JPH0359340B2 - - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to a heat pump used as an outdoor unit of an air conditioner, and more particularly to an apparatus in which the compressor of the heat pump is driven by an engine.

(Prior art) Conventionally, this type of outdoor unit has been widely used in which the compressor is driven by a motor, but in recent years, devices in which the compressor is driven by an engine have also been developed. There is.

(Problems to be Solved by the Invention) When the engine is used as described above, there is an advantage that the refrigerant can be heated using the exhaust heat of the engine. There is a problem in that it is difficult to maintain and inspect the compressor drive belt.

(Means for Solving the Problems) In order to solve the above problems, the present invention provides an engine, a refrigerant compressor driven by the engine via a belt, a refrigerant heat exchanger, and a heat exchanger. In the engine heat pump, a dexterity fan is housed inside a package, and an air outlet for the fan is formed in the front wall of the package, and a removable front panel is provided on the front of the package, and a removable front panel is provided adjacent to the front panel. The belt, the tensioner for the belt, an oil drain port for the engine, a replenishment port, and a cooling water drain port are provided at the positions described above.

(Example) In FIG. 1, which is a schematic layout diagram, solid line arrows indicate the flow of refrigerant (for example, fluorocarbon) during cooling, and broken line arrows indicate the flow of refrigerant (heat medium) during heating. As shown in FIG. 1, the engine heat pump type air conditioner includes an indoor unit H0 and an outdoor unit H1. The indoor unit H0 includes a heat exchanger K0, refrigerant pipes Px and Py connected thereto, and a blower B driven by a motor M. As will be described later, during cooling, a low-temperature refrigerant is supplied to the heat exchanger K0, and the air sent out from the blower B passes through the heat exchanger K0 and is cooled before flowing inside the room. During heating, high-temperature refrigerant is supplied to the heat exchanger K0, and air from the blower B flows through the room after being heated by the heat exchanger K0.

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

In the cooling water circulation passage W of the engine E, cooling water flows as shown by the arrow. This cooling water circulation passage W is provided with a thermostat T1, a radiator R, a thermostat T2, a cooling water pump Pm, an exhaust gas heat exchanger G, and a manifold Mn in this order from the upstream side. The thermostat T1 and its upstream side are connected by a bypass passage W1, and a waste heat recovery device U is installed in the middle of the bypass passage W1.
is provided. The structure of the thermostat T1 itself is well-known, and as shown in FIG. t is occupied,
When the cooling water becomes hot, the valve body t moves to the left in FIG. 2, thereby connecting the outlet of the bypass passage W1 and the downstream part of the cooling water circulation passage W (closing the upstream part of the cooling water circulation passage W). ).

In addition, thermostat T1 has been abolished, and 2 is shown in Figure 1.
As shown by the dotted line, a thermostat T11 that operates in the same way as the thermostat T1 is connected to a bypass passage W.
It can also be provided at the connection between the upstream end of the cooling water circulation passage W and the cooling water circulation passage W.

The thermostat T2 is provided on the downstream side of the radiator R, and the upstream portion of the radiator R and the thermostat T2 are connected by a bypass passage W2. This thermostat T2 is configured to prevent the cooling water from flowing into the radiator R while the cooling water is at a low temperature.

The exhaust gas heat exchanger G is configured to cool the exhaust gas of the engine E with cooling water, and the manifold Mn is also cooled with the cooling water.

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

Refrigerant discharge piping P1 of compressors C1 and C2,
P2 is connected to the connection port V1 of the four-way valve device V via an oil separator O, a check valve, and a common pipe P3, respectively. Among the other three connection ports V2, V3, and V4 of the four-way valve device V, the connection port V2 is connected to one pipe Py of the indoor heat exchanger K0, and the connection port V3 is connected to the outdoor heat exchanger K. It is connected to one pipe P4, and the connection port V4 is connected to a compressor suction pipe P6, which will be described later.

The heat exchanger K is provided with two fans F1 and F2 driven by motors M1 and M2, respectively.

The other pipes Px and P5 of the indoor heat exchanger K0 and the outdoor heat exchanger K are respectively connected to different connection ports of the check valve device Q. Check valve device Q is 4
It is composed of a combination of check valves q1 to q4, and in addition to the above two connection ports to which pipes Px and P5 are connected, the inlet of pipe P7 and the outlet of pipe P8 are connected, respectively. Equipped with two connection ports.

The outlet of the pipe P7 and the inlet of the pipe P8 are connected to the liquid receiver L. A dryer D is provided in a portion of the pipe P8 closer to the liquid receiver L, and an expansion valve Ja is provided in a portion closer to the check valve device Q. Dryer D functions to remove moisture and foreign matter from the refrigerant. The expansion valve Ja is a kind of throttle valve.
The pressure of the refrigerant is reduced by passing through the expansion valve Ja. The expansion valve Ja is connected to one end of a connecting pipe J1 and a pressure line J2 that connect to the temperature-sensitive cylinder section for control, and its throttling rate is controlled based on the pilot pressure from the connecting pipe J1 and the pressure line J2. It is configured to The other end of the connecting pipe J1 extends from the valve device V.
The other end of the pressure line J2 is connected to a pilot pressure introduction port attached to pipe P6.

Between the dryer D and the expansion valve Ja, the inlet of a pipe P9 is connected to the pipe P8. A solenoid valve S1 is provided in the middle of the pipe P9.
The other end of 9 is connected to a waste heat recovery device U. The discharge pipe P10 of the waste heat recovery device U is connected to the middle of the suction pipe P12 of the compressor C2. Also, solenoid valve S
1 and the waste heat recovery device U, an expansion valve Jb is provided in the pipe P9. The expansion valve Jb has a similar structure to the expansion valve Ja, and its connecting pipe J5
is connected to a temperature-sensitive tube provided in the pipe P10.

The inlet of the pipe P12 is connected to the outlet of the pipe P6. The outlet of the pipe P6 is connected to the compressor C via the pipe P11 and the pipe P12, respectively.
1, connected to the inlet of C2. Between piping P6 and piping P10, piping P12 is provided with nine electromagnetic valves S2. Further, an accurator A is provided in the middle of the suction pipe P11 of the compressor C11.

Each of the above parts is controlled by a control device (not shown) and is configured to operate as follows.

In normal heating operation, solenoid valve S1 is open and solenoid valve S2 is closed. and Compressa C
The high temperature pressurized gaseous refrigerant compressed in 1 and C2 flows from pipes P1 and P2 to pipe P3, four-way valve device V, and pipe Py to heat exchanger K0, and while passing through heat exchanger K0. It releases heat and becomes a liquid. Next, the refrigerant is transferred from pipe Px to check valve device Q, pipe P7,
It flows into the pipe P8 via the liquid receiver L.

A part of the refrigerant that has flowed into the pipe P8 flows into the heat exchanger K via the check valve device Q and the pipe P5, and while flowing through the heat exchanger K, air (which is hotter than the refrigerant) supplied from the fans F1 and F2 flows into the heat exchanger K. air) and becomes a gas. This gaseous refrigerant flows from pipe P4 to
It flows into the compressor C1 through the valve device V, the pipe P6, and the pipe P11, and is compressed in the compressor C1.

The other part of the refrigerant flowing through the pipe P8 is
9 to the waste heat recovery device U, and while passing through the waste heat recovery device U, it is heated by high temperature engine cooling water and changes into a gaseous state. This refrigerant flows from pipe P10 to pipe P
12 and is sucked into the compressor C2.

In normal cooling operation state, solenoid valve S1 is closed.
Solenoid valve S2 is closed. and Compressa C
The high-temperature, pressurized gaseous refrigerant compressed in 1 and C2 flows from pipes P1 and P2 to pipe P3 and the four-way valve device V to the heat exchanger K, and while passing through the heat exchanger K, the fan F1, It is cooled by the air from F2, becomes a liquid, and is supplied to the check valve device Q in that state. The refrigerant supplied to the check valve device Q is pipe P7,
It returns to the check valve device Q via the liquid receiver L and piping P8. The refrigerant that has passed through the check valve device Q is piped
It flows from Px to heat exchanger K0, evaporates while passing through heat exchanger K0, and cools the air from blower B. The gaseous refrigerant that has passed through the heat exchanger K0 is transferred from the pipe Py to the four-way valve device U, the pipe P6, and the pipes P11 and P1.
2 and is sucked into compressors C1 and C2.

In the above heating operation state, the cooling water circulation passage W
When the temperature of the cooling water flowing through is at a normal value, the thermostat T1 opens the bypass passage W1, and high temperature cooling water is supplied to the waste heat recovery device U. When the cooling water temperature is lower than a predetermined value, the thermostat T1 closes the bypass passage W1 and prevents the cooling water from flowing to the waste heat recovery unit U. This prevents the heat of the cooling water from being taken away by the waste heat recovery device U, and prevents the engine E from being supercooled by the cooling water.

Further, when the cooling water is at a low temperature, electromagnetic valves S1 and S2 can be used in place of the thermostat T1, and in that case, the thermostat T1 can be eliminated. In other words, when the cooling water is low temperature, the solenoid valve S
1 and open the solenoid valve S2. This prevents the refrigerant from flowing into the waste heat recovery device U, and the heat exchanger in the waste heat multiplier U stops. Also Compressa C
Refrigerant flows into the refrigerant 2 from the pipe P6 through the pipe P12.

When the operating state is abruptly switched from refrigerant to heating, the liquid refrigerant flowing through the heat exchanger K during the cooling operation flows into the pipe P4. Since liquid is generally an incompressible fluid, if it flows into the compressors C1 and C2 in that state, the compressors C1 and C2 will be damaged.

In order to prevent this, in the illustrated device, when switching from cooling operation or heating operation, compressor C1 is first activated, and compressor C2 is activated after a certain period of time. As a result, at the start of operation, the refrigerant is first drawn into only the compressor C1 from the pipe P6 through the pipe P11. Therefore, the liquid refrigerant is captured by the accumulator A, and only the gaseous refrigerant is sucked into the compressor C1. Of course, when the compressor C2 starts operating, the refrigerant flowing from the heat exchanger K to the pipe P6 does not contain liquid refrigerant. The compressors C1 and C2 are operated and stopped by the electromagnetic clutch (not shown) incorporated in the compressor drive shaft.

A similar operation is also performed at the end of the defrosting operation.
That is, during the defrosting operation, the frost on the heat exchanger K is melted by the high-temperature refrigerant, and therefore the liquid refrigerant cooled by the heat exchanger K flows into the pipe P6. During the defrosting operation, only the compressor C2 is driven, and when the defrosting operation ends and the compressor C1 starts to be driven, the liquid refrigerant condensed in the heat exchanger is captured by the accumulator A.

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

3 and 4 are a front view and a right side view of the outdoor unit H1. As shown in these figures, the entire outdoor unit H1 has a shape with a long horizontal width X and a short depth Y, with an engine compartment Er formed inside the lower half and a heat exchanger Kr inside the upper half. It is formed. The fans F1 and F2 are installed vertically in the heat exchanger room Kr, and are installed in the package cage 1 of the outdoor unit H1.
(Outer skin) is formed with ventilation/air blowing openings for fans F1, F2, etc.

As will be described in detail later, the package cage 1 is formed by combining a plurality of panels, angle pillars, and reinforcing members. The front panel 2 (Fig. 3) that covers the engine compartment Er from the front can be removed toward the front for internal inspection and maintenance. Also heat exchanger room
In the vertical middle part of the right side panel (Fig. 4) of the Kr, there is an inspection hole 4 that is closed by a removable lid 3.
is provided.

FIG. 5 is a schematic front view of the interior of the engine compartment Er with the front panel 2 of FIG. 3 removed. In FIG. 5, the engine E has its output shaft 10 in the longitudinal direction (direction perpendicular to the front panel 2 in FIG. 3).
The compressors C1 and C2 are installed in the right-hand side of the engine room Er in an attitude extending to the right side, and the compressors C1 and C2 are installed in a diagonally vertical positional relationship in the left-hand side.

The engine E is equipped with stays 11 at the bottom near the four corners of the engine block. A bracket 12 is provided at the lower end of each stay 11, and a flexible rubber 13 is fixed to the inclined lower surface of the bracket 12. The lower surface of the rubber 13 is fixed to the inclined upper surface of a bracket 14, and the lower part of the bracket 14 is fixed to the upper surface of the vertical member 16 of the common platform 15. The vertical members 16 extend from both sides of the engine E in the longitudinal direction (output shaft 1
0), and their front and rear ends are connected by a cross member 18. That is, the vertical members 16 and the horizontal members 18 constitute a rectangular frame.

Another bracket 20 is attached to the upper surface of the longitudinal member 16. A bolt 21 parallel to the output shaft 10 is attached to the bracket 20, and a cylindrical portion at one end of a torque rod 23 is connected to the outer periphery of the bolt 21 via a cylindrical rubber 22. The torque rod 23 extends from the bolt 21 approximately toward the center of gravity of the engine E (a portion slightly above the output shaft 10). The torque rod 23 also has a cylindrical portion at the other end, and the inner periphery of the cylindrical portion is connected to the outer periphery of a bolt 25 parallel to the bolt 21 via a cylindrical rubber 24. The bolt 25 is fixed to the stay of the engine block. Note that the elastic direction 17 of the rubber 13 is inclined slightly upward compared to the torque rod 23.

The compressors C1 and C2 are attached to a compressor frame 30. Also belt b1, b2
Tensioners 3 each have a spring 31 built into them.
These tensioners 32 also apply tension to the compressor frame 30.
It is installed on. Note that the vertical member 16 near the left side of the engine E is assembled into the lower right end of the compressor frame 30.

On the lower surface of two places each of the left and right vertical members 16 and one place on the left side of the compressor frame 30,
A bracket 35 is attached as clearly shown at the right end portion of FIG. The lower surface of each bracket 35 is supported by a bracket 37 via a hard vibration-proof rubber 36. Also, between the vertical portions of the brackets 35 and 37 is a vibration isolating rubber 38 which is compressed in the horizontal direction.
There is also a

40 is the bottom plate of the engine compartment Er, and the bottom plate 4 is located below the brackets 37 at the left and right ends.
A pair of installation legs 41 are attached to the lower surface of the motor 0 in a posture extending in the front-rear direction (direction parallel to the output shaft 10). Further, a reinforcing member 42 extending back and forth is attached to the lower surface of the bottom plate 40 below the intermediate bracket 37.

According to the above configuration, the vibration of engine E is caused by rubber 1
3 and is hardly transmitted to the vertical members 16 or the compressor frame 30. Therefore, the compressors C1 and C2 do not vibrate significantly.
Further, although the compressors C1 and C2 themselves become weak vibration sources, the vibrations transmitted from the compressors C1 and C2 to the compressor frame 30 are absorbed by the vibration isolating rubber 36.

Also, in the above structure, from the tensioner 32 to the belt b
A tensile force is applied to the engine E via 1 and b2.
Therefore, if the engine E were to move toward the compressors C1 and C2 due to this tensile force, the rubber 13 would be greatly deformed, making it impossible to obtain the desired vibration absorption effect by the rubber 13. However, according to the above structure, since the engine E is pulled by the torque rod 23 in the opposite direction to the belts b1 and b2, the tensile force from the belts b1 and b2 is not applied to the rubber 13, and the rubber 13 is pulled in the desired direction. Demonstrates vibration absorption effect. Also, the vibration of engine E is caused by its center of gravity (the center line that passes through the center of gravity and is parallel to the output shaft).
Torque rod 23 occurs in the form of rolling around a center line parallel to output shaft 10 passing through
Since the torque rod 23 generally extends toward the center of gravity, the torque rod 23 does not affect its rolling, and therefore the desired vibration absorption effect can be reliably obtained by the rubber 13.

Furthermore, according to the above structure, while the outdoor unit H1 is long in the left and right directions, the output shaft 10 is provided at right angles to the left and right directions. Therefore, the outdoor unit H1 is in a stable installation state against the vibration (rolling) of the engine E, and in this respect as well, even if rolling occurs in the engine E, the outdoor unit H1 does not vibrate.

As described above, the vertical members 16 and the horizontal members 18 form a frame, and the oil pan 45 of the engine E fits within the frame. A drain port 46 that is closed by a bolt is provided at the lower front of the oil pan 45, and an oil filler port 48 that is closed by a plug 47 is provided at the upper front of the oil pan 45 so as to protrude obliquely upward and toward the front. The belts b1 and b2, their pulleys, and the tensioner 32 are also provided at the front end of the engine compartment Er. Also, near the lower end of the upper tensioner 32 is located the tip of a cooling water drain pipe 49 extending from the main body of the engine E. By connecting a hose (not shown) to the drain pipe 49 and opening the socket, the cooling water can be drained. It is designed to drain water.

Furthermore, the air cleaner 5 of the engine E is located above the compressor C2 and on the upper left side of the compressor C1.
0 is set. The air cleaner 50 is designed so that its cap can be removed and the elements inside can be replaced. Inlet passage 51 of air cleaner 50
extends upward to the heat exchanger chamber Kr, and an outlet passage (not shown) extends to the intake manifold side of the engine E.

According to the above configuration, the tensioner 32, the filler port 48, the tip of the drain pipe 49, and the air cleaner 50 are all located on the front side. On the other hand, the back and side surfaces of the outdoor unit H1 are placed close to the walls of the building, while the front of the outdoor unit H1 is wide in front, taking into consideration the wind blowing from the fans F1 and F2. External space is left. Therefore, by removing the front panel 2, maintenance and inspection work such as refueling, discharging cooling water, adjusting belt tension, inspecting and replacing the air cleaner element, etc. can be extremely easily performed using the wide external space. In addition, although the drain port 46 is hidden behind the horizontal member 18,
By simply removing the bolts at both ends and removing the cross member 18, the drain port 46 can be exposed to the front side, and therefore the oil can be drained from the drain port 46 very easily.

Furthermore, since the engine E can be pulled out to the front as shown below, its repair and inspection are easy.
That is, when pulling out the engine E, the mounting bolts of the bracket 14 are removed, the bracket 14 is separated from the vertical member 16, and the front vertical member 18 is removed from the vertical member 16. Also remove belts b1, b2, etc. In this state, by sliding the bracket 14 on the vertical member 16 and pulling out the entire engine E to the front side, it is possible to take out only the engine E without removing the refrigerant piping while leaving the compressors C1 and C2 inside. .

Furthermore, the following structure facilitates the installation of the engine E during assembly work.

That is, the lower ends of vertical pillar members 55 made of angle are fixed to the four corners of the bottom plate 40 by welding.
The front panel 2 (FIG. 3) and other engine compartment panels are fixed to pillars 55 with bolts or the like. Further, a ceiling wall 56 is bolted to the upper end of the pillar material 55. The ceiling wall 56 is a bent structure made of plate material, and constitutes the bottom wall of the heat exchanger chamber Kr.

According to this configuration, before the ceiling wall 56, front panel 2, etc. are attached to the pillars 55, parts to be stored in the engine compartment Er (particularly heavy parts such as the engine E) can be assembled into the engine compartment Er from above. I can do it.

Furthermore, the outdoor unit H1 in the state of a completed product can be easily transported as follows. In other words, as shown in FIG. 6, which is a schematic diagram of the - cross section of FIG. 5,
The installation legs 41 project forward and backward from the package cage 1, and have holes 5 at their projecting end portions 57, respectively.
8 is provided. Therefore, by passing a lifting wire (not shown) through each hole 58, the entire outdoor unit H1 can be lifted and transported using the wire.

Next, the waste heat recovery device U will be explained. As shown in FIG. 5, the waste heat recovery device U is disposed in the upper part of the engine room Er (near the ceiling wall 56) in a horizontal and generally U-shaped posture. The waste heat recovery device U is composed of a double tube consisting of an outer tube 60 and an inner tube 61 with a corrugated structure, and a cooling water passage is formed between the outer tube 60 and the inner tube 61. A refrigerant passage is formed.

Inside the engine compartment Er, air is convected due to heat from the engine E, etc.
The upper part of Er is hot. On the other hand, the waste heat recovery device U is configured to heat the refrigerant in the inner passage with the cooling water flowing in the outer passage in the heating operation state. Therefore, according to the above configuration, the outer tube 60 is covered from the outside by the high temperature air above the engine room Er, and the cooling water inside the outer tube 60 is maintained at a sufficiently high temperature. As a result, the refrigerant can be sufficiently heated by the high temperature cooling water.

The engine room Er has a generally sealed structure for soundproofing and to prevent wind and rain from entering. However, if the engine compartment Er is completely sealed, the internal temperature will become too high, causing problems with electrical components (particularly engine ignition system components). For that reason, the seventh
As shown in FIGS. 9 to 9, a ventilation fan 65 is provided in the lower part of the engine room Er.

7 is a schematic cross-sectional view of FIG. 4, and FIGS. 8 and 9 are a schematic cross-sectional view and a cross-sectional view of FIG. 7, respectively.
It is a schematic view of the arrow. As is clear from these figures, the ventilation fan 65 is attached to the upper surface of the bottom plate 40, and the bottom plate 40 is provided with an opening 66 for ventilation. The opening 66 is provided between the reinforcing member 42 and the installation leg 41 on the compressor side, and is surrounded from below by a cover 67. The cover 67 is a bent molded plate, and is bolted to the installation legs 41 and reinforcing material 42. The cover 67 is composed of a wall 68 located in front of the opening 66 (on the right side in FIG. 8) and a wall 69 located behind the wall 68. Wall portion 69 extends horizontally below opening 66 and defines a passageway 70 above it. Wall part 6
8 extends downward from the wall portion 69, and a passage 71 is formed above the rear portion of the lower wall with a rearward opening. External air thus flows upwardly through passage 71 into passage 70 and from passage 70 into opening 66 . Note that a soundproofing material 72 is attached to the inner surface of the wall portion 69, and the inside of the front half of the wall portion 68 is also filled with the soundproofing material 72.

The air taken into the engine compartment Er from the ventilation fan 65 is discharged to the heat exchanger Kr through the opening 75 shown in FIGS. 10 and 11. Figures 10 and 11
The figures are a partial schematic cross-sectional view of FIG. 4 and a schematic cross-sectional view of FIG. 3, respectively. As shown in FIG. 10, the opening 75 is provided in the top wall 56 of the engine room Er (bottom wall of the heat exchanger room Kr). The ceiling wall 56 has a ventilation duct 76 extending upward from the periphery of the opening 75.
A ventilation passage 77 is formed inside the ventilation duct 76 . Reference numeral 78 denotes a partition wall that divides the inside of the heat exchanger chamber Kr into two chambers Ka and Kb, and the ventilation duct 76 is provided in the chamber Kb at a position adjacent to the partition wall 78. Since the above-mentioned room Kb is a space in which fans F1, F2 (Fig. 11), etc. are installed, there is a risk that rain or the like may enter. In order to prevent rain and the like from entering the engine room Er from the ventilation passage 77, an eaves 79 that covers the ventilation passage 77 from above is attached to the partition wall 78.

In addition to ventilation, the ventilation passage 77 is also used for refrigerant piping.
It forms a passage for passing Pn and electrical wiring.
The above piping Pn and wiring are connected to the equipment in the engine room Er.
It is connected to the equipment in the room Ka, and after protruding upward from the ventilation passage 77, it is bent and extends to the room Ka through the opening in the partition wall 78.

Note that a sound absorbing material 80 is pasted on the inner surface of the ventilation duct 76, and a sponge-like cushioning material is also pasted on the outer periphery of the pipe Pn, although it is not clearly shown.

As shown in FIG. 10, a controller 90 (microcomputer unit, relay equipment, etc.) is arranged in the upper part of the chamber Ka, and the expansion valve Ja and a reserve tank 91 for the radiator are provided in the vertically intermediate part. 91 is as shown in Figure 11,
It is connected to an overflow pipe 92 at the upper end of the radiator R, and the cooling water that overflows from the radiator R is recovered and returned to the radiator R as appropriate.

As shown in FIG. 4, the inspection port 4 is provided in the center of the right side wall of the chamber Kb. Therefore, by opening the inspection port 4, the controller 90, reserve tank 91, expansion valve Ja, etc. in the vicinity can be easily operated and inspected.

As shown in FIG. 11, the heat exchanger K is provided in the chamber Kb and is installed long (wide) along the rear wall and left side wall of the chamber Kb. An exhaust pipe 93 is provided on the rear side of the fan F1 and on the front side of the heat exchanger K. The exhaust pipe 93 is connected to the lower engine compartment Er (5th
(Fig.), and a mist separator 94 is attached to its upper end. The mist separator 94 is a device that condenses and captures moisture in exhaust gas, and functions as follows.

That is, when engine E is a gas engine, highly acidic water is contained in the exhaust gas. Therefore, if the exhaust gas is released as is when the outside air temperature is low, the moisture will condense in the atmosphere and become highly acidic water droplets, causing corrosion of external equipment. The mist separator 94 is provided to prevent such a problem, and in particular, if it is provided at the rear of the heat exchanger K as described above, the mist separator 94 will prevent heat exchange when the outside temperature is low, that is, during heating operation. The mist separator 94 can be cooled by the air that has become lower than the general temperature due to heat exchange in the container K, so the mist separator 9
4 is the condensation efficiency, that is, the water capture efficiency.

Note that the moisture captured by the mist separator 94 is collected outside via appropriate piping (not shown) and treated.

As shown in FIG. 12, the exhaust port of the engine E is connected to the upper end of a primary muffler 95 via a manifold Mn and an exhaust gas heat exchanger G. The primary muffler 95 is a generally cylindrical structure that extends vertically, and its upper and lower parts are connected to the upper and lower parts of the secondary muffler 98 via pipes 96 and 97, respectively. The secondary muffler 98 is a generally cylindrical structure that is vertically long.
extends upward from the top of the Also secondary muffler 98
A drain pipe 99 extends from the lower end of the drain pipe 99 and connects to an external neutralization treatment device.

The pipe 96 extends generally horizontally, and exhaust gas flows from the primary muffler 95 to the secondary muffler 98 through the pipe 96. The piping 97 is generally U-shaped,
The inlet 97a connected to the primary muffler 95 occupies the highest position, the intermediate part 97b extending generally horizontally occupies the lowest position, and the outlet 97c connected to the secondary muffler 98 is higher than the intermediate part 97b by a height l. occupying a position.

According to this structure, a piping portion located at a lower position than the outlet 97c forms a condensed water trap, and moisture in the exhaust gas condensed in the primary muffler 95 accumulates in this trap. This accumulated water flows into the secondary muffler 98 from the pipe 97 whenever new condensed water flows into the pipe 97 or whenever an exhaust pressure greater than the water column corresponding to the height l is applied to the internal passage of the pipe 97. The condensed water generated in the secondary muffler 98 is then discharged from the drain pipe 99.

Next, the structure of the check valve device Q shown in FIG. 1 will be explained in detail with reference to FIG. 13. The check valve device Q is constituted by an assembly of four check valves q1 to q4. Each of the check valves q1 to q4 is a cylindrical structure, and although not shown, the movement of the internal valve body allows fluid to flow in only one direction. are connected like this.

In other words, the inlet q1a of the check valve q1 and the inlet q2 of the check valve q2
The outlet q2b is connected to the pipe via the Y-type joint Z1.
Connected to Px. An outlet q1b of the check valve q1 and an outlet q3b of the check valve q3 are connected to the pipe P7 via a Y-shaped joint Z3. Inlet q2a of check valve q2 and inlet q4a of check valve q4 are Y-type joint Z2
It is connected to the pipe P8 via. Check valve q
The outlet q4b of No. 4 and the inlet q3a of check valve q3 are connected to the pipe P5 via a Y-shaped joint Z4.

Further, each of the above-mentioned parts is connected by fitting and fixing the cylindrical ends thereof. Further, in FIG. 13, the four check valves q1 to q4 are assembled so as to be lined up parallel to each other and on the same plane, but this arrangement can be changed in various ways.

(Effects of the Invention) As explained above, according to the present invention, the belt, the belt tensioner 32, the oil drain port 46 of the engine E, the oil filler port 48, and the cooling Since the water drain port 49 is provided, maintenance and inspection of each part of the engine (oil, cooling water, belt related) can be easily performed.

Furthermore, if the air cleaner 50 is also provided on the front side as in the embodiment, its elements can be easily replaced.

[Brief explanation of drawings]

Figure 1 is a layout diagram of the embodiment, Figure 2 is a cross-sectional diagram of the thermostat, Figures 3 and 4 are a front view and right side view of the outdoor unit H1, and Figure 5 is the engine compartment.
A schematic front view of the inside of Er, Fig. 6 is a schematic cross-sectional view of Fig. 5, Fig. 7 is a schematic cross-sectional view of Fig. 4,
8 and 9 are a schematic cross-sectional view and a schematic cross-sectional view of FIG. 7, respectively, and FIGS. 10 and 11 are a schematic cross-sectional view of FIG. The figure is a schematic front view showing the exhaust path of the engine, and FIG. 13 is a schematic front view of the check valve device. 1...Package cage, 2...Front panel, 32...
...Tensioner, 46...Oil/drain port, 4
8... Refueling port, 49... Cooling water drain pipe, b
1, b2...Belt, C1, C2...Compressor, E...Engine, F1, F2...Fan, K
……Heat exchanger.

Claims (1)

[Claims] 1. An engine, a refrigerant compression compressor driven by the engine via a belt, a refrigerant heat exchanger, and a heat exchanger fan are housed inside a package, and the fan is mounted on the front wall of the package. In the engine heat pump, a removable front panel is provided in front of the package, and the belt, the tensioner for the belt, the engine oil/drain port, and the oil filler are located adjacent to the front panel. An engine heat pump characterized by having a cooling water drain port.