque can be instantaneously increased immediately after the clutch 36 is connected, and the drop in the engine speed can be reduced.

  If it is determined by the misfire determination means that the engine 30 has not misfired and the ignition timing of the engine 30 is advanced from the predetermined ignition timing, the ignition timing of the engine 30 is set to the predetermined ignition timing before the clutch 36 is connected. By returning, the engine speed rapidly fluctuates (drops) when the clutch 36 is connected, causing a difference between the actual speed and the recognized speed of the control device 50, and the ignition timing is advanced more than necessary. It is possible to solve the problem that the torque is reduced and the engine 30 is stopped, and the engine-driven heat pump device 1 cannot be driven for a certain period of time.

It is a refrigerant circuit diagram of the engine drive type heat pump device of the present invention. It is explanatory drawing which shows the structure of the engine of the engine drive type heat pump apparatus of this invention. It is a control flow of an engine drive type heat pump apparatus.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Engine drive type heat pump apparatus 10 Refrigerant circuit 11 Compressor 14 Outdoor heat exchanger 20 Liquid flow rate adjustment valve 22 High pressure side refrigerant circuit 23 Low pressure side refrigerant circuit 30 Engine 36 Clutch 38 Throttle valve 50 Control device

Claims (2)

Engine,
A compressor driven by the power of the engine;
A clutch that is disposed between the engine and the compressor, and that disengages and disengages the engine and the compressor, thereby transmitting and interrupting power from the engine to the compressor;
A liquid that is arranged in parallel with the outdoor heat exchanger and the outdoor heat exchanger, and controls the refrigerant pressure difference between the high-pressure refrigerant circuit on the outflow side and the low-pressure refrigerant circuit on the inflow side of the compressor to a predetermined value or less. A refrigerant circuit equipped with a flow regulating valve;
A control device for controlling engagement / disengagement of the clutch based on the pressure difference;
Equipped with a,
Engine ignition timing control means for controlling the ignition timing of the engine to advance or retard, and misfire determination means for determining misfire of the engine,
The controller determines that the misfire determination means has not misfired and the engine ignition timing control means before connecting the clutch when the ignition timing of the engine is advanced from a predetermined ignition timing. Control to return the ignition timing of the engine to the predetermined ignition timing;
Engine-driven heat pump device.   The engine includes a throttle valve that adjusts an inflow amount of combustion air into the engine by an opening / closing operation, and the control device controls the opening operation of the throttle valve by a predetermined amount when the clutch is connected. The engine-driven heat pump device according to claim 1, wherein

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