JP7231969B1 - gas engine air conditioner - Google Patents

Abstract

[Object] To provide a gas engine cooling and heating system that efficiently operates the cooling and heating system by using a small gas engine and a DC generator.
A gas engine 1, a first cooling water circulation passage 51, a second cooling water circulation passage 52, a first radiator 61, a second radiator 62, a water passage switching valve 53, a gas engine DC generator 2, An outdoor unit having a motor 3, a compressor 41, a condenser 42, a first fan 63, and a second fan 64 is provided. During heating, the cooling water is circulated through the first cooling water circulation flow path 51 by the water passage switching valve 53, and the first radiator 61, which becomes hot, sends the high temperature passing air to the condenser 42 by the first fan 63, and the refrigerant compressed by the compressor 41. is circulated in the indoor unit 71, and the cooling water is supplied to the second cooling water circulation path 52 by the water path switching valve 53 during cooling, and the surplus power generated by the DC generator 2 generated by the output of the gas engine 1 is supplied to the outside as an AC power supply. to do.
[Selection diagram] Fig. 1

Description

The present invention relates to a gas engine cooling/heating system that uses a small gas engine and a DC generator to operate the cooling/heating system efficiently.

2. Description of the Related Art In recent years, many systems that use gas engines to operate air conditioners have come to be used. Also, the number of cooling and heating devices using heat pumps is increasing. A cooling and heating device includes a compressor in a refrigerant circuit. A gas engine drives this compressor. Such systems are referred to as gas engine heat pumps. This type of air conditioner has the advantage of being able to operate at low cost.

JP-A-2005-257102 JP-A-2003-4332

In a cooling and heating system that operates with a gas heat pump that uses a gas engine, a structure that drives the compressor by directly connecting the gas engine and the compressor. There are many such things. Further, this structure has a configuration as shown below. First, the structure is such that the drive shaft of the gas engine and the rotary shaft of the compressor are directly connected. Secondly, the structure is such that rotation is transmitted between the gas engine and the compressor via a belt. Third, the rotation of the gas engine and the compressor is transmitted by a chain.

These are directly connected between the gas engine and the compressor, or via belts, chains, etc. In either case, the rotation of the gas engine is directly transmitted to the compressor. Compressors are getting more power than they need. Most of the power given to the compressor is too much power to operate the cooling and heating system, resulting in wasted power. Furthermore, vibrations during the operation of the gas engine are transmitted to the compressor, and an excessive load may be applied to the compressor. Furthermore, the operation of the compressor also becomes unstable due to torque fluctuations during operation of the gas engine.

In addition, when a belt or chain is provided between the gas engine and the compressor to transmit rotation, it is necessary to adjust the appropriate tension for the belt or chain, or the belt or chain must be attached to the gas engine. Space for the chain would be required, and this would have a significant impact on management costs.

Furthermore, in a cooling and heating device that operates with a gas heat pump that uses a gas engine, the heat from the gas engine, generator, and other equipment tends to cause the central part of the housing where the equipment is housed to become extremely hot. The refrigerant temperature at the condenser (heat exchanger) inlet may become too low. Therefore, temperature control of the refrigerant used for cooling and heating tends to be extremely difficult.

The problem (technical problem, object, etc.) to be solved by the present invention is to eliminate the inconvenience caused by directly connecting the rotation transmission mechanism of the gas engine and the compressor (compressor) as described above, and to To further improve the operating efficiency of air conditioning operated by a gas heat pump using an engine.

Therefore, as a result of earnest and repeated studies to solve the above problems, the inventors have developed a gas engine, a first cooling water circulation passage in which cooling water of the gas engine circulates, and a second cooling water circulation. a first radiator provided in the first cooling water circulation passage; a second radiator provided in the second cooling water circulation passage; A water passage switching valve that circulates through one of the cooling water circulation passages, a direct current generator driven by the gas engine, a motor operated by the direct current generator, and a compressor that is driven by the motor and compresses the refrigerant. , an outdoor unit comprising a condenser that exchanges heat with a refrigerant, a first fan provided on the first radiator side, and a second fan provided on the second radiator side, and during the heating, the water passage switching valve cooling water is circulated through the first cooling water circulation flow path, and high-temperature passing air is sent from the first radiator, which becomes hot, to the condenser by the first fan, and the refrigerant compressed by the compressor is circulated in the indoor unit; During cooling, cooling water is caused to flow through the second cooling water circulation passage by the water passage switching valve, and surplus electric power generated by the direct current generator due to the output of the gas engine is supplied to the outside as alternating current power. The above problem was solved by adopting a gas engine cooling and heating system that

The invention of claim 2 is the gas engine cooling and heating device according to claim 1, wherein the second fan can change the direction of the passing air to the second radiator. The above problems have been solved. The invention of claim 3 is the gas engine cooling and heating device of claim 2, wherein the second fan has a plurality of blades, and each blade has a flat plate in the middle along the direction of rotation and A blade central portion inclined along the direction of rotation is formed, and blade end portions inclined along the rotational direction are formed at both ends of the blade central portion in the rotational direction. The above problem was solved by providing a gas engine cooling and heating device characterized by being set smaller than the angle of attack of .

According to the invention of claim 4, in the gas engine cooling and heating system according to claim 1 or 2, an ECU and a TCU are provided, and an assembly of the gas engine, the ECU, and the DC generator is used as a power unit. The motor, the compressor, the capacitor, the first radiator, and the first fan are housed in a housing and housed in a second housing as a compressor unit, and the first The above problem is solved by providing a gas engine cooling and heating device characterized in that the first cooling water circulation flow path is continuously provided between the housing and the second housing.

The invention of claim 5 is the gas engine cooling and heating device of claim 4, wherein one of the first housings is provided, and the second housings are arranged in parallel via the first cooling water circulation flow path. The above problem has been solved by providing a gas engine cooling and heating device characterized by: In the gas engine cooling and heating apparatus according to claim 4, the invention of claim 6 is provided with one first housing, and the second housing is arranged in parallel via the first cooling water circulation flow path . The above problem is solved by providing a gas engine cooling and heating apparatus characterized in that the second housing of is provided with a plurality of the indoor units arranged in parallel via a refrigerant circulation path.

The invention of claim 7 is the gas engine cooling and heating device of claim 1 or 2, wherein the motor is a DC motor, and a motor output control device for supplying proper power between the DC generator and the motor is provided. The above problems have been solved by providing a gas engine cooling and heating device characterized by: The above problem has been solved by providing the invention of claim 8 as the gas engine cooling and heating device according to claim 1 or 2, characterized in that the motor is an AC motor.

In the invention of claim 1, without directly driving the compressor in the gas engine, the electric power of the DC generator is increased or decreased by adjusting the exciting electricity in the TCU (integrated controller), and the electric power is supplied to the DC motor that drives the compressor, and the heated air warms the heat exchanger portion of the indoor unit during heating. Therefore, in the method in which the compressor is directly driven by the gas engine, the compressor has a surplus power that exceeds the heat exchange amount (kw) of the indoor unit, and the power may be wasted. Such waste can be avoided.

In addition, driving a large number of compressors in a gas engine with belts, chains, etc. is wasteful in terms of power transmission and space, and adversely affects vibrations and the like. Furthermore, since the compressor is not directly driven by the gas engine, there is no concern about vibrations caused by interference between torque fluctuations of the gas engine and compressor cogging (uncomfortable jerky movements associated with compression).

Furthermore, by supplying the surplus electric power generated by the DC generator by the output of the gas engine to the outside as an AC power supply, the surplus electric power generated by the gas engine and the DC generator can be used effectively as an AC power supply. In claim 2, the second fan can change the direction of passing air to the second radiator, so that the temperature inside the housing housing the equipment can be controlled. Overheating of the outdoor unit at times can be prevented. In the third aspect of the invention, the angle of attack of the second fan is the same for both forward rotation and reverse rotation, and unlike a normal fan, the wind direction is opposite regardless of forward or reverse rotation, and the air volume and wind force are the same. can be the same. As a result, the intake and exhaust of air in the housing can be made uniform.

In the inventions of claims 4, 5 and 6, an ECU (engine control unit) and a TCU (integrated controller) are provided, and the assembly of the gas engine, the ECU, and the DC generator is provided. A power unit is housed in a first housing, and an assembly of the motor, the compressor, the capacitor, the first radiator, and the first fan is housed in the second housing as a compressor unit. , the first cooling water circulation flow path is continuously provided between the first housing and the second housing, so that a building with a large number of rooms or a building with multiple floors It can be installed extremely efficiently as a cooling and heating system for

Then, one unit is installed in the main power room of the building with the first housing having the power unit as the main device, and the second housing having the compressor unit is arranged in parallel on each floor and installed on the floor. By taking charge of a plurality of indoor units, the electric power generated from the first housing having the power unit can be extremely effectively used, and the air conditioning equipment can be made at low cost.

According to the seventh aspect of the invention, the motor is a direct current motor, and a motor output control device is provided between the direct current generator and the motor to supply proper power. and the adjustment of the compressor drive can be finely controlled. In the eighth aspect of the invention, by using an AC motor as the motor, the equipment can be easily maintained and managed at a low cost.

1A is a system diagram of a gas engine cooling and heating device according to the present invention, and FIG. 1B is a schematic diagram showing the configuration of output control from a DC generator to a DC motor by the controller of FIG. 1 is an overall system diagram showing an operating state during heating of a gas engine cooling and heating device according to the present invention; FIG. FIG. 3 is an operation diagram showing the flow of refrigerant during heating of the gas engine cooling and heating device according to the present invention. FIG. 4 is an operation diagram showing the direction of passing air to the first radiator and the condenser by the first fan on the compressor unit side during heating of the gas engine cooling and heating apparatus according to the present invention. 1 is an overall system diagram showing an operating state during cooling of a gas engine cooling and heating device according to the present invention; FIG. FIG. 3 is an operation diagram showing the flow of refrigerant during cooling of the gas engine cooling and heating device according to the present invention; FIG. 4 is an operation diagram showing the direction of passing air to the first radiator and the condenser by the first fan on the compressor unit side during cooling of the gas engine cooling and heating device according to the present invention. 1 is a system diagram of a configuration in which a power unit and a compressor unit of a gas engine cooling and heating device according to the present invention are accommodated in separate housings; FIG. 1 is a system diagram of a configuration in which a plurality of compressor units are arranged in parallel with respect to one power unit in a gas engine cooling and heating system according to the present invention; FIG. (A), (B), and (C) are diagrams showing a configuration in which a general housing in which a power unit and a compressor unit are housed is cooled by a first fan and a second fan. (A) is a front view of the second fan that rotates forward and backward, (B) is a side view of the second fan, (C) is a cross-sectional view of (A) taken along the line X1-X1, and (D) is a view of (C). FIG. 3(E) is an enlarged view of a blade portion, and (E) is a partially cutaway perspective view of the blade portion of the fan. (A) is a side view of a partially sectioned state in which the coupling, flywheel and DC generator are separated, (B) is a longitudinal side view of the coupling, (C) is a front view of the coupling, (D ) is a cross-sectional view taken along line Y1-Y1 in (B). 1 is a schematic diagram showing the configuration of a gas engine; FIG. (A) is a partially cutaway side view of a main refrigerant passage switching valve and a sub-refrigerant passage switching valve, and (B) is a cross-sectional plan view of (A). (A) to (C) are diagrams showing configurations of a DC motor and a controller. (A) is a system diagram of a gas engine cooling and heating device of an embodiment using an AC generator and an AC motor in the present invention, (B) is a configuration of output control from the AC generator to the AC motor by the controller of (A) 1 is a schematic diagram showing the . 1 is an overall system diagram showing an operating state during heating of an embodiment using an AC generator and an AC motor according to the present invention; FIG. (A) is a diagram showing a configuration for controlling an AC generator and an AC motor, and (B) is a detailed view of part (α) of (A). (A) is a system diagram of a gas engine cooling and heating device of an embodiment using an AC generator and a DC motor in the present invention, (B) is a configuration of output control from the AC generator to the DC motor by the controller of (A) 1 is a schematic diagram showing the .

BEST MODE FOR CARRYING OUT THE INVENTION An embodiment of the present invention will be described below with reference to the drawings. The present invention is mainly composed of a power unit A1 and a compressor unit A2, to which an indoor unit is added (see FIGS. 1, 2, 5, etc.). An outdoor unit A is composed of the power unit A1, the compressor unit A2, and a housing (general housing 9 or first housing 91), which will be described later. The power unit A1 is composed of a gas engine 1, a DC generator 2, a first cooling water circulation passage 51, a second cooling water circulation passage 52, a second radiator 62, and a second fan 64. (See Figures 1, 2, 5, etc.). Here, the outdoor unit A is often installed indoors in buildings such as buildings, condominiums, and apartments, and is often installed in basements or machine rooms of buildings, for example. It may also be installed outside a building like a normal air conditioner.

The compressor unit A2 is configured by a motor 3, a compressor 41, a first radiator 61, a condenser 42, and a first fan 63 as a set. The indoor unit is composed of the refrigerant channel 72, the indoor unit 71, and the like. Here, the motor 3 will be described below as a DC motor, but in the present invention, an AC motor 3A may be used as an embodiment of the motor 3, and the AC motor 3A will be described at the end of the description. It is something to do.

In the following description, the motor 3 is a direct current motor, and when the motor 3 is an alternating current motor, the reference numeral 3A is attached and the description will be made as an alternating current motor 3A. In the following description, the motor 3 will be referred to as a DC motor 3 where it is emphasized that it is a DC motor. Furthermore, in the drawings, the motor 3 is described as a DC motor in an embodiment in which a DC motor is used, and as an AC motor in an embodiment in which an AC motor is used.

The power unit A1 and the compressor unit A2 are connected so that the cooling water of the gas engine 1 can circulate through the first cooling water circulation passage 51 (see FIGS. 1, 2, 5, etc.). Further, the compressor unit A2 is connected to the refrigerant channel 72 between the indoor unit 71 and the compressor unit A2. The refrigerant channel 72 includes a heating refrigerant channel 72a and a cooling refrigerant channel 72b. The heating-time refrigerant flow path 72a is a flow path (pipe) through which the refrigerant flows during heating (see FIGS. 2 to 4), and the cooling-time refrigerant flow path 72b is a flow path (pipe) through which the refrigerant flows during cooling ( 5 to 7).

The compressor unit A2 and the refrigerant channel 72a for heating or the refrigerant channel 72b for cooling serve to supply the indoor unit 71 with the refrigerant suitable for heating or cooling. The power unit A1 and the compressor unit A2 are collectively incorporated into one general housing 9. As shown in FIG. An outdoor unit A is composed of the power unit A1, the compressor unit A2, and the general housing 9. As shown in FIG.

The condenser 42 may be referred to as a heat exchanger. That is, the condenser 42 functions as a heat exchanger that obtains heat from the air during heating and raises the refrigerant gas temperature at the inlet of the compressor 41 . During cooling, the condenser 42 applies the heat of the refrigerant gas, which has been compressed by the compressor 41 to a high temperature, to the passing air, condensing the refrigerant gas into a liquid state.

In the power unit A1, the gas engine 1 and the direct current generator 2 are connected by a coupling 14, and the direct current generator 2 generates electricity when the gas engine 1 is driven (see FIG. 1). Electric power generated by the DC generator 2 is transmitted to the compressor unit A 2 side and supplied to the motor 3 via the controller 35 . The motor 3 drives the compressor 41 on the compressor unit A2 side.

The gas engine 1 of the power unit A1 is provided with a first cooling water circulation flow path 51 and a second cooling water circulation flow path 52 (see FIGS. 1 to 7, etc.). Cooling water circulates in both the first cooling water circulation channel 51 and the second cooling water circulation channel 52, and the first cooling water circulation channel 51 and the second cooling water circulation channel 52 are cooled by a channel switching valve 53. Water flows only through one of the circulation paths (see FIGS. 1 to 7).

The first cooling water circulation flow path 51 is a flow path arranged around the gas engine 1 over both the power unit A1 and the compressor unit A2. The second cooling water circulation flow path 52 is a flow path arranged only in the gas engine 1 of the power unit A1. In the outdoor unit A, cooling water circulates through the first cooling water circulation flow path 51 during heating, and cooling water circulates through the second cooling water circulation flow path 52 during cooling.

The first cooling water circulation flow path 51 is provided between the power unit A1 and the compressor unit A2 to cool the gas engine 1 and to control the temperature of the condenser 42 as well. The second cooling water circulation flow path 52 is for cooling the gas engine 1 in the power unit A1 when it is driven. The cooling water flows through one of the first cooling water circulation passage 51 and the second cooling water circulation passage 52 by the water passage switching valve 53, and does not flow through both at the same time.

The first cooling water circulation flow path 51 and the second cooling water circulation flow path 52 share a flow path in part on the inlet side and the outlet side from the gas engine 1 [Figs. 3, etc.]. A channel switching valve 53 is provided in the channel on the outlet side. The water passage switching valve 53 is switched to either the first cooling water circulation passage 51 or the second cooling water circulation passage 52 by a TCU (integrated controller) 66 according to heating or cooling.

The second cooling water circulation flow path 52 is provided in the gas engine 1 of the power unit A1, and the second cooling water circulation flow path 52 is provided with the second radiator 62 . The second radiator 62 is provided with a second fan 64 , and the second fan 64 provides passing air to the second radiator 62 . The second cooling water circulation flow path 52 only cools the gas engine 1 .

The first cooling water circulation flow path 51 is arranged between the power unit A1 side and the compressor unit A2 side. A first fan 63 is provided in close proximity to the . A capacitor 42 is arranged between the first radiator 61 and the first fan 63 . The first fan 63 supplies passing air to the first radiator 61 , and the passing air affects the temperature of the condenser 42 . And the temperature of the condenser 42 is adjusted by the first fan 63 .

On the compressor unit A2 side, the compressor 41 and the condenser 42 are incorporated in the refrigerant flow path 72, and the refrigerant flows through the compressor 41 and the condenser 42. As shown in FIG. The indoor unit 71 is incorporated in the refrigerant channel 72 . Thus, a cooling and heating system is configured by the compressor unit A2 as the outdoor unit A and the indoor unit 71 (see FIGS. 1 to 7).

Next, the cooling operation and the heating operation will be described with reference to FIGS. 2 to 7. FIG. First, the configuration of the cooling and heating system, the flow of refrigerant and engine cooling water, and the operation of the cooling and heating system will be described. A thick solid line in FIGS. 1 to 7 indicates a coolant channel (refrigerant pipe) 72 . Also, arrows attached to the refrigerant flow path 72 indicate the flow direction of the refrigerant during cooling and heating. A dashed line between the refrigerant flow path 72 and the TCU (total controller) 66 indicates a signal line of the TCU (total controller) 66 .

In the present invention, selection of either heating or cooling is directly performed by a command from the TCU (integrated controller) 66, and the command operates the water passage switching valve 53 on the power unit A1 side. Heating is performed by switching between the cooling water circulation channel 51 and the second cooling water circulation channel 52 and by switching the refrigerant channel 72 on the compressor unit A2 side between the main refrigerant channel switching valve 73m and the sub-refrigerant channel switching valve 73n. Switching between the cooling refrigerant flow path 72a and the cooling refrigerant flow path 72b is performed. The main refrigerant passage switching valve 73m switches the refrigerant passage 72 between the compressor 41 and the condenser 42, and the sub refrigerant passage switching valve 73n switches the refrigerant flow during heating in the refrigerant passage 72 on the indoor unit 71 side. It switches between the path 72a and the cooling refrigerant path 72b.

As shown in FIG. 14, the main refrigerant passage switching valve 73m and the sub-refrigerant passage switching valve 73n have substantially the same structure. The switching port 73c and the passage switching port 73a or the passage switching port 73c and the passage switching port 73b are communicated with each other. This rotation is performed by an actuator 73u based on a signal from a TCU (total controller) 66. FIG.

These switching positions by the TCU (total control unit) 66 determine whether the heating or cooling system operates as heating or cooling. A command from a TCU (total controller) 66 is sent to an ECU (engine control unit) 67 , and the ECU (engine control unit) 67 causes the starter 11 to start the gas engine 1 with the electric power of the battery 12 . An ECU (engine control unit) 67 controls operating variables such as ignition timing, air-fuel ratio, and throttle rotation of the gas engine 1 . Therefore, the throttle speed is adjusted so that the engine speed of the gas engine 1 is constant, and the fuel pressure regulator is controlled so that the air-fuel ratio becomes the stoichiometric air-fuel ratio.

The heating operation of the gas engine cooling/heating system of the present invention will be described with reference to FIGS. 2 to 4. FIG. First, although it depends on the area, the difference in temperature between the indoor and outdoor air in a general building is greater in winter than in summer. Therefore, an improvement in heating performance is desired. The present invention is characterized by regenerating part of the heat energy radiated into the cooling water of the gas engine 1 and the housing.

First, the flow path of the cooling water is switched to the first cooling water circulation flow path 51 by the water path switching valve 53 according to a command from the TCU (total controller) 66 (see FIG. 2). A refrigerant passage 72 between the main compressor 41 and the condenser 42 is switched to a passage corresponding to heating by a main refrigerant passage switching valve 73m, and is switched to a refrigerant passage during heating by a sub refrigerant passage switching valve 73n. 72a is selected, and the refrigerant flows through the heating refrigerant channel 72a and circulates through the refrigerant channel 72 (see FIGS. 2 to 4). The cooling water of the gas engine 1 flows through the first cooling water circulation flow path 51, passes through the radiator core 61a of the first radiator 61, is radiated to the atmosphere, is sucked by the cooling water pump 13, and flows into the water jacket of the gas engine 1. It has a mechanism for circulation.

Power from the gas engine 1 drives the DC generator 2 through the coupling 14 . Electric power generated by the DC generator 2 is supplied to the motor 3 through a controller 35 that controls the output of the motor 3 (see FIG. 15(A)). In addition, surplus electric power generated by the DC generator 2 generated by the output of the gas engine 1 can be supplied to the outside as AC power. Specifically, an inverter 65 is connected to the DC generator 2, and at the same time as power is supplied to the motor 3, the inverter 65 converts the power into a predetermined power (for example, 100 V, 50 Hz), which is externally used as an AC power source. (See FIGS. 1 to 8, etc.).

A specific example of the controller 35 is of the type that controls the current at the inlet or outlet of the motor 3 . In this embodiment, a high-current transistor 35t is used on the inlet side or the outlet side of the motor 3. FIG. FIG. 15B shows inlet side control, in which the controller 35 is provided on the inlet side of the motor 3 . FIG. 15C shows outlet side control, in which the controller 35 is provided on the outlet side of the motor 3 .

When increasing the output of the motor 3 by the control on the inlet side, a command is issued from the TCU (total controller) 66 to the controller 35, and the current flowing from the point b (base) to the point e (emitter) of the controller 35 is Give the command to increase. As a result, the current flowing through point c (collector), point b (base), and point e (emitter) of transistor 35t increases remarkably, the output of motor 3 increases, and the heating or cooling capacity increases. Outlet side control has substantially the same effect as inlet side control, so please refer to inlet side control.

The engine cooling water flows through the core 61a of the first radiator 61 in the first cooling water circulation flow path 51 and radiates heat in the first radiator 61 (see FIGS. 3 and 4). As shown in FIGS. 3 and 4, the high-temperature, high-pressure refrigerant gas from the compressor 41 exits from the upper side of the compressor 41 and returns to the lower side.

The high-temperature/high-pressure gaseous refrigerant is switched to the side of the closed heating refrigerant passage 72a by switching the auxiliary refrigerant passage switching valve 73n so that the refrigerant flows through the heating refrigerant passage 72a. At this time, the coolant cannot pass through the cooling-time coolant channel 72 b of the coolant channel 72 . As shown in FIGS. 2 to 4, in the heating refrigerant passage 72a, the refrigerant flows in the direction of the arrows shown in the refrigerant passage 72, passes through the sub-refrigerant passage switching valve 73n, and flows through the core 71a of each indoor unit 71. It passes through and emits heat into the room (see Figures 2 and 3).

At this time, both the gas temperature and pressure of the refrigerant are high until it reaches the expansion valves 71b, and after passing through the expansion valves 71b, the temperature and pressure drop, and naturally the temperature becomes lower than the outside air temperature. Then, it enters the suction port (lower side) of the condenser 42 through the refrigerant flow path 72 as indicated by the arrow. Heat is received here and sucked from the lower side of the compressor 41 via the main refrigerant passage switching valve 73m. Refrigerant is also sucked from the lower side of the compressor 41 during cooling.

Here, the first fan 63 rotates in the direction of sucking outside air into the general housing 9 according to a command from the TCU (general controller) 66 (see FIGS. 2 to 4). Air entering from the outside of the general housing 9 passes through the radiator core 61a of the first radiator 61 as passing air, and the heated passing air passes through the condenser 42 to warm the condenser 42. The refrigerant in 42 can be given more heat than if it were superheated by outside air alone (see FIGS. 2 and 3). The refrigerant warmed in the condenser 42 flows back to the suction (inlet) side of the compressor 41 through the main refrigerant passage switching valve 73m. When the refrigerant gas is compressed by the compressor 41, the temperature of the refrigerant gas rises to a higher temperature to achieve a heating effect. Heating performance will be improved.

Furthermore, here, by rotating the second fan 64 on the power unit A1 side in the direction in which the passing air flows from the inside to the outside of the general housing 9 and is discharged, the amount of air passing through the condenser 42 together with the first fan 63 is Since it further increases, the heating effect becomes even greater [see FIG. 10(B)]. During heating, the water passage switching valve 53 is used to switch the engine cooling water as described above, and all the engine cooling water flows through the radiator core 61a of the first radiator 61, so the radiator core 62a of the second radiator 62 does not function. The passing air from the first fan 63 and the second fan 64 does not hinder the cooling of the gas engine 1 .

Here, it will be explained that raising the refrigerant gas temperature on the inlet side of the compressor 41 contributes to the rise in the temperature on the outlet side. According to the laws of thermodynamics, when the compressor 41 compresses a gas with a volume Vin on the inlet side to Vout (Vin/Vout), the gas temperature before compression (at the inlet) is TinK (Kelvin), and the temperature after compression (at the outlet) is If the temperature is ToutK, then:

This value 'n' is unique to the gas, sometimes the letter 'κ (kappa)' is used for adiabatic compression. For example, the monatomic molecule helium is 1.66, and the diatomic molecule air is 1.4. The larger the number of atoms that make up the molecule, the smaller it becomes. In the case of isothermal compression, n=1 regardless of the type of gas. In the following, the n of the refrigerant gas is assumed to be 1.07.

Assume that the volume is compressed to 1/20 by the compressor 41 . Let Tin be a temperature of 5°C (278K), which is close to the limit at which the heat pump can operate, and compare it with the outlet temperature Tout when heated to 30°C (303K) as in the present invention.

このように暖房に使える熱源の温度は３２°Ｃの差が出る。なお、Ｖin／Ｖoutが大きい程、この差は大きくなる。

In this way, there is a difference of 32°C in the temperature of the heat source that can be used for heating. This difference increases as Vin/Vout increases.

Next, the cooling operation will be described with reference to FIGS. 5 to 7. FIG. During cooling, the water passage switching valve 53 selects the second cooling water circulation flow path 52 and the cooling water does not flow through the first cooling water circulation flow path 51 . That is, when the second cooling water circulation passage 52 is selected by the water passage switching valve 53 during cooling, the cooling water flows in and around the gas engine 1 and only cools the gas engine 1 .

In addition, the refrigerant passage 72 between the main compressor 41 and the condenser 42 is switched by the main refrigerant passage switching valve 73m to the passage corresponding to cooling, and the auxiliary refrigerant passage switching valve 73n switches to the refrigerant passage for cooling. The flow path 72b is selected, and the refrigerant flows through the cooling-time refrigerant flow path 72b and circulates through the refrigerant flow path 72 (see FIGS. 5 to 7). A compressor 41 driven by a motor 3 compresses a gaseous refrigerant (which may contain a small amount of liquid) and turns the refrigerant into a high-temperature gas, which is then transferred to the main body at the switching position as shown in FIGS. It enters the condenser 42 through the refrigerant passage switching valve 73m. Here, the refrigerant dissipates heat and becomes liquid (including gaseous), and when it passes through the expansion valve 71b of the indoor unit 71, it evaporates and expands, the temperature drops greatly, and the core 71a takes heat from the indoor air. Lower the air temperature.

The gaseous refrigerant expanded in the indoor unit 71 returns to the suction side of the compressor 41 through the cooling refrigerant passage 72b selected by the auxiliary refrigerant passage switching valve 73n (see FIGS. 5 to 7). Thus, during cooling, the first cooling water circulation flow path 51 is blocked by the water passage switching valve 53 and the cooling water does not flow through the first cooling water circulation flow path 51 . Therefore, the cooling water does not pass through the first radiator 61 and does not warm the condenser 42 and the refrigerant in the condenser 42 . In addition, the second fan 64, which can rotate forward and backward, can cool the first radiator 61 if it is rotated so as to draw in outside air, thereby increasing the amount of air passing through the radiator core 61a. is advantageous.

In FIGS. 1A, 2 and 5, the power unit A1 and the compressor unit A2 are housed in one integrated housing 9 to form an outdoor unit A. As shown in FIG. On the other hand, there is an embodiment in which the general housing 9 is divided into two housings, a first housing 91 and a second housing 92 (see FIG. 8). The first housing 91 includes a gas engine 1, a direct current generator 2, a TCU (total controller) 66, an ECU (engine control unit) 67, a second cooling water circulation flow path 52, a second radiator 62, which constitute the power unit A1. , houses the power supply system including the second fan 64 . The second housing 92 accommodates the motor 3, the controller 35, the compressor 41, the condenser 42, the first radiator 61 and the first fan 63 which constitute the compressor unit A2. The first housing 91 and the second housing 92 are connected only by the first cooling water circulation flow path 51, the signal line, and the cable for transmitting the power generated by the DC generator 2. A coolant channel (refrigerant pipe) 72 is provided only in the second housing 92 .

In this way, the power unit A1 and the compressor unit A2 are separated and housed in the first housing 91 and the second housing 92, respectively, so that the gas engine 1 on the power unit A1 side has a surplus power and ample electric power. If so, it is possible to construct a configuration in which one power unit A1 is housed in the first housing 91 and a plurality of compressor units A2 housed in the second housing 92 are arranged in parallel and operated (see FIG. 9). ). This configuration has the following advantages.

In other words, it can be installed very efficiently as a cooling and heating system for a building with many rooms or a multi-story building. A first housing 91 having a power unit A1 is used as a main device, and this one power unit A1 is installed in a room such as a basement such as a main power room or machine room of a building (see FIG. 9). A plurality of second housings 92 of the compressor unit A2 are provided and arranged in parallel on each floor. Compressor units A2 grouped in these second housings 92 are installed on each floor, and each compressor unit A2 is in charge of a plurality of indoor units installed on each floor. The electric power generated by the power unit A1 can be extremely effectively used, and the air conditioning equipment can be made at low cost. Note that the first housing 91 may be installed outside the building.

Electric power is supplied to the outside by the inverter 65 of the power unit A1 of the first housing 91 (see FIG. 1). Specifically, the inverter 65 is a DC/AC (direct current/alternating current) inverter. Moreover, an inverter may be called a converter. The first housing 91 housing the power unit A1 is installed in the basement or the roof, and the second housing 92 housing the compressor unit A2 is arranged on each floor or each building. The refrigerant flow path (refrigerant piping) 72 from the housing 92 to each indoor unit 71 can be shortened, and the transfer of heat between the refrigerant and the atmosphere in this refrigerant flow path (refrigerant piping) 72 can be reduced to improve the air conditioning performance. can be improved.

Next, a specific example of the relationship between the thermal efficiency of the gas engine cooling and heating device and the total thermal efficiency of the heat pump system in the present invention will be described. A trial calculation is made assuming that the output of the gas engine 1 is 20 kW, the surplus power (supplied power to the outside) is 5 kW, and the power generation efficiency and the inverter efficiency are each 95%. Here, to simplify the explanation, it is assumed that less than 1 kW of power consumed by the electric fan in the housing and control is included in this 5 kW.

If the engine output is 20kw,
5.54kw (5kw x 1/0.95 x 1/0.95...external power supply)
14.46 kw (20 kw - 5.54 kw) ... heat pump power.

Of this power, the power that can be consumed by the DC motor 3 is 14.46 kW×0.95=13.74 kW, assuming that the efficiency of the motor controller 35 is 95%.
Since waste heat is recovered, a COP (coefficient of performance) of 5.5 or more can be secured even in the case of heating.
The heat energy that can be used for heating obtained with the above 13.74 kW of power is
13.74×5.5=75.57 kW.

Therefore, (heating heat energy) + (external power supply) - 80.57 kW
On the other hand, if the thermal efficiency of the engine is ηE, the energy Qf of the fuel is
Qf = 20kw/ηE
becomes.
Therefore, the total thermal efficiency ηT is
ηT = 80.57kw/(20kW/ηE) ≈ 4ηE (1)
becomes.

Pursuing rapid combustion and cooling loss to the limit, and making full use of the inertial intake/exhaust phenomenon, the thermal efficiency Achieved over 44%. Furthermore, if the normal engine speed is suppressed to 2400 rpm or less, the friction loss can be reduced to 7% or less, and the mechanical efficiency of the engine is 93% or more. Thus, the thermal efficiency of the engine is
ηE = 44 × 0.93 ≥ 40.92% (2)
becomes.

From equations (1) and (2), ηT≧4×0.4=1.6
That is, the overall thermal efficiency becomes 160%. If all the electric power generated by the DC generator 2 is used to drive the compressor 41, this system can achieve an overall thermal efficiency of 200% or more.

As described above, even if the three-way catalyst 16k is operated at the stoichiometric air-fuel ratio, the surface area of the combustion chamber is reduced as shown in FIG. At the same time, simultaneous ignition from two locations shortens the flame propagation distance, and the reflection of the flame raises the gas temperature of the unburned portion, increasing the propagation speed of the flame.

In the gas engine 1, the combustion chamber is symmetrical with respect to the center of the cylinder, the diameters of the intake valve 16a and the exhaust valve 16b are the same (almost the same), and the two spark plugs 16c are also symmetrically arranged. . These centers are on the circumference of half the cylinder diameter. Further, extensions of these centerlines intersect at a zero point on the centerline of the cylinder. The combustion chamber is a thin spherical shell with a radius R centered at the 0 point, and the ignition point and the head portions of the intake valve 16a and the exhaust valve 16b are substantially along the spherical shell.

The air-fuel ratio is a signal from an O2 sensor 16d attached to the exhaust system, and the pressure of the gaseous fuel supplied to the mixer 16f is adjusted by the fuel pressure regulator 16g so that the air-fuel ratio becomes the stoichiometric air-fuel ratio. An engine rotation sensor 16h installed near the flywheel 15 detects the rotation speed of the crankshaft 16s. Adjust the throttle opening so that it becomes (see FIG. 13). If the revs are high, move the throttle in the closing direction.

In order to reduce friction loss, the stroke is not long, but as shown in the figure, the cylinder diameter is made slightly longer, and high compression ratio (12 or more) is not pursued only by increasing the stroke. Realize with Engine speed, air-fuel ratio, ignition timing, engine start/stop, etc. are all controlled by an ECU (engine control unit) 67 . Torque fluctuations caused by the intake, compression, expansion, and exhaust strokes cause fluctuations in the engine speed. Even a slight variation (eg, 1/50) of this rotation speed impedes power generation efficiency. Therefore, a coupling 14 is interposed between the flywheel 15 and the DC generator 2 to smooth the vibration in the rotational direction.

Next, a structural example of the coupling 14 that connects the gas engine 1 and the DC generator 2 is shown. The coupling 14, as shown in FIG. 12, consists of a cushioning member 14a, two flanges 14b and a pin 14p. The flange 14b is a substantially Y-shaped member (see FIG. 12(C)), and spline hubs 14h as female splines are formed at intervals of 120 degrees along the circumferential direction at the center of the flange 14b. Three arm-shaped pieces 14c are radially arranged around the spline hub 14h, and a connecting hole 14d through which the pin 14p penetrates is formed at the tip of the arm-shaped piece 14c.

The cushioning member 14a has a substantially cylindrical shape and is made of an elastic material such as rubber or synthetic resin (see FIG. 12(D)). A through hole 14f is formed along the axial direction at the center of the diameter of the cushioning member 14a, and the spline hub 14h of the flange 14b is loosely inserted into the through hole 14f. Here, the loose insertion means that the spline hub 14h is inserted into the through hole 14f with a gap, and the spline hub 14h can move with some play in the through hole 14f. becomes a state. In addition, six tubular sleeves 14e are arranged at regular intervals (60 degrees) in the vicinity of the outer peripheral edge of the cushioning member 14a along the axial direction. The pin 14p is inserted through the sleeve 14e in a press-fitted state.

Flanges 14b are arranged on both ends of the cushioning member 14a in the axial direction so as to face each other. At this time, the arm-shaped pieces 14c of the two flanges 14b are arranged to be shifted by 60 degrees from each other without being in phase with each other. Three pins 14p are arranged at intervals of 120 degrees near the outer circumference of the spline hub 14h of each flange 14b. The buffer member 14a and the flange 14b are connected by being inserted into the sleeve 14e. In this way, the coupling 14 is used as a flange joint that is elastically deflectable along the axial direction.

On the other hand, to the flywheel 15 mounted on the gas engine 1, an adapter 15a having a male spline 15s at its center is fixed with bolts. Moreover, the DC generator 2 is provided with a male spline 2s. The splines 15s of the flywheel 15 and the splines 2s of the DC generator 2 are inserted into the spline hubs 14h on both sides of the coupling 14 in the axial direction, so that the gas engine 1 and the DC generator 2 are rotationally driven. It becomes a structure that can be done. The torque of the gas engine 1 is smoothed and transmitted to the DC generator 2 from the spline 2 s on the DC generator 2 side via the buffer member 14 a of the coupling 14 .
In the present invention, the gaseous refrigerant (including a very small portion of liquid refrigerant) that has just been pressurized by the compressor 41 is directly circulated without using an intermediate refrigerant such as water.

In the present invention, there is an embodiment in which the second fan 64 that sends the passing air to the second radiator 62 is configured to change the direction of the passing air to the second radiator 62 (see FIG. 11). In this embodiment, by rotating the propeller of the second fan 64 forward and backward, the direction of passing air to the second radiator 62 can be reversed. As a result, it is possible to prevent the power unit A from overheating and damaging the device during cooling in the summer.

Especially in the summer, the following situations are likely to occur. First, the output of the engine decreases due to the decrease in the density of the intake air. Next, in the case of a spark ignition engine, knocking may damage the engine. Next, the power generation efficiency is lowered due to overheating of the generator and the conversion efficiency of the inverter is lowered. The above-described inconveniences can be resolved by controlling the flow of air in the general housing 9 by rotating the second fan 64, which can rotate forward and backward, forward or reverse depending on the situation, as described above. It is possible to keep the environment inside the general housing 9 in good condition (see FIG. 10).

First, the temperature of the housing (general housing 9, first housing 91 or second housing 92) is detected, and when the temperature reaches 60°C, the TCU (general controller) 66 commands the second fan 64 to operate. The forward rotation is changed to the maximum reverse rotation, and outside air is introduced into the housing to cool the inside of the housing. In addition, the second fan 64 has a plurality of blades, and the blades have a flat blade central portion in the middle along the rotational direction, and blade end portions at both ends of the terminal at both ends of the blade central portion in the rotational direction. The angle of attack of both blade ends is the same and is set smaller than the angle of attack of the central portion of the blade .

The forward and reverse rotatable second fan 64 used in the gas engine cooling and heating system of the present invention will be described. In this second fan 64, an electric motor is used as a driving source so that forward and reverse rotation can be easily performed without using gears or the like. Conventional fan blades are cambered (eg, arcuate) to increase efficiency. When the fan is viewed from the front and rotated clockwise (positive direction), the efficiency is improved compared to a flat plate like a fan. However, in the case of reverse rotation, the problem is that the air volume becomes small.

On the other hand, in the second fan 64 shown in FIG. 11, when a flat plate is combined, the angle of attack (attack angle) is the same for both forward and reverse rotation, and the same air volume can be obtained regardless of forward or reverse rotation. Perfect for invention. Next, the action will be explained. Let the blades be a blade center portion 64a and blade end portions 64b and 64c. The blade center portion 64a at the center has the same attack angle of α+β in both forward and reverse rotation. In the case of forward rotation, the blade end portion 64c becomes the leading edge, and the angle of attack of this portion becomes α smaller than that of the blade center portion 64a by β, thereby softening the collision with the air. Reference numeral 64d in FIG. 11 denotes a fan motor that rotates blades.

In addition, although the blade end portion 64b serves as the trailing edge, the angle is smaller than that of the blade central portion 64a, thereby reducing the vortex generated on the rear surface. By folding in three stages in this way, the blade is closer to the camber blade than the fan type. In the case of reverse rotation, the blade end portion 64b becomes the leading edge and the blade end portion 64c becomes the trailing edge. The same air volume can be secured for reverse rotation. The direction in which the second fan 64 rotates in such a manner that the passing air is drawn from the outside of the general housing 9 to the inside of the general housing 9 is defined as the forward rotation direction. In addition, the direction in which the second fan 64 rotates in such a manner that the passing air is directed from the inside of the general housing 9 to the outside of the general housing 9 is defined as the reverse rotation direction.

The directions of rotation of the first fan 63 and the second fan 64 will be described for cooling, overheating, and heating. During cooling, overheating, and heating, the first fan 63 always rotates in the forward direction, and operates so as to draw the passing air from the outside of the general housing 9 to the inside of the general housing 9 . The second fan 64 has a structure capable of forward/reverse rotation. During cooling, as shown in FIG. 10A, passing air flows in one direction from the first radiator 61 side to the second radiator 62 side in the general housing 9 . The second fan 64 rotates in the reverse direction, and acts to blow the passing air from the inside of the general housing 9 to the outside of the general housing 9 . Since it is during cooling, cooling water does not circulate through the first cooling water circulation flow path 51 and the first radiator 61 .

At the time of overheating, as shown in FIG. 10(B), strong ventilation is required inside the general housing 9 . Therefore, the first fan 63 and the second fan 64 introduce passing air into the general housing 9 for ventilation. Both the first fan 63 and the second fan 64 rotate strongly forward. At this time, cooling water is not circulated through the first cooling water circulation flow path 51 and the first radiator 61 .

During heating, as shown in FIG. 10(C), a strong passing air is made to flow from the first radiator 61 side to the second radiator 62 side in the general housing 9 . The second fan 64 is rotated in reverse or stopped. Since it is during heating, cooling water is circulating through the first cooling water circulation flow path 51 and the first radiator 61 .

In the above description, the motor 3 has been described as a DC motor. Next, an embodiment in which an AC motor 3A is used as the motor 3 will be described with reference to FIGS. 16 to 18. FIG. In this embodiment, an AC generator 2A is used instead of the DC generator 2, and the AC motor 3A is used as the motor 3 as described above (see FIGS. 16 to 18). The configuration and arrangement of equipment such as the gas engine 1, the first cooling water circulation flow path 51, the second cooling water circulation flow path 52, the compressor 41, the condenser 42, etc., and the functions of the cooling water and refrigerant during heating and cooling have been described above. Since the configuration of the embodiment using the DC generator 2 and the DC motor 3 and the function of cooling water and refrigerant during heating and cooling are the same, please refer to FIGS. 2 to 7. FIG. In this embodiment, the alternator 2A sends alternating current to the controller 35A for alternating current by means of the gas engine 1 .

The AC controller 35A is different from that corresponding to the DC motor 3, and the controller corresponding to the AC motor 3A will be described. The controller 35A has a rectifier 35a. The rectifier 35a has the role of adjusting the basic frequency to be suitable for the AC motor 3A when the current is sent from the AC generator 2A to the AC motor 3A (see FIG. 18).

Furthermore, this fundamental frequency must be amplified in order to drive the AC motor 3A. Therefore, the alternating current of the basic frequency is sent to the large-capacity transistor 35t, and an alternating current signal to be amplified to the drive frequency required for the operation of the alternating current motor 3A is sent to the transistor 35t by a command from the TCU (integrated controller) 66 [ See FIG. 18(B)].

The transistor 35t amplifies the fundamental frequency generated by the rectifier to a driving frequency necessary for rotationally driving the AC motor 3A, thereby driving the AC motor 3A. The cooling and heating capacity can be increased by increasing the rotation speed of the AC motor 3A with a drive frequency that is increased in amplification amount with respect to the fundamental frequency by a command from the TCU (total controller) 66 .

In addition, by instructing the TCU (total controller) 66 to reduce the amount of amplification of the fundamental frequency and set it to the drive frequency, the cooling/heating capacity can be lowered, and energy can be saved. Specifically, when increasing the output of the AC motor 3A, a command is issued from the TCU (total controller) 66 to the controller 35, and the current flowing from the point b (base) to the point e (emitter) of the controller 35 is Give the command to increase. As a result, the current flowing through point c (collector), point b (base), and point e (emitter) of transistor 35t increases remarkably, the output of AC motor 3A increases, and the heating or cooling capacity increases. .

In the embodiment of the cooling and heating system using the AC generator 2A and the AC motor 3A, the inverter 65 is an AC-AC inverter [see FIG. 18(A)]. The inverter 65 (AC-AC inverter) has the role of stabilizing the high-voltage AC current generated by the AC generator 2A and adjusting it so that it can be used as a general AC power supply.

FIG. 19 shows an embodiment in which an AC generator 2A is used as the generator and a DC motor is used as the motor 3. In FIG. In this embodiment, the AC power generated by the AC generator 2A is converted into DC by the controller 35 and sent to the DC motor 3 .

A1...Power unit, A2...Compressor unit, 1...Gas engine,
2...DC generator, 2A...AC generator, 3...Motor, 3A...AC motor,
41... Compressor, 42... Condenser, 51... First cooling water circulation flow path,
52... Second cooling water circulation flow path, 53... Water channel switching valve, 61... First radiator,
62...Second radiator, 63...First fan, 64...Second fan,
66... TCU (total controller), 67... ECU (engine control unit),
9 -- General housing, 91 -- First housing, 92 -- Second housing.

Claims (8)

A gas engine, a first cooling water circulation passage and a second cooling water circulation passage in which cooling water of the gas engine circulates, a first radiator provided in the first cooling water circulation passage, and the second cooling water circulation flow a second radiator provided in the passage, a passage switching valve for circulating cooling water through either the first cooling water circulation passage or the second cooling water circulation passage, and a DC generator driven by the gas engine. a motor driven by the DC generator, a compressor driven by the motor to compress the refrigerant, a condenser to exchange heat with the refrigerant, a first fan provided on the side of the first radiator, and the second radiator Equipped with an outdoor unit equipped with a second fan provided on the side,
During heating, cooling water is circulated through the first cooling water circulation passage by the water passage switching valve, and high-temperature passing air is sent from the first radiator, which becomes hot, to the condenser by the first fan, and is compressed by the compressor. By circulating the refrigerant in the indoor unit,
At the time of cooling, the water passage switching valve is configured to flow the cooling water to the second cooling water circulation passage ,
A gas engine cooling and heating apparatus characterized in that the surplus electric power generated by the direct current generator generated by the output of the gas engine is supplied to the outside as an alternating current power supply. 2. The gas engine cooling/heating system according to claim 1, wherein said second fan can change the direction of passing air to said second radiator. 3. The gas engine cooling and heating device according to claim 2, wherein the second fan has a plurality of blades, and each blade has a flat plate in the middle along the rotation direction and a blade central portion that is inclined along the rotation direction. and blade ends inclined along the rotational direction are formed at both ends of the central portion of the blade in the rotational direction, and the angle of attack of both the blade end portions is the same and is set smaller than the angle of attack of the central portion of the blade. A gas engine cooling and heating device characterized by: 3. The gas engine cooling and heating device according to claim 1, wherein an ECU and a TCU are provided, and an assembly of the gas engine, the ECU, and the DC generator is housed in the first housing as a power unit, and the An assembly of the motor, the compressor, the capacitor, the first radiator, and the first fan is housed in a second housing as a compressor unit, and the first housing and the second housing A gas engine cooling and heating device characterized in that the first cooling water circulation flow path is continuously provided between the gas engine and the body. 5. The gas engine cooling/heating device according to claim 4, wherein one of the first housings is provided, and the second housings are arranged in parallel via the first cooling water circulation flow path. Air conditioner. 5. The gas engine cooling and heating device according to claim 4, wherein one of the first housings is provided, the second housings are arranged in parallel via the first cooling water circulation flow path, and each of the second housings is A gas engine cooling and heating device comprising a plurality of indoor units arranged in parallel via a refrigerant circulation path. 3. The gas engine cooling and heating device according to claim 1, wherein the motor is a direct current motor, and a controller for supplying proper electric power is provided between the direct current generator and the motor. Gas engine air conditioning system. 3. The gas engine cooling and heating system according to claim 1, wherein said motor is an AC motor.

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