KR100790378B1 - Engine remodeling refrigerant compressor and cooling and heating device having same - Google Patents

Abstract

An object of the present invention is to provide an inexpensive and large-capacity engine remodeling refrigerant compressor adapted from a four-stroke internal combustion engine and a cooling and heating device having the same. The engine remodeling refrigerant compressor includes a refrigerant compression unit, a housing formed to receive the refrigerant compression unit, a housing cover hermetically coupled to the housing, and a valve assembly disposed between the refrigerant compression unit and the housing cover to act on the suction and discharge of the refrigerant. And driving means for driving the refrigerant compression unit. The refrigerant compression unit is obtained by retrofitting a four-stroke internal combustion engine, and includes a cylinder block in which a cylinder is formed, a piston disposed in the cylinder block, a crank shaft for converting rotational motion into a reciprocating motion of the piston, and connecting the piston and the crank shaft. With a rod. Since the refrigerant compressor is formed by remodeling from a four-stroke internal combustion engine, an inexpensive and large capacity refrigerant compressor can be provided. The drive means for driving the refrigerant compression unit includes an internal combustion engine or an electric motor. The air conditioning and heating apparatus including the engine remodeling refrigerant compressor has a low initial installation cost, and thus can be easily spread to farmhouse greenhouses.

4-stroke internal combustion engine, piston, reciprocating, refrigerant compressor, heat pump

Description

Refrigerant compressor remodeled from four-stroke cycle internal combustion engine and apparatus for heating and cooling comprising the same}

1 is a partially cutaway front view showing a compressor portion of a refrigerant compressor according to the present invention.

2A and 2B are schematic perspective and plan views, respectively, of a refrigerant compression unit.

3A to 3C are left side, right side and top views of the housing, respectively.

3D is a plan view of a buffer gasket interposed between the housing and the refrigerant compression unit.

3E is a partial cross-sectional view illustrating a coupling configuration of the housing and the refrigerant compression unit.

4A to 4C are side, top and bottom views of the housing cover, respectively.

5A and 5B are a plan view and a sectional view of the valve assembly, respectively.

5C is a partial perspective view of the suction valve.

6A and 6B are top views of the gaskets.

7 is a cross-sectional view of the upper portion of the compressor portion of the refrigerant compressor.

8A to 8C are views illustrating driving means of the refrigerant compression unit.

9 is a schematic diagram showing a detailed configuration of an internal combustion engine employed as a drive means.

10 is a partially cutaway front view of the compressor portion of the refrigerant compressor with piping.

11 is a cross-sectional view of the flow control valve.

12 is a circuit diagram of a solenoid valve.

13 is a system diagram showing a heating mode operation of the air conditioner according to the present invention.

14 is a system diagram showing the cooling mode operation of the air conditioner according to the present invention.

15 is a schematic diagram of a heating and cooling device to which a flow switch and sensors are added.

Fig. 16 is a circuit diagram for installing a flow switch and a temperature switch in a start switch.

17 is a block diagram showing the operation control means of the air conditioning and heating device.

<Explanation of symbols for the main parts of the drawings>

100: refrigerant compressor 110: refrigerant compressor

111: cylinder block 112: crankcase

113: piston 114: crankshaft

116: crank chamber 121: housing body

122: oil receiving part 126: pressure sensor

131: cover body 131a, 131b: partition wall

133a, 133b: refrigerant suction chamber 134: refrigerant discharge chamber

140: valve assembly 142: suction valve

143: discharge valve 151, 152: gasket

153: mechanical seal 163: compact hermetic compressor

164: flow control valve

The present invention relates to a refrigerant compressor, and more particularly, to a large capacity refrigerant compressor adapted from a four-stroke internal combustion engine. The present invention also relates to a cooling and heating device having such a refrigerant compressor.

The majority of buildings, homes and greenhouses now use oil or electricity as energy sources for indoor heating. For example, in greenhouses for crop cultivation, fossil fuels such as diesel oil or bunker seed oil are heated for crops that require a high temperature environment, and groundwater of about 12 to 18 ° C is drawn for crops that require a low temperature environment. It is heating up the inside of the greenhouse.

Greenhouse heating using groundwater is done by a so-called water heating system. However, in the case of a 1000-pyeong greenhouse, for example, 15 to 25 tons of groundwater per hour is used for heating water, which can lead to exhaustion of groundwater. In addition, the greenhouse heating can be performed using oil or electricity instead of groundwater, but this increases the production cost of agricultural products, thereby degrading farmhouse competitiveness.

As an alternative to greenhouse heating, a method of performing greenhouse heating using a heat pump using natural heat as an energy source has recently been introduced. Since the heat pump can be operated for cooling in summer, it is possible to cultivate crops even in the cold season, thereby ensuring scientific farming through environmental control necessary for the growth of crops.

However, in the case of adopting a heat pump for cooling and heating in a greenhouse of a farmhouse, the refrigerant compressor provided in the heat pump is essentially required to have a large capacity, and such a large capacity refrigerant compressor is currently dependent on the total amount of imports, and thus the heat pump installation cost is high. In addition, a large amount of power is required to drive a large-capacity refrigerant compressor, and in particular, if all greenhouses in Korea drive large-capacity refrigerant compressors with electricity, additional power plants or additional transmission and distribution facilities are required, thereby degrading farm competitiveness. Becomes In adopting a heating and cooling heat pump in a farmhouse greenhouse, there is a problem that it is difficult to easily spread to a farmhouse greenhouse because the initial installation cost is high and the operating cost is excessive.

The present invention was devised to solve the above problems, and an object of the present invention is to provide a low-cost and large-capacity refrigerant compressor modified from a four-stroke internal combustion engine.

Another object of the present invention is to provide a large-capacity refrigerant compressor without fear of leakage of the refrigerant.

It is another object of the present invention to provide a heating and cooling device having a refrigerant compressor adapted from a four-stroke internal combustion engine.

It is still another object of the present invention to provide a cooling and heating device having a refrigerant compressor adapted from a four-stroke internal combustion engine and an internal combustion engine as its driving means.

Still another object of the present invention is to provide a heating and cooling device which is automatically stopped when an abnormality occurs and which is capable of controlling operation and including an engine-type refrigerant compressor.

In order to achieve the above object and other objects, the engine remodeling refrigerant compressor of the present invention, a cylinder block formed with at least one cylinder, a crankcase coupled to the cylinder block, a piston disposed in the cylinder, and a crank A refrigerant compression unit having a crank shaft disposed in the case, and a connecting rod for connecting the crank shaft and the piston; A housing accommodating a refrigerant compressing portion and having a fixing member for fixing a lower portion of the crankcase to the bottom; A valve plate disposed on an upper surface of the cylinder block and formed through the suction valve seat and the discharge valve seat in a portion facing the cylinder, an intake valve opening from the intake valve seat to the inside of the cylinder, and opening out of the cylinder from the discharge valve seat. A valve assembly having a discharge valve; The valve assembly is hermetically fixed to the upper surface of the cylinder block and coupled to the housing, and the first partition wall formed along the longitudinal direction of the cylinder block, and the refrigerant suction chamber and the discharge valve seat section which are partitioned by the first partition wall and open to the suction valve seat. A housing cover having an open refrigerant discharge chamber, a refrigerant suction opening communicating with the refrigerant suction chamber, a refrigerant discharge opening communicating with the refrigerant discharge chamber, a refrigerant suction pipe coupled to the refrigerant suction opening, and a refrigerant discharge pipe coupled to the refrigerant discharge opening; Drive means disposed outside the housing to rotate the crankshaft; And a refrigerant discharge means for discharging the refrigerant leaked into the housing to the refrigerant suction opening to lower the pressure in the housing.

Cylinder blocks, crankcases, pistons, crankshafts and connecting rods are obtained from four-stroke internal combustion engines.

The crankcase has a plurality of fixing holes formed by removing the oil cover installed on the lower part of the crankcase in the four-stroke internal combustion engine along the lower edge, and the fixing member is composed of a conical boss corresponding to the fixing hole. The boss is inserted into the boss so that the refrigerant compression portion is fixed inside the housing.

Preferably, a cushioning member is interposed between the crankcase lower part and the housing.

The housing has an oil receptacle under the crankcase that corresponds to the shape of the oil cover removed from the bottom of the crankcase of the four-stroke internal combustion engine.

The cylinder block has two coolant through holes facing the cylinder block in the longitudinal direction on the upper surface, and an oil discharge hole formed through the cylinder block in the vicinity of the cylinder where the intake valve is disposed, and the two coolant passes through the four stroke internal combustion engine. Of the plurality of coolant through holes formed in the cylinder block of the formed by closing the remaining coolant through holes except for the two coolant through holes facing in the longitudinal direction of the cylinder block, the oil discharge hole is formed in the cylinder block of the four-stroke internal combustion engine The oil discharge hole is formed by closing the oil discharge hole of the oil discharge hole except for the oil discharge hole located on the side where the suction valve is placed.

The valve plate further includes an oil return port communicating with the oil discharge hole and extending in cross section toward the cylinder block, and an extension pipe extending from the suction valve seat to the refrigerant suction chamber.

The intake valve and the discharge valve each have a valve body that matches the respective valve seat, and an elastic support piece for supporting the valve body. The cylinder block has a groove communicating with the cylinder on the upper surface, the elastic support piece of the discharge valve is fixed to the valve plate, and the elastic support piece of the suction valve is fixed to the groove.

The refrigerant discharge means includes a small hermetic refrigerant compressor whose one end is in communication with the inside of the housing and the other end is connected to the refrigerant inlet, and a pressure sensor which is installed in the housing and senses the pressure in the housing to generate a signal for driving the hermetic refrigerant compressor. .

The cylinder block has a plurality of cylinders, and the housing cover is located between one of the cylinders and the other of the cylinders when the housing cover is placed on the cylinder block, and is formed at the same height as the first partition wall to form the refrigerant suction chamber with the first refrigerant suction chamber. It has a second partition wall for partitioning into the second refrigerant suction chamber, the refrigerant suction inlet comprises a first refrigerant suction inlet communicating with the first refrigerant suction chamber and a second refrigerant suction inlet communicating with the second refrigerant suction chamber, the refrigerant suction tube is the first refrigerant Coupled to the inlet, the refrigerant compressor further comprises a flow control valve positioned between the refrigerant suction pipe and the second refrigerant suction inlet for adjusting the flow rate of the refrigerant entering the second refrigerant suction chamber from the refrigerant suction pipe.

The flow rate control valve includes: a valve housing formed at a branch pipe connecting the refrigerant suction pipe and the second refrigerant suction port; A valve body disposed in the valve housing and moved to close the refrigerant flow in the branch pipe; A diaphragm coupled to one end of the valve body and the valve housing, wherein the space defined by the valve housing and the diaphragm communicates with the interior of the housing.

The engine remodeling refrigerant compressor further includes a solenoid valve installed in the refrigerant suction pipe and configured to be opened during operation of the refrigerant compressor and closed when stopped.

The drive means and the crankshaft are coupled to each other through an extension drive shaft disposed through the housing, and the engine remodelable refrigerant compressor further includes a mechanical seal disposed to surround the extension drive shaft in the housing.

The drive means may be a four stroke internal combustion engine for a vehicle. The solenoid valve is connected to the start switch provided in the internal combustion engine, and is configured to be opened by the on of the start switch and closed by the off.

According to another aspect of the invention, the heat source portion having a tube flowing constant temperature material; An air-conditioning unit having a tube through which a heat transfer material circulates and air-conditioning is performed; The above-described engine modified refrigerant compressor; An evaporator connected to the refrigerant inlet of the refrigerant compressor; A condenser connected to the refrigerant discharge port of the refrigerant compressor; An expansion valve disposed between the condenser and the evaporator; A first heat exchanger having a first heat exchanger for exchanging heat with the heat source unit, and a first circulation water pipe configured to circulate water through the first heat exchanger; A second heat exchanger having a second heat exchanger for heat-exchanging with the air-conditioning unit, and a second circulation water pipe configured to circulate water through the second heat exchanger; In the heating operation, the first circulating water pipe passes through the evaporator, the second circulating water pipe passes through the condenser, and in the cooling operation, the first circulating water pipe passes through the condenser and the second circulating water pipe passes through the evaporator. Is provided.

The constant temperature material is preferably groundwater.

The first circulating water pipe is connected to the cooling water through hole of the refrigerant compression unit.

The water circulating in the first heat exchange part and the second heat exchange part preferably includes an antifreeze.

The driving means of the refrigerant compressor includes a four-stroke internal combustion engine for a vehicle.

The internal combustion engine has a cooling water circulation system including a radiator, and the second circulation water pipe has a first connection pipe connected to the radiator inlet side of the cooling water circulation system and a second connection pipe connected to the radiator outlet side of the cooling water circulation system. And a bypass pipe connecting the first connection pipe and the second connection pipe, wherein the second heat exchanger further includes a first valve provided in the bypass pipe and a second valve provided in the second connection pipe, The first valve is closed and the second valve is opened in the heating operation, and the first valve is opened and the second valve is closed in the cooling operation.

The internal combustion engine includes an automobile start switch, and the air conditioning unit further includes a flow switch installed in at least one of a tube of the heat source unit, a tube of the cooling and heating unit, a first circulation water pipe, and a second circulation water pipe to generate a signal according to the flow rate decrease. The flow switch is configured to be connected in series between a power supply and a start contact of an electric circuit constituting the vehicle start switch.

The heating and cooling device further includes an operation control means for increasing or decreasing the rotation speed of the internal combustion engine.

 The operation control means includes a sensor unit comprising an evaporator sensor for sensing the pressure and temperature of the refrigerant exiting the evaporator, a condenser sensor for sensing the pressure and temperature of the refrigerant entering the condenser, and a heating and cooling unit sensor for sensing the temperature of the cooling and heating unit; A throttle valve provided in the internal combustion engine; It is provided with a microcomputer configured to adjust the opening and closing degree of the throttle valve in response to a signal from the sensor unit. The sensor unit further includes a rotation speed detection sensor provided in the internal combustion engine and sensing the rotation speed of the internal combustion engine, and the microcomputer is configured to adjust the opening and closing degree of the throttle valve by receiving a signal from the rotation speed detection sensor.

Hereinafter, with reference to the accompanying drawings will be described in detail with respect to the refrigerant compressor and the heating and cooling device according to the present invention.

1 is a partially cutaway side view of a portion of a large-capacity engine remodelable refrigerant compressor 100 (hereinafter, simply referred to as "refrigerant compressor 100") according to a preferred embodiment of the present invention. The refrigerant compressor 100 includes a compressor portion for sucking and compressing a refrigerant and a driving means for driving the compressor portion. In FIG. 1, the compressor portion of the refrigerant compressor 100 is illustrated, and the piping configuration attached thereto is It is omitted.

Referring to FIG. 1, the refrigerant compressor 100 is hermetically compressed to a refrigerant compression unit 110 that is responsible for compressing a refrigerant, a housing 120 that accommodates and fixes the refrigerant compression unit 110, and a housing 120. The housing cover 130 is coupled to each other, and the valve assembly 140 is disposed between the refrigerant compression unit 110 and the housing cover 130 to act on suction and discharge of the refrigerant.

2A is a schematic perspective view of the refrigerant compression unit 110, and FIG. 2B is a schematic plan view of the refrigerant compression unit 110. The refrigerant compressor 110 will be described with reference to FIGS. 1, 2A, and 2B.

The refrigerant compression unit 110 includes a cylinder block 111 having a cylinder 111a through which at least one or a plurality of refrigerants are sucked and compressed, and a crankcase coupled to the cylinder block 111 under the cylinder block 111 ( 112, a piston 113 reciprocally disposed in each cylinder 111a, and an external drive device (not shown), and may be connected to each other at an engagement portion of the cylinder block 111 and the crankcase 112. Crank shaft 114, the portion is supported, and connecting rod 115 for connecting the crank shaft 114 and the piston 113 to convert the rotation of the crank shaft to the reciprocating motion of the piston 113. The piston 113 is provided with a piston ring for ensuring the airtightness of the cylinder 111.

The refrigerant compressor 110 may be retrofitted from a four-stroke internal combustion engine. Preferably, the refrigerant compression unit 110 may be retrofitted from the used four-stroke internal combustion engine. More preferably, it can be adapted from a used water-cooled four-stroke internal combustion engine. As a four-stroke internal combustion engine that can be converted into the refrigerant compression unit 110, a four-stroke internal combustion engine of a gasoline or diesel for a vehicle of a passenger car or a truck, a small ship may be employed. Since the four-stroke internal combustion engine has a large displacement, the modified refrigerant compressor 110 may suck and compress a large amount of refrigerant, and the refrigerant compressor 100 may be implemented as a large-capacity engine modified refrigerant compressor.

For example, in a four-stroke internal combustion engine, power transmission parts such as transmissions, valves and valve operation parts installed on the side and top of the cylinder block, cylinder heads, parts necessary for ignition, and installed under the crankcase and for lubricating oil By removing the oil cover or the like, the refrigerant compression unit 110 shown in FIGS. 2A and 2B can be obtained.

When the cylinder head, the intake valve, the exhaust valve and the like are removed from the four-stroke internal combustion engine, a plurality of holes exist in the upper surface 111b of the cylinder block 111. These holes may be bolt fastening holes for coupling cylinder blocks and cylinder heads, cooling water through holes, oil drain holes for lubrication of intake and exhaust valves, and the like. The hole is appropriately processed to form the upper surface 111b of the cylinder block 111 of the refrigerant compression unit 110.

The bolt fastening hole for the engagement of the cylinder head is left as it is, and this bolt fastening hole is indicated by reference numeral 111c in FIGS. 2A and 2B.

Cooling water through the hole is closed, leaving only two facing in the longitudinal direction of the cylinder block (111). The cooling water through hole thus formed is indicated by reference numeral 111d in FIGS. 2A and 2B. The coolant outflow pipe 111e is coupled to the coolant through hole 111d through the housing cover 130 and the valve assembly 140. A separate cooling water circulation system is provided in the cooling water inflow pipe 111e or connected to a circulation water system of a cooling and heating apparatus to be described later, thereby realizing cooling of the refrigerant compression unit 110.

The oil discharge hole is formed for the lubrication of the intake and exhaust valves in the four-stroke internal combustion engine, and opens through the cylinder block into the crankcase. In the case of the oil discharge hole, all are closed except the oil discharge hole located on the side where the valve for sucking the refrigerant is installed. The oil discharge hole thus formed is indicated by reference numeral 111f in FIGS. 2A and 2B.

In addition, a groove 111g for installing a refrigerant suction valve is formed on the outer circumference of each cylinder 111a on the upper surface 111b of the cylinder block 111.

An oil pump 117 is formed at one side of the refrigerant compression unit 110, in detail, at one end of the crank shaft 114. The oil pump 117 is a component remaining without being removed from the four-stroke internal combustion engine to be retrofitted. The other end of the refrigerant compression unit 110, in detail, the other end of the crank shaft is connected to the extension drive shaft 118 for connecting to the external drive means. The extension drive shaft 118 is bolted to the other end of the crankshaft at one end, and has a connector 118a at the other end for connection with an external driving means. The connector 118a may be a pulley or a universal joint having a V groove as shown.

3A to 3C are left side, right side and top views, respectively, of the housing 120, and FIG. 3D is a plan view of a cushioning gasket interposed between the housing and the refrigerant compression unit, and FIG. 3E is a coupling configuration of the housing and the refrigerant compression unit. Is a partial cross-sectional view. The housing 120 will be described with reference to FIGS. 1 and 3A to 3E.

The housing 120 accommodates the refrigerant compression unit 110 remodeled from the four-stroke internal combustion engine therein and is formed to maintain airtightness to prevent leakage of the refrigerant. The housing 120 may be made of cast iron or steel.

The housing 120 has a box-shaped housing body 121, an oil receiving portion 122 formed at the bottom of the housing body 121, and an edge extending portion extending to a predetermined width along the upper edge of the housing body 121. 123 is provided.

One wall of the housing body 121 is provided with a communication tube 124 for communicating with the interior of the housing 120. The operation of the communication tube 124 will be described later. The other side wall of the housing body 121 is coupled to the shaft means holder 125 for supporting the extension drive shaft 118 and receiving the shaft means 153.

The shaft rod means 153 is provided to prevent leakage in the housing 120 due to the installation of the extension drive shaft 118. The shaft means 153 is held by the shaft means holder 125 while surrounding the extension drive shaft 118. The shaft means 153 in this embodiment is composed of a mechanical seal.

A plurality of bosses 121a are formed at a bottom of the housing body 121 as a fixing member for fixing the refrigerant compression unit 110 to the housing 120. The boss 121a has a narrow truncated conical shape with a wide upper portion. The boss 121a may be simply formed in a circumferential form.

When constructing the above-described refrigerant compression unit 110 from the four-stroke internal combustion engine, if the oil cover (not shown) for accommodating the lubricating oil is removed from the lower part of the crankcase 112, the lower edge of the crankcase 112 A plurality of fixing holes 112a for fixing the oil cover are exposed. The number and position of the bosses 121a are equal to the number of fixing holes 112a formed along the lower edge of the crankcase 112 and the crankcase 112 may be installed at the bottom of the housing body 121. When it is formed to be inserted into the fixing hole (112a).

A buffer member 154 is interposed between the bottom of the housing body 121 and the crankcase 112. The shock absorbing member 154 is formed in accordance with the shape of the portion in contact with the bottom of the housing body 121 of the crankcase 112, as shown in Figure 3d, and has a through hole 154a through which the boss 121a passes. . A gasket may be employed as the shock absorbing member 154, and the shock absorbing member 154 accommodates the refrigerant compressing portion 110 inside the housing 120, and the processing cover when the housing cover 130 is assembled to the housing 120. It is formed to a suitable thickness to prevent damage caused by.

The oil receiving portion 122 formed convexly on the bottom of the housing body 121 forms a bottom portion of the housing 100, for example, is made of a semi-cylindrical shape, and is convex downward on one side on the cylindrical surface, and oil and oil filter ( It has a convex part 122a which forms the space for accommodating 117a. The oil receiving part 122 is preferably formed in the same shape as the oil cover removed from the crankcase of the four-stroke internal combustion engine that is converted into the refrigerant compression unit 110.

One side wall of the oil receiving part 122 penetrates the wall of the oil receiving part 122 and detects the pressure inside the crank chamber 116 and the transparent oil level gauge 126 for checking the amount of the internal oil. The pressure sensor 127 can be installed.

The pressure sensor 127 includes a general pressure sensor switch set to turn on the contact at a predetermined pressure. The pressure sensor 127 is configured to generate an electrical signal when the pressure inside the crank chamber 116 rises above a predetermined level. The pressure sensor 127 may be installed in the housing body 121.

In a typical four-stroke internal combustion engine, the engine oil filter used for engine lubrication is mainly exposed to the outside. When remodeling the refrigerant compressor 110, the engine oil filter 117a is installed inside the oil receiving portion 122a, and the discharge side of the oil pump 117, that is, the portion from which the oil filter is removed, is appropriately bypassed.

The edge extension part 123 functions as a part on which the housing cover 130 is seated. The edge extending part 123 is formed with a through hole 123a for fixing the housing cover 130. If the wall thickness of the housing body 121 is sufficient, the edge extension portion 123 may be omitted.

4A is a left side view of the housing cover 130, FIG. 4B is a plan view of the housing cover 130, and FIG. 4C is a bottom view of the housing cover 130. The housing cover 130 will be described with reference to FIGS. 1 and 4A to 4B.

The housing cover 130 is formed in correspondence with the shape of the upper surface 111b (see FIG. 2) of the cylinder block 111 and has a box-shaped cover body 131 having a space in which a coolant stays, and a cover body ( It is formed around the lower side of the 131 and includes a cover plate 132 for coupling the cover body 131 with the housing 120 and the refrigerant compression unit 110.

A plurality of bolt fastening holes 132a are formed along the circumference of the cover plate 132. The bolt fastening hole 132a is formed in a number and position corresponding to the bolt fastening hole 123a of the edge extension portion 113 of the housing, and inserts the bolt 123b through the bolt fastening holes 123a and 132a, By tightening to 123c, the housing cover 130 is coupled on the housing 120. In this case, a gasket 155 is interposed between the cover plate 132 and the edge extension portion 123 as a sealing material for sealing the inside of the housing 120.

The area A1 defined by the broken lines shown in FIGS. 4B and 4C corresponds to the planar shape of the upper surface 111b of the cylinder block. The cover plate 132 has a through hole 132b corresponding to the bolt fastening hole 111c (see FIGS. 2A and 2B) formed in the upper surface 111b of the cylinder block between the inside of the area A1 and the cover body 131. Is formed. The bolt fastening hole 111c is formed for the coupling of the cylinder block and the cylinder head in a four-stroke internal combustion engine, and the through hole 132b of the cover plate 132 is formed according to the number and position of the pre-formed bolt fastening hole 111c. do. Reference numeral 137 denotes a through hole through which the cooling water outflow pipe 111e described above passes.

The cover body 131 is placed above the cylinder block 111 of the refrigerant compression unit 110. The cover body 131 has an elongated hexahedral shape corresponding to the planar shape of the upper surface 111b of the cylinder block 111. The cover body 131 has a first partition 131a along the longitudinal direction of the cylinder block 111 therein. Preferably, the first partition 131a is formed to bisect the cover body 131 and is formed at the same height as the bottom surface of the cover body 131.

The interior of the cover body 131 may be partitioned into two first and second spaces 133 and 134 through which the refrigerant may stay by the first partition 131a. The first space 133 may act as a space in which the refrigerant to be sucked into the cylinder 111a (see FIGS. 1 and 2) resides. (Hereinafter, the first space 133 may be referred to as the “coolant suction chamber 133”). The second space 134 may serve as a space in which the refrigerant compressed and discharged by the piston 113 in the cylinder 111a resides (hereinafter, referred to as “a refrigerant discharge chamber”). (134) ”)

On the upper side of the cover body 131, a refrigerant suction port 135 communicating with the refrigerant suction chamber 133 and a refrigerant discharge port 136 communicating with the refrigerant discharge chamber 134 are formed. A refrigerant suction pipe (not shown) and a refrigerant discharge pipe (not shown) are respectively coupled to the refrigerant suction port 135 and the refrigerant discharge port 136.

The cover body 131 further includes a second partition 131b for partitioning the refrigerant suction chamber 133. The second partition 131b is formed perpendicular to the first partition 131a at the same height as the first partition 131a and includes a plurality of rows forming a row when the cover body 131 is positioned on the cylinder block 111. It is formed to be located between the cylinder located at the far end of the cylinder (111a) and the next cylinder. The refrigerant suction chamber 133 is partitioned into a first refrigerant suction chamber 133a and a second refrigerant suction chamber 133b by the second partition 131b, and the first refrigerant in each of the refrigerant suction chambers 133a and 133b. The suction port 135a and the second refrigerant suction port 135b are formed. A refrigerant suction pipe (not shown) is coupled to the first refrigerant suction opening 135a, and a pipe branched from the refrigerant suction pipe is coupled to the second refrigerant suction opening 135b. The operation of these second refrigerant suction chambers 133b and the second refrigerant suction ports 135b will be described later.

It has been described that the second partition 131b is formed between the cylinder located at the far end and the next cylinder among the plurality of cylinders 111a forming a row, but the present invention is not limited thereto. The second partition wall may be formed such that one of the plurality of cylinders forming a line is positioned between neighboring cylinders, in which case two second partition walls may be provided, and a second refrigerant suction opening may be formed accordingly.

A bolt fastening hole 131c is formed in the first partition 131a for coupling with the valve assembly 140, and a bolt fastening hole 131d is formed in the second partition 131b for coupling with the valve assembly 140. It is.

5A is a plan view of the valve assembly 140, FIG. 5B is a sectional view taken along the line A-A of FIG. 5A, and FIG. 5C is a partial perspective view of the intake valve. The valve assembly 140 will be described with reference to FIGS. 1 and 5A to 5C.

The valve assembly 140 includes a valve plate 141 disposed between an upper portion of the refrigerant compression unit 110 and a lower portion of the cover body 131, an intake valve 142 and a discharge valve coupled to and separated from the valve plate 141. 143.

The valve plate 141 is a plate member made of cast iron or steel. A through hole 141c is formed along the edge of the valve plate 141. The through holes 141c are formed in the same number as the bolt fastening holes 111c formed on the upper surface of the cylinder block 111 and are formed to match each other when the valve plate 141 is placed. Each of the regions A2 defined by the broken lines is a portion corresponding to each cylinder when the valve plate 141 is placed on the cylinder block 111. A through hole 141d having a screw for fastening the bolt is formed in the area A2, and the through hole 141d has a number and a number of bolt fastening holes 131c formed in the first partition wall 131a of the cover body 131. Corresponds in position. The through hole 141e corresponds to the bolt fastening hole 131d formed in the second partition 131b in the number and position. The through hole 141f and the through hole 141g respectively correspond to the coolant through hole 111d and the oil discharge hole 111f formed in the cylinder block 111 in number and positions.

The through hole 141g communicates with the oil discharge hole 111f of the cylinder block, and functions to discharge oil or liquid refrigerant, which may be accumulated at the bottom of the refrigerant suction chamber 134, into the crank chamber 116. The through hole 141g has, for example, an inverted funnel shape in which the cross-sectional area is enlarged from the top to the bottom of the valve plate 141, and the diameter of the through hole 141g is preferably about 1 mm at the top of the valve plate 141. Therefore, the refrigerant remaining in the refrigerant suction chamber 134 flows into the crank chamber 116 is suppressed.

The discharge valve 143 is provided on the upper surface of the valve plate 141, that is, the surface facing the refrigerant discharge chamber 134 of the cover body 131, and the lower surface of the valve plate 141, that is, the cylinder 111a, is provided. On the facing surface, the suction valve 142 is opened and closed on the valve plate 141, and the suction valve 142 is installed on the upper surface of the cylinder block 111.

The discharge valve 143 is a fixing pin or fixing bolt 143c for fixing the elastic support piece 143a and the support piece 143a for supporting the valve body 143a and the valve body 143a to the valve plate 141. It is provided.

The valve body 143a is shaped like a truncated cone, a hemisphere, or a disc and is made of high carbon alloy steel. The elastic support piece 143b is joined to the valve body 143a by welding or another method, and is formed to have flexibility with metal. Therefore, the valve body 143a can be coupled to or separated from the valve plate 141 by the support piece 143b fixed to the valve plate 141 via the fixing pin 143c.

Like the discharge valve 143, the suction valve 142 is provided with a valve body 142a, a support piece 142b, and a fixing pin or fixing bolt 142c. The fixing pin 142c is coupled to the groove 111g while the support piece 142b is fitted into the groove 111g formed on the upper surface 111b of the cylinder block 111, so that the suction valve 142 is connected to the cylinder block 111. ) Is installed on. In this case, the valve body 142a of the suction valve 142 is positioned to face the valve body 143a of the discharge valve. Similar to the discharge valve 143, the suction valve 142 may be installed on the valve plate 141, that is, on the lower surface of the valve plate 141.

The valve plate 141 has a suction valve seat 141a corresponding to the valve body 142a and a discharge valve seat corresponding to the valve body 143a so that the valve bodies 142a and 143a are coupled to the valve plate 141. 141b) is formed. The valve seats 141a and 141b are formed one by one in the region A2 and have a shape corresponding to the cross-sectional shape of the valve bodies 142a and 143a so that the valve bodies 142a and 143a are hermetically coupled. Although the inlet valve 142 and the discharge valve 143 are provided one by one in the region A2 corresponding to one cylinder, the configuration of the valve assembly 140 is not limited thereto. For example, two suction valves and one discharge valve may be configured in one area A2, and two suction valves and one discharge valve may be configured.

The valve plate 141 further includes an extension pipe 141h of a predetermined length extending upward along the edge of the suction valve seat 141a to the refrigerant suction chambers 133a and 133b. Since the extension pipe 141h extends a predetermined length from the upper surface of the valve plate 141, it is ensured that only the refrigerant is sucked into the cylinder 111a through the suction valve 141. In the process of circulating the refrigerant in the cooling and heating system provided with the refrigerant compressor 100, the refrigerant may be included in the refrigerant when the refrigerant passes through the cylinder 111a, and if the refrigerant does not evaporate smoothly, the liquid refrigerant is the refrigerant. It may flow into the suction chamber 134. In this case, the lubricating oil or the liquid refrigerant will accumulate at the bottom of the refrigerant suction chamber 134 and is prevented from being sucked into the cylinder 111a through the suction valve 142 by the extension pipe 141h. Lubricant or liquid refrigerant accumulated on the bottom of the refrigerant suction chamber 134 is discharged to the crank chamber 116 through the above-described through hole 141f and the oil recovery port 111f.

6A and 6B are plan views of gaskets disposed between the cylinder block 111, the valve assembly 140, and the cover body 131. The refrigerant compressor 100 of the present exemplary embodiment includes a gasket 151 disposed between the cylinder block 111 and the valve assembly 140, and a gasket 152 disposed between the valve assembly 140 and the cover body 131.

The gasket 151 is formed with a through hole 151a through which the bolt passes along the edge thereof, and communicates with the through hole 151b, the through hole 141f, and the oil return port 111f through which the cooling water outflow pipe 111e passes. It has a through hole 151c. The number and position of the through hole 151a, the through hole 151b, and the through hole 151c are the same as that of the bolt fastening hole 111c, the coolant water passing hole 111d, and the oil return hole 111f, respectively. The gasket 151 may be formed by processing the through hole 151b and the through hole 151c in a gasket disposed between the cylinder block and the cylinder head of the four-stroke internal combustion engine converted into the refrigerant compressor 110.

The gasket 152 is disposed between the valve assembly 140 and the cover body 131 to maintain the airtightness between the refrigerant suction chambers 133a and 133b and the refrigerant discharge chamber 134 and the housing cover 130 and the valve assembly ( 140) is responsible for maintaining confidentiality. For this purpose, the planar shape of the gasket 152 is formed corresponding to the lower planar shape of the cover body 131. The gasket 152 includes a through hole 152a corresponding to the bolt fastening hole 111c, a through hole 152b corresponding to the number and positions of the bolt fastening holes 131c formed in the first partition wall 131a, and a second partition wall. The bolt fastening hole 131d formed at 131b and the cooling water inlet and outlet have a through hole 152c corresponding in number and position.

7 is a cross-sectional view of the upper portion of the refrigerant compression part.

The gasket 152, the valve assembly 140, and the gasket 151 are disposed in the order below the cover body 131, and they are assembled to the cover body 131 using bolts. For example, the screw is fastened to the fastening hole 131d of the cover body 131 through the through hole 141e of the valve assembly 140 and the through hole 152c of the gasket 152, and the bolt is connected to the through hole of the valve assembly 140. The gasket 152 and the valve assembly 140 are attached to the cover body 131 by fastening to the bolt fastening hole 131c of the cover body 131 through the through hole 152b of the gasket 152. Subsequently, the gasket 151 is disposed on the cylinder block 111, the housing cover 130 is aligned with the edge extension 123 of the housing 120, and then the bolt is through-hole 132b of the cover plate 132. ), The through hole 152a of the gasket 152, the through hole 141c of the valve assembly, and the through hole 151a of the gasket 151 to the bolt fastening hole 111c of the cylinder block 111, and the cover plate ( 132 and the bolt extension part 123 are fastened to the bolt-nut to assemble the compressor part of the refrigerant compressor 100.

Referring to FIG. 7, when the piston 113 is lowered in the cylinder 111a, the pressure in the cylinder 111a is lowered, the suction valve 142 is opened and the discharge valve 143 is closed, and into the cylinder 111a. The refrigerant is sucked in from the refrigerant suction chamber 134. After the piston 113 is raised, the refrigerant is compressed and the pressure in the cylinder 111a is increased. Accordingly, the suction valve 142 is closed and the discharge valve 143 is opened. To be discharged.

At this time, in the suction of the refrigerant, since the refrigerant of low pressure stays in the refrigerant suction chamber 134, the rigidity of the support piece 142b of the suction valve 142 does not need to be set large. On the contrary, in the compression of the refrigerant and the discharge of the compressed refrigerant, the discharge valve 143 must be opened after the refrigerant in the cylinder 111a is compressed to some extent by the piston 113, so that the desired degree of compression of the refrigerant is achieved. In accordance with this, the rigidity of the support piece 143b of the discharge valve 143 is set.

8A to 8C illustrate a connection relationship between a driving means for driving the refrigerant compression unit 110 of the refrigerant compressor 100, the refrigerant compression unit 110, and the driving means.

The driving means employed in the refrigerant compressor 100 according to the present invention includes an electric motor or an internal combustion engine. When the internal combustion engine is employed as the drive means, a new or used product of a generator engine or a vehicle of a passenger car or truck, a gasoline or diesel internal combustion engine for a small ship may be employed as the drive means. The driving means 170 shown in FIGS. 8A and 8C represents an internal combustion engine, and the driving means 180 shown in FIG. 8B represents an electric motor.

8A and 8B, the internal combustion engine 170 and the electric motor 180 may be configured to drive the refrigerant compression unit 110 by belt transmission. In this case, the V-groove pulley 118d corresponding to the V-groove pulley 118a is installed on the drive shaft of these drive means 170 and 180, and can be rotated using the V belt 118c. In FIG. 8C, the internal combustion engine 170 may be configured to drive the refrigerant compression unit 110 by the universal joint 118b.

9 shows a vehicle internal combustion engine obtained from a passenger car or a truck as a driving means of the refrigerant compression unit 110.

When obtaining the internal combustion engine 170 to be employed as a drive means from a car or truck, it is possible to obtain parts necessary for the operation of the internal combustion engine 170 from the car or truck. For example, a fuel supply system 171 having a fuel tank 171a and a fuel pump 171b, an air supply system (not shown) that sucks air for combustion and supplies it to the internal combustion engine 170, an accelerator pedal of a car or a truck. Connected to the drive shaft of the throttle valve 172, the storage battery 173, the internal combustion engine 170 to open and close in accordance with the operation, the battery generator for charging power 174, the start switch 175, the radiator 176, the radiator The fan 177, the engine speedometer 178, and other electric parts may be provided in the internal combustion engine 170. In addition, by installing an additional alternator 174 'in parallel to the battery generator 174, it is possible to produce the electric power required for the electrical components provided in the refrigerant compressor 100 from the alternator 171'. For convenience of description, a wiring configuration for connecting electrical components such as a storage battery, a generator, a start switch, and a stepping motor is omitted in FIG. 9.

FIG. 10 is a view similar to that of FIG. 1, with a configuration to prevent pressure build up inside the housing 120 due to refrigerant leaking from the cylinder to the crank chamber 116 and from the crank chamber 116 into the housing 120. The compressor part of the refrigerant compressor 100 is shown.

Referring to FIG. 10, the refrigerant suction pipe 161 is coupled to the refrigerant suction port 135a, and the refrigerant discharge tube 162 is coupled to the refrigerant discharge port 136. The configuration for preventing the pressure rise inside the crank chamber 116 is configured to connect the crank chamber 116 (in detail, the housing 120) and the refrigerant suction pipe 161 with each other.

Since the piston 113 and the piston ring 113a (see FIG. 7) do not contact the cylinder 111a in a completely hermetic state, wear occurs on the wall of the piston ring 113a or the cylinder 111a, and thus the refrigerant compression unit The refrigerant compressed to high pressure at 110 may leak into the crank chamber 116. In particular, the engine remodeling refrigerant compressor, unlike the compressor dedicated to refrigerant compression, has a high risk of leakage because the airtightness of the crankcase is not completely maintained when the pressure is increased. Therefore, the high pressure refrigerant leaked into the crank chamber 116 may leak to the outside of the refrigerant compression unit 110 through a connection portion between the crank shaft and the extension drive shaft, between the crankcase 112 and the housing 120, and the like. . The high pressure refrigerant leaked from the refrigerant compression unit 110 stays between the refrigerant compression unit 110 and the housing 120, and the refrigerant whose pressure rises as the leakage increases is passed through the storage means 153 or the housing ( Between the 120 and the housing cover 130 may leak to the outside of the refrigerant compressor (100). Since the leakage of the coolant not only reduces the replenishment of the coolant but also reduces the efficiency of the coolant compressor and is harmful to the environment, it is necessary to maintain the pressure inside the housing 120 at a predetermined level or lower during operation of the coolant compressor 100 or at rest.

The refrigerant compressor 100 according to the present invention includes a refrigerant discharge means and a crank chamber decompression means for lowering the pressure inside the crank chamber 116 or the housing 120.

The refrigerant discharge means includes a small refrigerant compressor 163, a pressure sensor 127 for detecting a pressure inside the crank chamber 116, and a check valve installed between the discharge side of the small refrigerant compressor 163 and the refrigerant suction pipe 161 ( 165b).

The suction side of the small refrigerant compressor 163 is connected to the communication tube 124 and the discharge side is connected to the refrigerant suction tube 161 through the joint 167a via the check valve 165b. The operation of the small refrigerant compressor 163 is controlled by the pressure sensor 127. When the pressure sensor 127 detects that the pressure inside the crank chamber 116 or the housing 120 has risen above a certain level, the small refrigerant compressor 163 is activated to leak into the housing 120 and stay at a high pressure. The refrigerant is discharged from the inside of the housing 120. The refrigerant discharged from the housing 120 by the small refrigerant compressor 163 is supplied to the refrigerant suction pipe 161 through the check valve 165b.

The small refrigerant compressor 163 includes a small hermetic compressor that is electrically operated to suck and discharge the refrigerant and to compress the refrigerant. For example, when a conventional refrigerant such as R-22, R-410 or the like is used as the refrigerant used in the refrigerant compressor 100, the small hermetic compressor 163 is a small hermetic type for the refrigerant employed in the refrigerant compressor 100. Compressors can be employed.

The crank chamber decompression means reduces the amount of refrigerant sucked into the cylinder and lowers the pressure in the crank chamber 116. To this end, a flow control valve 164 is installed between the second refrigerant inlet 135b and the refrigerant inlet pipe 161.

The flow regulating valve 164 is open during the normal operation of the refrigerant compressor 100, and is configured to be closed by a certain amount when the pressure inside the housing 120 rises above a certain level. As described above, since the second refrigerant suction port 135b communicates with the second refrigerant suction chamber 133b and the second refrigerant suction chamber 133b is blocked from the first refrigerant suction chamber 133a, the second refrigerant suction chamber 135b is blocked. The cylinder 111a ′ corresponding to the suction chamber 133b may suck the refrigerant separately from the other cylinders. Therefore, when the opening degree of the flow regulating valve 164 is reduced, the amount of refrigerant sucked into the cylinder 111a 'communicating with the second refrigerant suction port 135b is reduced.

Flow control valve 164 is configured to be opened and closed in accordance with the internal pressure of the housing 120. 11 shows a flow control valve 164 configured to operate according to the internal pressure of the housing 120.

Referring to FIG. 11, the flow rate control valve 164 is configured to adjust the flow amount of the refrigerant flowing from the refrigerant suction pipe 161 to the second refrigerant suction chamber 133b. That is, a partition wall 164b is provided inside the pipe between the refrigerant suction pipe 161 and the second refrigerant suction port 135b, and a valve seat 164c on which the valve body 164a can be seated is provided. Formed. The valve body 164a is in the form of a poppet valve, and is moved up and down by the internal pressure of the housing 120 to adjust the flow amount of the refrigerant passing through the valve seat 164c of the partition wall.

The flow rate control valve 164 is formed on the pipe between the refrigerant suction pipe 161 and the second refrigerant suction port 135b and is formed by coupling the valve housing 164e on the seating portion 164d having an internal space. The diaphragm 164f is located between the valve housing 164e and the seating portion 164d. The diaphragm 164f is coupled to the other end of the valve body 164a. A connector 164h is formed to communicate with a space 164g defined by the seating portion 164d and the diaphragm 164f, and the connector 164h is connected to the communication tube 124. Therefore, the space 164g is filled with the refrigerant leaked into the housing 116.

The other end of the valve body 164a is supported by a spring 164i whose pressing force is adjusted by a screw 164j fastened to the valve housing 164e.

When the pressure of the leaking refrigerant remaining in the housing 120 rises, the pressure of the refrigerant filled in the space 164g increases, and the diaphragm 164f expands accordingly. Then, since the valve body 164a is lifted upward to gradually block the valve seat 164c, the flow amount of the refrigerant from the refrigerant suction pipe 161 to the second refrigerant suction chamber 133b through the second refrigerant suction port 135b. Is reduced. As the flow amount of the coolant decreases, the amount of the coolant sucked into the cylinder 111a 'is reduced, so that the pressure of the crank chamber 116 also decreases.

On the contrary, when the internal pressure of the crank chamber 116 is lowered to some extent, the pressure in the space 164g is similarly lowered, the valve body 164a is moved downward again, and the refrigerant is moved from the refrigerant suction pipe 161 to the cylinder ( 111a ') can be sucked smoothly. Therefore, the pressure inside the crank chamber 116 can be automatically adjusted so as not to rise above a certain level.

Since the upward movement of the valve body 164a should be made when the internal pressure of the crank chamber 116 is higher than or equal to a predetermined level, the valve body 164a is upwardly adjusted by tightening or releasing the screw 164j to adjust the pressing force of the spring 164i. The movement point can be adjusted.

Reference numeral 164k denotes a sealing member provided to seal the space 164g while ensuring that the valve body 164a moves.

On the other hand, the solenoid valve may be employed as the flow control valve 164. In this case, the solenoid valve may be configured to operate by a signal of the pressure sensor 127. In detail, when the pressure sensor 127 detects that the internal pressure of the crank chamber 116 has risen above a predetermined level during the operation of the refrigerant compressor 100, the solenoid valve is closed to be sucked into the cylinder 111a ′. The amount of refrigerant is reduced.

Referring again to FIG. 10, the refrigerant suction pipe 161 is provided with a solenoid valve 166 configured to close when the refrigerant compressor 100 is at rest, and the check valve 165c is installed in the refrigerant discharge pipe 162. . Therefore, the refrigerant is prevented from flowing into the crank chamber 116 when the refrigerant compressor 100 is at rest. In addition, when the refrigerant compressor 100 is at rest, the small refrigerant compressor 163 is operated for a predetermined time to discharge the leaked refrigerant inside the housing 120 to the refrigerant suction pipe 161, and the crank chamber when the refrigerant compressor 100 is at rest. 116 or the leakage of the refrigerant remaining in the housing 120 is prevented. In this case, the small refrigerant compressor 163 is operated so that the pressure inside the crank chamber 116 or the housing 120 does not drop to a vacuum level.

The solenoid valve 166 may be configured to open according to the driving state of the refrigerant compressor 100, that is, open when the refrigerant compressor 100 is in operation and to be closed when the refrigerant compressor 100 is at rest. More preferably, when the refrigerant compressor 100 is normally terminated or when the refrigerant compressor 100 is momentarily stopped, the operation of the solenoid valve 166 is performed to prevent the refrigerant from entering the refrigerant compressor 110.

As described above, when the internal combustion engine 170 is obtained from the vehicle or the small vessel as the driving means, the start switch 175 of the internal combustion engine 170 can be obtained from the vehicle or the small vessel. In this case, by operating the driving means 170 using the start switch 175, the operation and stop of the refrigerant compressor 100 can be executed, and the operation of the solenoid valve 166 is connected to the circuit of the start switch 175. You can. As a power source for the operation of the solenoid valve 166, an AC battery generated from the internal combustion engine 170, an AC generator 171, or a general commercial power source is used. 12 is a circuit diagram for the operation of the solenoid valve 166.

Referring to FIG. 12, one end of the electric relay coil is connected to one end of the start switch 175 and the other end of the coil is grounded. One end of the switch contact of the relay is connected to one end of the alternator 171 and the other end of the switch contact is connected to one end of the solenoid valve 166. One end of the solenoid valve 166 is connected to the alternator 171 again. When operating the start switch 175 to reach the second stage, the switch contact of the relay is turned on, the current of the battery flows to the relay coil, the relay switch is contacted by the magnetic force, the current is applied to the solenoid valve 166 The solenoid valve 166 flows open. When the operation of the internal combustion engine 170 is stopped by operating the start switch 175, the solenoid valve 166 is closed while the driving of the refrigerant compression unit 110 is stopped.

13 and 14 is a system diagram of a heating and cooling device according to another aspect of the present invention.

The cooling and heating device 200 according to the present invention is configured to be operated in a heating mode and a cooling mode, and is a compressor of a refrigerant that transfers heat while circulating the cooling and heating device 200, and the refrigerant compressor according to the present invention described above ( 100) is adopted. In addition, a general R-22 or R-410 refrigerant is used as the refrigerant circulating in the air conditioning and heating device 200.

FIG. 13 is a system diagram of the air conditioner 200 for the heating mode operation, and FIG. 14 is a system diagram of the air conditioner 200 for the cooling mode operation. In the drawing, a refrigerant compressor 100 having an internal combustion engine 170 described with reference to FIG. 9 is employed as the driving means of the refrigerant compressor 110.

The air conditioning and heating device 200 according to the present invention includes an engine remodeling refrigerant compressor 100, an evaporator 210 connected to a refrigerant inlet 161 of the refrigerant compressor 100 and absorbing heat through evaporation of the refrigerant, A condenser 220 connected to the refrigerant discharge port 162 of the refrigerant compressor 100 and dissipating heat through condensation of the refrigerant, an expansion valve 230 for connecting the evaporator 210 and the condenser 220 to each other, and heating; The heat source unit 240 for supplying the time heat and absorbing the heat during cooling, the air-conditioning unit 250 to perform the cooling and heating by the air conditioning unit 200, the heat source unit 240 and the evaporator 210 or the condenser ( A first heat exchanger 260 for performing heat exchange between the 220 and a second heat exchanger 270 for performing heat exchange between the air conditioning unit 250 and the evaporator 210 or the condenser 220.

The heat source unit 240 is configured to flow a constant temperature material, and ground water is used as the constant temperature material in this embodiment. The heat source unit 240 includes a pump 243 for raising groundwater, a pipe 241 through which groundwater flows into the first heat exchanger 261, and a pipe 242 through which groundwater flows out of the first heat exchanger 261. Have

The air conditioning unit 250 is a portion in which heating or cooling is performed by the air conditioning unit 200, and may be a greenhouse of an indoor or farmhouse of a building. The air-conditioning unit 250 includes a heating or cooling pipe installed inside a greenhouse of a building or a farmhouse, and the tube 251 to circulate water or other heat transfer material between the second heat exchange unit 270. And pump 252.

The first heat exchanger 260 is configured to pass through the first heat exchanger 261, which performs heat exchange with the heat source unit 240, and the first heat exchanger 261 and the evaporator 210 or the condenser 220. Cooling water pipes 263a and 263b branched from the first circulation water pipe 262 and the first circulation water pipe 262 connected to the cooling water outlet pipe 111e of the refrigerant compression unit 110, respectively; And a pump 264 for circulating water through the first heat exchanger 260. Since the first circulating water system 260 exchanges heat with the groundwater source 242, cooling of the refrigerant compression unit 110 may be achieved through the cooling water pipes 263a and 263b.

The second heat exchange part 270 passes through a second heat exchanger 271 that performs heat exchange with a cooling and heating unit, for example, the greenhouse 250, and a second heat exchanger 271 and an evaporator 210 or a condenser 220. And second circulation water pipes 272a, 272c, and 272b through which water is circulated.

The first circulating water pipe 261 and the second circulating water pipes 272a, 272c, and 272b are connected to the evaporator 210 and the condenser 220 by the valve (not shown) and the additional piping structure. Thus it is configured to be connected.

Preferably, the water circulating in the first heat exchange part 260 and the second heat exchange part 270 includes an antifreeze. Therefore, when the heat exchanger 261 or 271 of the first heat exchanger or the second heat exchanger exchanges with the evaporator 210, the freezing temperature, which may occur due to a very low refrigerant temperature, may be prevented.

On the other hand, when the internal combustion engine 170 obtained from a vehicle or a small ship is employed as a driving means of the refrigerant compression unit 110, the internal combustion engine 170 is a radiator 176, a fan 177 and a radiator 176 for cooling And a cooling water circulation system circulating inside the internal combustion engine 170. The second heat exchanger 270 may be connected to the cooling water circulation system of the internal combustion engine 170 including the radiator 176 to use the waste heat of the internal combustion engine 170 for heating.

As shown, the second circulation water pipe of the second heat exchanger 270 is the first connection pipe 272a connected to the inlet side 176a of the radiator 176 of the cooling water circulation system of the internal combustion engine 170, A second connecting pipe 272c connected to the outlet side 176b of the radiator 176 and a bypass pipe 272b connecting the first and second connecting pipes 272a and 272c are provided. In addition, the first valve 273a is provided in the bypass pipe 272b, the second valve 273b is provided in the second connection pipe 272c, and the third valve 273c is provided at the outlet side 176b of the radiator 176. Install it.

The heating mode operation of the air conditioning and heating device 200 will be described with reference to FIG. 13.

The refrigerant circulates in a closed circuit including the refrigerant compression unit 110, the evaporator 210, the expansion valve 230, and the condenser 220.

The low temperature liquid refrigerant passing through the expansion valve 230 moves to the evaporator 210. The refrigerant in the evaporator 210 exchanges heat with water circulating in the first circulation water pipe 262 while evaporating. Since the first circulating water pipe 262 circulates inside the first heat exchanger 261 and the first heat exchanger 261 is configured to pass the groundwater of the heat source unit 240, the liquid refrigerant in the evaporator 210 is a heat source. A large amount of energy corresponding to the latent heat of evaporation of the refrigerant is absorbed from the groundwater of the unit 240 and vaporized.

The vaporized refrigerant enters the refrigerant compression unit 110 and changes into a high temperature and high pressure refrigerant while passing through the refrigerant compression unit 110.

Subsequently, the gaseous refrigerant at high temperature and high pressure moves to the condenser 220. The refrigerant in the gaseous phase in the condenser 220 releases heat through the condensation process. Since the second circulating water pipe 272a of the second heat exchange part 270 passes through the condenser 220, the water in the second circulating water pipe 272a is heated, and the heated water is cooled and heated in the second heat exchanger 271. Heating the heat transfer material circulating in the unit 250, and eventually heating of the greenhouse 250, which is an air conditioning unit.

The liquid refrigerant exiting the condenser 220 is decompressed while passing through the expansion valve 230, and in this process, the liquid refrigerant is a low temperature liquid refrigerant, enters the evaporator 210, and the circulation of the refrigerant is repeated.

On the other hand, in the heating mode of the air conditioning and heating device 200, by utilizing the waste heat of the internal combustion engine 170 can increase the heating efficiency. To this end, in the heating mode, the first and third valves 273a and 273c are closed, the second valve 273b is opened, and the fan 177 of the radiator 176 is stopped. Then, the water circulating in the second heat exchange unit 270 circulates the internal cooling water system of the condenser 220 and the internal combustion engine 170, and thus, the waste heat having the high temperature cooling water of the internal combustion engine 170 is stored in the greenhouse ( It is possible to increase the heating efficiency of the air conditioner 200 by using the heating of 250.

A cooling mode operation of the air conditioning apparatus 200 will be described with reference to FIG. 14.

The low temperature liquid refrigerant passing through the expansion valve 230 enters the evaporator 210. The refrigerant in the evaporator 210 exchanges heat with water circulating in the second circulation water pipe 272a while evaporating. Since the circulating water of the second heat exchanger 270 circulates inside the second heat exchanger 271, and the second heat exchanger 271 is configured to pass through the pipe 251 provided in the greenhouse 250, which is a cooling and heating unit, Cooling of the greenhouse 250 is performed by the second heat exchanger 271 while the liquid refrigerant in the evaporator 210 evaporates.

In the cooling mode of the air conditioner 200, since the waste heat of the internal combustion engine 170 is not utilized, the first and third valves 273a and 273c are opened, and the second valve 273b is closed. Then, the water circulating in the second heat exchange part 270 flows only through the second circulation water pipes 272a, 272c, and 272b, and the cooling water system in the internal combustion engine 170 is circulated by itself.

The refrigerant vaporized while absorbing a large amount of energy corresponding to the latent heat of evaporation of the refrigerant while passing through the evaporator 210 enters the refrigerant compression unit 110 and passes through the refrigerant compression unit 110 as a refrigerant having a high temperature and high pressure. Is compressed.

Subsequently, the high temperature, high pressure, gaseous refrigerant moves to the condenser 220. The refrigerant in the gaseous phase in the condenser 220 releases heat through the process of condensation into a liquid refrigerant. Since the first circulating water pipe 261 of the first heat exchange part 260 passes through the condenser 220, the water in the first circulating water pipe 261 is heated, and the heated water is a heat source in the first heat exchanger 261. Heat exchange with the ground water of the part 240. Therefore, heat released from the refrigerant through condensation in the condenser 220 absorbs the groundwater of the heat source unit 240.

The liquid refrigerant exiting the condenser 220 is decompressed while passing through the expansion valve 230, and in this process, the liquid refrigerant is a low temperature liquid refrigerant, enters the evaporator 210, and repeats the circulation of the refrigerant.

As a driving means of the refrigerant compression unit 110 of the air conditioning and heating device 200, the present invention is not limited to the internal combustion engine 170 as shown. The electric motor 180 illustrated in FIG. 8B may be employed as a driving means of the refrigerant compression unit to configure the air conditioner 200. In this case, the second circulation water pipe of the second heat exchange part 270 is simply configured to pass through the evaporator 210 or the condenser 220.

Operation control of the air conditioning and heating device 200 may be achieved by adjusting the rotation speed of the internal combustion engine 170 for driving the refrigerant compressor 110. In addition, when each component of the air conditioner 200 does not operate properly, by forcibly stopping the internal combustion engine 170, the safety of the air conditioner 200 can be achieved.

FIG. 15 is a view similar to FIG. 13, which is a schematic diagram of a cooling and heating device 200 to which flow switches and sensors are added for operation control and safety.

Referring to FIG. 15, in order to stop the internal combustion engine 170 in the abnormal operation, the air conditioner 200 may include the flow switches 281a to 281d and the engine of the internal combustion engine 170 to detect the flow of fluid in the pipe. And a temperature switch 282 for sensing the temperature.

The four flow switches 281a through 281d are configured to sense the flow rate of water or heat transfer material flowing in the pipe and operate when the flow rate decreases below a predetermined level, and the temperature switch 282 can raise the temperature above the predetermined level. When it is configured to work. The flow switch 281a is installed in the pipe 241 of the heat source unit 240, and the flow switch 281b is installed in the first circulating water pipe 261 of the first heat exchanger 260, and the flow switch 281c. Is installed in the pipe 251 of the air-conditioning unit 250, the flow switch 281d is installed in the second circulation water pipe 272a of the second heat exchange unit 270, the temperature switch 282 is an internal combustion engine 170 ) Is installed in the cooling water circulation system. Since the configuration of the flow switch and the temperature switch is known, a detailed description thereof will be omitted.

The heat source unit 240, the air conditioning unit 250, the first heat exchange unit 260, and the second heat exchange unit 270 are provided with pumps 243, 252, 264, and 273, respectively, for circulating heat transfer material or water. have. If an abnormality occurs in these pumps 243, 252, 264, and 273 or a leak occurs in the pipe, the flow rate decreases and proper operation of the air conditioner 200 is not guaranteed. In addition, even when the internal combustion engine 170 is overheated, proper operation of the air conditioning and heating device 200 is not guaranteed. Therefore, when the flow rate in the pipe falls below an appropriate level or the internal combustion engine 170 is overheated, the internal combustion engine 170 is forcibly stopped, thereby ensuring proper operation of the cooling and heating device 200.

As described above, when the internal combustion engine 170 is obtained from a vehicle, the start switch 175 (not shown) of the internal combustion engine 170 is also obtained, and the start switch 175 is operated to operate the internal combustion engine 170. Operation and stop can be achieved, and thus, operation and stop of the air conditioning apparatus 200 can be achieved.

16 is a circuit diagram for installing the flow switches 281a to 281d and the temperature switch 282 to the start switch 175. As shown in FIG. 16, the flow switches 281a to 281d and the temperature switch 282 are installed in series after the second stage of the start switch 175 in the start switch 175. Therefore, when one of the flow switches 281a to 281d is operated or the temperature switch 282 is operated, the start switch 175 generates a start stop signal, forcing the internal combustion engine 170 to stop, thereby heating and cooling the device 200. Proper operation of is ensured.

Operation control means for adjusting the heating and cooling capacity of the air conditioning unit 200 by detecting the state of the evaporator 210, the condenser 220 or the heating and cooling unit 250 by adding or subtracting the number of revolutions of the internal combustion engine 170 Adjust the dose of 200.

17 is a block diagram showing the configuration of the operation control means.

Operation control means, the sensor (291a to 291c, 292a, 292b, 178a) for detecting the state of each component of the heating and cooling device 200, and processing the signal from the sensor to adjust the rotation speed of the internal combustion engine 170 And a means for controlling the rotational speed of the internal combustion engine 170, which is controlled by the microcomputer 293 and the microcomputer 293 for executing.

The sensor includes temperature sensors 291a to 291c, pressure sensors 292a and 292b, and rotational speed sensor 178a. Referring back to FIG. 15, the temperature sensor 291a is installed on a pipe that enters the refrigerant compression unit 110 from the evaporator 210, and the temperature sensor 291b moves from the refrigerant compression unit 110 to the condenser 220. The temperature sensor 291c is installed on the incoming pipe, and the temperature sensor 291c is installed in the air-conditioning unit, for example, the greenhouse 250. The pressure sensor 292a is installed on a pipe that enters the refrigerant compressor 110 from the evaporator 210, and the pressure sensor 291b is installed on a pipe that enters the condenser 220 from the refrigerant compressor 110. In addition, the rotation speed detection sensor 178a is used for the engine speedometer 178 (see FIG. 9) and is a sensor for detecting an engine speed (rpm) provided in the internal combustion engine 170.

The rotation speed adjusting means includes a throttle valve 172 (refer to FIG. 9) and a means for operating the throttle valve provided in the internal combustion engine 170 in this embodiment. By operating the opening and closing degree of the throttle valve 172, the increase and decrease of the rotation speed of the internal combustion engine 170 can be realized. In general, since the throttle valve 172 of the vehicle internal combustion engine is mechanically controlled according to the operation of the accelerator pedal, a stepping motor 294 is installed as a means for operating the throttle valve. Since the opening and closing degree of the throttle valve can be determined according to the rotational position and the rotation speed of the stepping motor 294, the rotation speed of the internal combustion engine 170 can be adjusted, so that the microcomputer 293 controls the stepping motor 294 so that the internal combustion engine ( The increase and decrease of the rotation speed of 170 and the operation control of the air conditioning and heating device 200 are realized.

The microcomputer 293 is set to the temperature and pressure of the refrigerant for the normal operating state of the evaporator 210 and the condenser 220. When the signals from the temperature sensors 291a and 291b and the pressure sensors 292a and 292b are different from the set values of the normal operating state, the microcomputer 293 operates the stepping motor 294 based on the signals from the sensors to burn the internal combustion. The rotation speed of the engine 170 is added or subtracted. For example, when an abnormality occurs in the pump 243 installed in the heat source unit 240 and the refrigerant in the evaporator 210 does not sufficiently evaporate and enters the refrigerant compression unit 110 in a liquid state, the temperature sensor 291a or the pressure sensor The temperature or pressure of the refrigerant sensed by 292a is transmitted to the microcomputer 293, and the microcomputer 293 controls the stepping motor 294 to reduce the opening degree of the throttle valve in comparison with the preset normal value. Then, by lowering the rotation speed of the internal combustion engine 170, the malfunction of the cooling and heating device 200 can be prevented. In addition, when the abnormal operation of the air conditioning and heating device 200 continues, the throttle valve is completely closed by the microcomputer 293, and the operation of the internal combustion engine 170 may be stopped.

In the microcomputer 293, a temperature value for heating or cooling of the greenhouse 250 may be set. Then, the microcomputer 293 receives the temperature in the greenhouse 250 from the temperature sensor 291c installed in the greenhouse 250, and adjusts the opening and closing degree of the throttle valve by comparing with the preset temperature value, thereby heating and cooling the device 200. Can be operated to realize heating and cooling of desired temperature automatically.

In addition, since the microcomputer 293 receives a signal for the engine speed of the internal combustion engine 170 by the rotation speed detection sensor 178a, the microcomputer 293 receives the signal to the microcomputer 293 to reach the preset rotational speed of the internal combustion engine 170. By proper operation of the throttle valve can be ensured the proper operation of the internal combustion engine 170.

As described above, according to the refrigerant compressor according to the present invention, an engine-modified refrigerant compressor, which is inexpensive and large-capacity and has no fear of leakage of refrigerant during operation and at rest, is modified from a new or used four-stroke internal combustion engine for a vehicle, a ship, or an agricultural machine. Is provided.

In addition, according to the present invention is provided with a cooling and heating device including the above-described engine remodeling refrigerant compressor, it is possible to install a cooling and heating device for realizing the cooling and heating at the same time in a greenhouse of a building or a farm.

In addition, by using an internal combustion engine for a vehicle obtained from a passenger car or a truck as a driving means of the refrigerant compressor, and controlling the driving of the internal combustion engine, operation control of the cooling and heating device and emergency stop can be realized.

Although the present invention has been described with reference to the embodiments shown in the drawings, this is merely exemplary, and it will be understood by those skilled in the art that various modifications and equivalent other embodiments are possible. Therefore, the true technical protection scope of the present invention will be defined by the technical spirit of the appended claims.

Claims (26)

A cylinder block having at least one cylinder, a crankcase coupled to the cylinder block, a piston disposed in the cylinder, a crankshaft disposed in the crankcase, and a connecting rod for connecting the crankshaft and the piston. A refrigerant compression unit having a; A housing accommodating the refrigerant compressing portion and having a fixing member fixed to a lower portion of the crankcase at a bottom thereof; A valve plate disposed on an upper surface of the cylinder block and formed through the suction valve seat and the discharge valve seat in a portion facing the cylinder, a suction valve opening from the suction valve seat into the cylinder, and the discharge valve seat A valve assembly having a discharge valve open to the outside of the cylinder; The valve assembly is hermetically fixed to the upper surface of the cylinder block and coupled to the housing, and the first suction wall formed along the longitudinal direction of the cylinder block and refrigerant suction separated by the first partition wall and opened toward the suction valve seat. A refrigerant discharge chamber opened toward the chamber and the discharge valve seat, a refrigerant suction port communicating with the refrigerant suction chamber, a refrigerant discharge port communicating with the refrigerant discharge chamber, a refrigerant suction tube coupled to the refrigerant suction opening, and a refrigerant discharge coupled to the refrigerant discharge outlet A housing cover having a tube; Drive means disposed outside the housing to rotate the crankshaft; And refrigerant discharge means for discharging the refrigerant leaked into the housing to the refrigerant suction opening to lower the pressure inside the housing. Engine retrofit refrigerant compressor. 2. The engine-type refrigerant compressor according to claim 1, wherein the cylinder block, crankcase, piston, crankshaft and connecting rod are obtained from a four-stroke internal combustion engine. The method of claim 1, The crankcase has a plurality of fixing holes formed by removing the oil cover installed on the lower part of the crankcase in the four-stroke internal combustion engine along the lower edge, The fixing member includes a truncated boss corresponding to the fixing hole, The boss is inserted into the fixing hole, characterized in that the refrigerant compression portion is fixed to the inside of the housing Engine retrofit refrigerant compressor. The method of claim 3, And a shock absorbing member is interposed between the crankcase lower part and the housing. 4. The engine-type refrigerant compressor as claimed in claim 3, wherein the housing has an oil receiving portion under the crankcase corresponding to the shape of the oil cover removed from the bottom of the crankcase of the four-stroke internal combustion engine. 2. The cylinder block of claim 1, wherein the cylinder block has two coolant water passing holes facing each other in the longitudinal direction of the cylinder block, and an oil discharge hole formed through the cylinder block in the vicinity of the cylinder in which the intake valve is disposed. , The two coolant through holes are formed by closing the remaining coolant through holes except two coolant through holes facing in the longitudinal direction of the cylinder block among the plurality of coolant through holes formed in the cylinder block of the four-stroke internal combustion engine, The oil discharge hole is an engine remodeling refrigerant, characterized in that the remaining oil discharge hole except for the oil discharge hole located on the side in which the intake valve is placed among the plurality of oil discharge holes formed in the cylinder block of the four-stroke internal combustion engine. compressor. 7. The engine modification type according to claim 6, wherein the valve plate includes an oil return port communicating with the oil discharge hole and extending in cross section toward the cylinder block, and an extension pipe extending from the suction valve seat to the refrigerant suction chamber. Refrigerant compressor. 2. The engine-type refrigerant compressor according to claim 1, wherein each of the intake valve and the discharge valve includes a valve body that matches each valve seat, and an elastic support piece for supporting the valve body. The method of claim 8, The cylinder block has a groove on the upper surface to communicate with the cylinder, And the elastic support piece of the discharge valve is fixed to the valve plate, and the elastic support piece of the intake valve is fixed to the groove. The method of claim 1, The refrigerant discharging means includes a small hermetic refrigerant compressor having one end communicating with the inside of the housing and the other end connected to the refrigerant suction opening, and a signal installed in the housing to sense a pressure in the housing to drive the hermetic refrigerant compressor. Engine remodeling refrigerant compressor characterized in that it comprises a pressure sensor to. The method of claim 1, The cylinder block has a plurality of cylinders, The housing cover is positioned between one of the cylinders and the other of the cylinders when the housing cover is placed on the cylinder block, and is formed at the same height as the first partition wall to define the refrigerant suction chamber with the first refrigerant suction chamber and the second refrigerant chamber. A second partition for partitioning into the refrigerant suction chamber, The refrigerant inlet comprises a first refrigerant inlet communicating with the first refrigerant suction chamber and a second refrigerant inlet communicating with the second refrigerant suction chamber, The refrigerant suction pipe is coupled to the first refrigerant suction opening, The refrigerant compressor further comprises a flow control valve positioned between the refrigerant suction pipe and the second refrigerant suction opening and for controlling the flow rate of the refrigerant entering the second refrigerant suction chamber from the refrigerant suction pipe. Engine retrofit refrigerant compressor. The method of claim 11, The flow rate control valve may include a valve housing formed at a branch pipe connecting the refrigerant suction pipe and the second refrigerant suction port; A valve body disposed in the valve housing and moved to close the inside of the branch pipe; A diaphragm coupled to one end of the valve body and the valve housing, The space defined by the valve housing and the diaphragm is in communication with the interior of the housing Engine retrofit refrigerant compressor. The engine-type refrigerant compressor according to claim 1, further comprising an electromagnetic valve installed in the refrigerant suction pipe and configured to be opened during operation of the refrigerant compressor and closed when stopped. The method of claim 1, The drive means and the crankshaft are coupled to each other through an extension drive shaft disposed through the housing, And a mechanical seal disposed in the housing so as to surround the extension drive shaft. 15. An engine modified refrigerant compressor according to any one of claims 1 to 14, wherein said drive means comprises a four-stroke internal combustion engine for vehicles. The engine-type refrigerant compressor according to claim 13, wherein the solenoid valve is connected to a start switch provided in the internal combustion engine so as to be opened by the on of the start switch and closed by the off. A heat source unit having a tube through which the constant temperature material flows; An air-conditioning unit having a tube through which a heat transfer material circulates and air-conditioning is performed; 15. An engine modified refrigerant compressor according to any one of claims 1 to 5 or 8 to 14; An evaporator connected to the refrigerant suction opening of the refrigerant compressor; A condenser connected to the refrigerant discharge port of the refrigerant compressor; An expansion valve disposed between the condenser and the evaporator; A first heat exchanger having a first heat exchanger configured to exchange heat with the heat source unit, and a first circulation water pipe configured to circulate water through the first heat exchanger; A second heat exchanger having a second heat exchanger for exchanging heat with the air conditioner and a second circulation water pipe configured to circulate water through the second heat exchanger; In the heating operation, the first circulating water pipe passes through the evaporator, and the second circulating water pipe passes through the condenser, and in the cooling operation, the first circulating water pipe passes through the condenser and the second circulating water pipe passes through the evaporator. Characterized in that configured to Air conditioning unit. 18. The heating and cooling device according to claim 17, wherein the constant temperature material is ground water. delete The air conditioner according to claim 17, wherein the water circulating in the first heat exchange part and the second heat exchange part includes an antifreeze solution. 18. The heating and cooling device according to claim 17, wherein the driving means comprises a four-stroke internal combustion engine for a vehicle. The method of claim 21, The internal combustion engine has a cooling water circulation system including a radiator, The second circulation water pipe includes a first connection pipe connected to the radiator inlet side of the cooling water circulation system, a second connection pipe connected to the radiator outlet side of the cooling water circulation system, and the first connection pipe and the second connection pipe. Including a bypass pipe for connecting, The second heat exchanger further includes a first valve installed in the bypass pipe and a second valve installed in the second connection pipe. The first valve is closed and the second valve is opened in the heating operation, and the first valve is opened and the second valve is closed in the cooling operation. Air conditioning unit. The method of claim 21, The internal combustion engine has a vehicle start switch, The air-conditioning device further includes a flow switch installed in at least one of the tube of the heat source unit, the tube of the cooling unit, the first circulation water pipe and the second circulation water pipe to generate a signal according to the flow rate decrease, The flow switch is configured to be connected in series between the power source and the starting contact of the electrical circuit constituting the vehicle start switch Air conditioning unit. The method of claim 21, And an operation control means for increasing or decreasing the rotation speed of the internal combustion engine. The method of claim 24, The operation control means, A sensor unit comprising an evaporator sensor for sensing the pressure and temperature of the refrigerant exiting the evaporator, a condenser sensor for sensing the pressure and temperature of the refrigerant entering the condenser, and a heating and cooling unit sensor for sensing the temperature of the air conditioning unit; A throttle valve provided in the internal combustion engine; And a microcomputer configured to adjust the opening and closing degree of the throttle valve in response to a signal from the sensor unit. Air conditioning unit. 26. The method of claim 25, wherein the sensor unit is provided in the internal combustion engine further comprises a rotation speed detection sensor for detecting the rotation speed of the internal combustion engine, The microcomputer is configured to adjust the opening and closing of the throttle valve in response to a signal from the rotation speed detection sensor Air conditioning unit.

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