An engine driven vapor compression heat pump

Abstract

The present invention provides an engine-driven vapor compression heat pump, comprising an engine having a first flywheel and a starter motor, and a compressor having a connecting shaft. The present invention also comprises: a base, on which the engine and the compressor are both fixed, the connecting shaft is connected to the first flywheel, and the compressor also has at least one load regulating valve and at least one load regulating port, the load regulating valve is correspondingly connected to the load regulating port, and the load regulating valve is used to adjust the working state of the compressor.

Description

Technical Field

[0001] The invention belongs to the technical field of heat pumps, and in particular relates to a vapor compression heat pump driven by an engine. Background Art

[0002] Boiler heating consumes a lot of primary energy, has high operating costs, and produces a lot of carbon emissions. Engine-driven steam compression heat pumps have the characteristics of high efficiency, low operating costs, and low carbon emissions. Using high-efficiency engine-driven steam compression heat pumps that use biomass or solar synthetic clean fuels to replace boilers or cogeneration can not only significantly reduce fuel consumption, but also decouple heat and electricity, realize low-temperature heating in communities, and reduce water and heat losses in centralized long heating pipelines in northern regions.

[0003] The heating field requires a large amount of heat, and there is a great demand for large-scale engine-driven steam compression heat pumps. At present, the popular engine-driven steam compression heat pumps on the market are mostly small multi-split units and hot and cold water units developed by Japanese companies such as Yanmar and Panasonic. The heating capacity is generally within 100kW. The transmission mechanism between the engine and the compressor of this type of engine-driven steam compression heat pump uses a pulley and / or clutch transmission, and the operating characteristics are relatively safe and stable. When the transmission mechanism between the engine and the compressor of the engine-driven steam compression heat pump uses a pulley transmission, the heat generated by the friction of the pulley transmission during operation is not easy to recover, and there will be a loss of transmission efficiency; when this type of engine-driven steam compression heat pump is applied to a large heat pump unit, if multiple sets of pulleys are used, the belts will be frequently replaced; in addition, when using a pulley, due to the limitation of the belt line speed, the engine and compressor can only operate at a lower speed, which cannot meet the high-speed operation requirements of large engine-driven steam compression heat pumps.

[0004] Authorization announcement number CN101319833B discloses an air conditioning device and a control method for the air conditioning device. The air conditioning device includes: a clutch that connects a compressor driven by an engine to the engine in a connectable or disengageable manner. When a signal indicating that the compressor and the engine are stopped is input, the clutch is driven to separate the compressor from the engine. The continuous connection or disengagement of the clutch is likely to reduce the life of the clutch, and the clutch during operation will cause the compressor to work unstably, and will emit abnormal noise and vibration.

[0005] Therefore, there is a need for an engine-driven vapor compression heat pump transmission device with a reasonable structural design and smooth startup, operation and shutdown to at least solve the problems existing in the prior art. Summary of the invention

[0006] The present invention is made to solve the above-mentioned problems, and an object of the present invention is to provide an engine-driven vapor compression heat pump.

[0007] The present invention provides an engine-driven vapor compression heat pump, comprising an engine having a first flywheel and a starter motor, and a compressor having a connecting shaft. The present invention also comprises: a base, on which the engine and the compressor are both fixed, the connecting shaft is connected to the first flywheel, and the compressor also has at least one load regulating valve and at least one load regulating port, the load regulating valve is correspondingly connected to the load regulating port, and the load regulating valve is used to adjust the working state of the compressor.

[0008] The engine-driven vapor compression heat pump provided by the present invention may also have the following features: wherein the engine-driven vapor compression heat pump has a start-up mode, an operation mode, and a stop mode: in the start-up mode, the load regulating valve is actuated to place the compressor at a low load position, the starter motor engages with the first flywheel after being powered on, the starter motor runs to drive the first flywheel to rotate, the engine ignites and starts successfully, then the starter motor disengages from the first flywheel, the starter motor loses power and shuts down, the engine is at an idle speed, and the compressor runs at a low load; in the operation mode, the load regulating valve is actuated to place the compressor at a full load position, and then the engine runs at a normal speed regulation, and the compressor adjusts the output at the full load position by changing the engine speed; in the stop mode, the load regulating valve is actuated to place the compressor at a low load position, the compressor runs at a low load state, the engine speed is adjusted to the idle speed, and then the engine stops running.

[0009] The engine-driven vapor compression heat pump provided by the present invention may also have the following characteristics, and further include: a fixed disk, which is respectively connected to the connecting shaft and the first flywheel.

[0010] The engine-driven vapor compression heat pump provided by the present invention may also have the following features, further comprising: a first bracket and a second bracket, the base having an engine base plate, and the engine being detachably connected to the engine base plate via the first bracket and the second bracket.

[0011] The engine-driven vapor compression heat pump provided by the present invention may also have the following feature: wherein the base has a compressor base plate, and the compressor is detachably connected to the compressor base plate.

[0012] The engine-driven vapor compression heat pump provided by the present invention may also have the following feature: wherein the load regulating valve is one of a solenoid valve, an electric butterfly valve, and an electric ball valve.

[0013] In the engine-driven vapor compression heat pump provided by the present invention, it may also have the following characteristics: wherein, the compressor has two load regulating ports and two load regulating valves, the two load regulating valves are integrated in a two-position four-way solenoid valve, and are respectively connected to the two load regulating ports.

[0014] The engine-driven vapor compression heat pump provided by the present invention may also have the following feature: the base has two oil collecting pans, which are respectively arranged corresponding to the engine and the compressor for collecting leaked oil.

[0015] The engine-driven vapor compression heat pump provided by the present invention may also have the following feature: wherein the starter motor is driven by a transformer.

[0016] In the engine-driven vapor compression heat pump provided by the present invention, it may also have the following characteristics: the compressor is one of a single-stage open screw compressor, a two-stage open screw compressor, a single-stage open magnetic levitation centrifugal compressor, and a two-stage open magnetic levitation centrifugal compressor, and the engine is naturally aspirated or turbocharged.

[0017] Functions and Effects of the Invention

[0018] The engine-driven vapor compression heat pump (hereinafter referred to as the unit) according to the present invention has the following advantages and effects compared with the prior art:

[0019] The engine and the compressor are directly connected through the first flywheel and the connecting shaft, without transmission loss, avoiding friction power and heat dissipation loss caused by the clutch and belt drive, extending the service life of the unit, saving clutch cost, reducing the maintenance frequency and cost of the transmission mechanism, and improving transmission efficiency; the engine and the compressor are directly connected through the first flywheel and the connecting shaft, which is convenient to install, easy to fix, and has stable transmission, and can realize high-speed operation of the engine and the compressor. Compared with the low-speed unit controlled by the pulley, the output is significantly improved, which is equivalent to reducing the cost of the unit and making the large-scale unit possible.

[0020] The compressor is equipped with a load adjustment interface and a load adjustment valve. When the engine is ignited and started and during shutdown, the compressor runs at low load and idle speed, ensuring that the corresponding drive torque in the compressor startup mode and shutdown mode is always less than the rated torque in the engine startup and shutdown mode. Compared with the clutch no-load start, the load start is achieved, which reduces the unit cost, improves the operation reliability, avoids flameout when the clutch is switched, and the unit can start and stop smoothly, reducing the additional vibration in the startup and shutdown modes. When the unit is in normal operation mode, the compressor is fully loaded, and the unit controls the unit output by adjusting the engine speed, which is very convenient to control.

[0021] The engine and the compressor are fixed together on the base to avoid eccentricity caused by operating vibration when the engine and the compressor are running.

[0022] In summary, the engine and compressor transmission structure of the engine-driven vapor compression heat pump unit of the present invention saves energy consumption, reduces costs, and extends the service life of the unit. BRIEF DESCRIPTION OF THE DRAWINGS

[0023] Figure 1 It is a schematic diagram of the connection and flow of the main part of the engine-driven vapor compression heat pump in an embodiment of the present invention;

[0024] Figure 2 It is a schematic diagram of the connection and flow of the peripheral parts of the engine-driven vapor compression heat pump in an embodiment of the present invention;

[0025] Figure 3 The connection structure of the engine and the compressor in the embodiment of the present invention is shown in FIG. Figure 1 ;

[0026] Figure 4 The connection structure of the engine and the compressor in the embodiment of the present invention is shown in FIG. Figure 2 ;

[0027] Figure 5 is a schematic diagram of a connecting member in an embodiment of the present invention; and

[0028] Figure 6 It is a schematic structural diagram of a base in an embodiment of the present invention.

[0029] Description of the accompanying drawings: flue gas cooling water heat exchanger 8, engine 10, compressor 12, air intake port 13, exhaust port 14, first heat exchanger 15, first throttle valve 16, flue gas refrigerant heat exchanger 17, first pipeline 18, first connection point 19, second connection point 20, second throttle valve 21, second heat exchanger 22, first flow port 23, second flow port 24, first flywheel 25, fixed plate 26, third switching valve 27, exhaust pipe 28, air supply port 29, oil separator 30, lubricating oil circuit 31, drying filter 32, economizer 33, first branch 34, second branch 35, first refrigerant three-way valve 36, second refrigerant three-way valve 37, connector 38, base 39, compressor base plate 40, Engine base plate 41, common chassis frame 42, first oil collecting pan 43, second oil collecting pan 44, transformer 45, first load regulating port 47, second load regulating port 48, first load regulating valve 49, second load regulating valve 50, two-position four-way valve 51, load reducing pipe 52, load pipe 53, starter motor 56, first connecting shaft 61, second connecting shaft 62, first bracket 66, second bracket 67, smoke exhaust port 130, cooling water pump 138, expansion water tank 139, three-way catalytic converter 141, drain valve 142, cooling water three-way valve 143, condensate port 144, neutralization tank 145, neutralization ball 146, radiator 147, cooling water refrigerant heat exchanger 149, cooling water inlet a, cooling water outlet b. DETAILED DESCRIPTION

[0030] In order to make the technical means, creative features, objectives and effects of the present invention easy to understand, the following embodiments are combined with the accompanying drawings to specifically explain an engine-driven vapor compression heat pump of the present invention.

[0031] Figure 1 It is a schematic diagram of the connection and flow of the main part of the engine-driven vapor compression heat pump in an embodiment of the present invention; Figure 2 It is a schematic diagram of the connection and flow of the peripheral parts of the engine-driven vapor compression heat pump in an embodiment of the present invention.

[0032] like Figure 1 and Figure 2 As shown, this embodiment provides an engine-driven vapor compression heat pump, including a main body and a peripheral part. The main body includes an engine 10, a compressor 12, a first heat exchanger 15, a first throttle valve 16, a flue gas refrigerant heat exchanger 17, a first pipeline 18, a second throttle valve 21, a second heat exchanger 22, an economizer 33, a first refrigerant three-way valve 36, a second refrigerant three-way valve 37, a connector 38, a second connecting shaft 62, and a cooling water refrigerant heat exchanger 149. The peripheral part includes a flue gas cooling water heat exchanger 28, a cooling water pump 138, a thermostat 140, a three-way catalytic converter 141, a cooling water three-way valve 143, and a radiator 147.

[0033] Figure 3 The connection structure of the engine and the compressor in the embodiment of the present invention is shown in FIG. Figure 1 ; Figure 4 The connection structure of the engine and the compressor in the embodiment of the present invention is shown in FIG. Figure 2 .

[0034] like Figure 3 and Figure 4 As shown, the engine 10 includes a first flywheel 25 and a starter motor 56. The compressor 12 includes a connecting shaft. The fixed plate 26 is connected to the connecting shaft and the first flywheel respectively.

[0035] The starter motor 56 is connected to the transformer 45 via electric wires.

[0036] In this embodiment, in order to facilitate the inspection and maintenance of the compressor shaft seal, the connecting shaft includes a first connecting shaft 61 fixed in the compressor 12 and a detachable second connecting shaft 62, and the first connecting shaft 61 and the second connecting shaft 62 are fixed by a connecting member 38. The connecting member 38 is a pin key or a coupling, and the connecting member 38 in this embodiment is a coupling. In this embodiment, the connection between the connecting shaft and the first flywheel is that one end of the second connecting shaft 62 is connected to the first flywheel 25, so that the engine 10 is connected to the compressor 12. The engine 10 drives the compressor 12 to rotate through the second connecting shaft 62 and the first connecting shaft 61 to compress the refrigerant gas inside. The speed of the engine 10 is continuously adjustable, and the speed of the compressor 12 is adjusted according to the needs under different operating conditions by adjusting the speed of the engine 10. The engine 10 also has a smoke exhaust pipe 28, which can exhaust the smoke generated by the engine 10 during operation. The engine 10 is a naturally aspirated engine or a turbocharged engine.

[0037] In this embodiment, the second connecting shaft 62 is first connected to the fixing plate 26, and the fixing plate 26 is then fixed to the first flywheel 25. The specific connection method of this embodiment is that the two ends of the connecting member 38 are heated and respectively sleeved on the first connecting shaft 61 and the second connecting shaft 62, and then the engine 10 and the compressor 12 are aligned and the connecting member 38 is completely fixed.

[0038] In addition, if Figure 1 As shown, the compressor 12 also has an air intake port 13, an air exhaust port 14 and an air supply port 29. The refrigerant gas enters from the air intake port 13 and the air supply port 29, and is discharged from the air exhaust port 14 after being compressed. The compressor 12 is one of a single-stage open screw compressor, a two-stage open screw compressor, a single-stage open magnetic levitation centrifugal compressor, and a two-stage open magnetic levitation centrifugal compressor. The refrigerant in the compressor 12 is propane, NH 3 , R718, HFC32, HFC134a, HFC407C, HFC410a, HFC245fa, HFC507A, HFO 1234ze, HFO1234yf or HFO1234zf.

[0039] Figure 5 Schematic diagram of the connector in the embodiment of the present invention. Figure 5 As shown, the connecting member 38 in this embodiment is a double-diaphragm coupling.

[0040] The engine-driven vapor compression heat pump further includes a base 39 for mounting the engine 10 and the compressor 12 , a first bracket 66 , and a second bracket 67 .

[0041] Figure 6 It is a schematic structural diagram of a base in an embodiment of the present invention.

[0042] like Figure 6 As shown, the base 39 includes a compressor base plate 40 , an engine base plate 41 , a common base frame 42 , a first oil collecting pan 43 and a second oil collecting pan 44 .

[0043] The common chassis frame 42 is composed of a frame and a support. The compressor bottom plate 40 and the engine bottom plate 41 are respectively rectangular steel plates and are installed on the common chassis frame 42.

[0044] The upper sides of the first bracket 66 and the second bracket 67 are connected to the engine 10, and the bottoms of the first bracket 66 and the second bracket 67 are connected to the engine bottom plate 41, so that the engine 10 is fixed on the base 39. The bottom of the compressor 12 is fixed to the compressor bottom plate 40, so that the compressor 12 is fixed on the base 39.

[0045] The first oil collecting pan 43 and the second oil collecting pan 44 are both disposed on the common chassis frame 42 and are both oil pans with an upper opening formed by a support and a steel plate. The first oil collecting pan 43 is disposed below the first flywheel 25 and can collect oil leakage from the engine 10 to extend the inspection and maintenance cycle. The second oil collecting pan 44 is disposed below the shaft seal of the compressor 12 and can collect oil leakage from the shaft seal of the compressor 12 to extend the inspection and maintenance cycle.

[0046] In addition, if Figure 3 and Figure 4 As shown, the compressor 12 also has a first load regulating port 47, a second load regulating port 48, a first load regulating valve 49, a second load regulating valve 50 and a two-position four-way valve 51. The first load regulating valve 49 and the second load regulating valve 50 are integrated in the two-position four-way valve 51. The first load regulating valve 49 is connected to the second load regulating port 48 through a load-reducing pipe 52, and the second load regulating valve 50 is connected to the first load regulating port 47 through a load-loading pipe 53. Among them, the first load regulating valve 49 and the second load regulating valve 50 are one of a normally closed solenoid valve, an electric butterfly valve, and an electric ball valve.

[0047] The steam compression heat pump driven by the engine in this embodiment has a startup mode, an operation mode, and a shutdown mode:

[0048] In the start mode, the first load regulating valve 49 is opened so that the compressor 12 is at a low load position, the transformer 45 is powered on so that the starter motor 56 is powered on and engages with the first flywheel 25, the starter motor 56 runs to drive the first flywheel 25 to rotate, the engine 10 is ignited and started successfully, and then the starter motor 56 is disengaged from the first flywheel 25, the transformer 45 is powered off so that the starter motor 56 loses power and shuts down, at this time, the engine 10 is at an idle speed, and the compressor 12 is running at a low load state. The idle speed is generally a fixed value between 800RPM and 1200RPM.

[0049] In the operation mode, the first load regulating valve 49 is closed, so that the compressor 12 is at full load, and the engine 10 operates at normal speed. The compressor 12 adjusts the output at full load by changing the speed of the engine 10, and the speed range of the engine 10 is between idle speed and 4500RPM.

[0050] In the shutdown mode, the first load regulating valve 49 is opened to put the compressor 12 in a low load state, the compressor 12 operates in a low load state, the engine 10 speed is adjusted to the idle speed, and then the engine 10 stops running and the first load regulating valve 49 is closed.

[0051] like Figure 1 As shown, the first heat exchanger 15 is used for heating, and has a first refrigerant inlet and a first refrigerant outlet, and the first refrigerant inlet is connected to the exhaust port 14. The heating mode of the first heat exchanger 15 is hot water heating or hot air heating.

[0052] The flue gas refrigerant heat exchanger 17 is arranged in the exhaust pipe 28, and the refrigerant absorbs heat from the flue gas in the exhaust pipe 28 of the engine 10 and evaporates. The refrigerant in the cooling water refrigerant heat exchanger 149 absorbs heat from the cooling water and evaporates. The cooling water is water or antifreeze. The cooling water refrigerant heat exchanger 149 is connected in series or in parallel with the refrigerant side of the flue gas refrigerant heat exchanger 17. In this embodiment, the cooling water refrigerant heat exchanger 149 is connected in series with the refrigerant side of the flue gas refrigerant heat exchanger 17, and the cooling water is antifreeze. The cooling water refrigerant heat exchanger 149 has a cooling water inlet a and a cooling water outlet b.

[0053] The flue gas refrigerant heat exchanger 17 has a second refrigerant inlet and a second refrigerant outlet, the second refrigerant inlet is connected to the first refrigerant outlet through the first throttle valve 16, the second refrigerant outlet is connected in series with the refrigerant side of the cooling water refrigerant heat exchanger 149, and then connected to the E2 port of the second refrigerant three-way valve 37, the S2 port of the second refrigerant three-way valve 37 is connected to the air intake port 13, and the D1 port of the second refrigerant three-way valve 37 is connected to the air supply port 29. The first throttle valve 16 is an electronic expansion valve.

[0054] The first refrigerant outlet is connected to the second refrigerant inlet via a first pipeline 18. The first pipeline 18 has a first connection point 19 and a second connection point 20. The second connection point 20 is closer to the flue gas refrigerant heat exchanger 17 than the first connection point 19.

[0055] The second heat exchanger 22 has a first flow port 23 and a second flow port 24. The first flow port 23 is connected to the second connection point 20 through the second throttle valve 21, and is also connected to the first connection point 19 through the third switching valve 27. The second flow port 24 is connected through the E1 port of the first refrigerant three-way valve 36, the S1 port of the first refrigerant three-way valve 36 is connected to the intake port 13, and the D1 port of the first refrigerant three-way valve 36 is connected to the exhaust port 14. The second throttle valve 21 is an electronic expansion valve.

[0056] The first refrigerant three-way valve 36 is any one of a solenoid valve, an electric butterfly valve, an electric ball valve or an electric stop valve, and the first refrigerant three-way valve 36 can use either a single valve or a valve group. The first refrigerant three-way valve 36 can also be configured with the same function by two two-way valves. The second refrigerant three-way valve 37 is any one of a solenoid valve, an electric butterfly valve, an electric ball valve or an electric stop valve, and the second refrigerant three-way valve 37 can use either a single valve or a valve group. The second refrigerant three-way valve 37 can also be configured with the same function by two two-way valves. The third switching valve 27 is any one of a one-way valve, a solenoid valve, an electric ball valve or an electric stop valve.

[0057] like Figure 2 As shown, the exhaust gas of the engine 10 passes through the three-way catalytic converter 141 and enters the exhaust gas cooling water heat exchanger 8 and the exhaust gas refrigerant heat exchanger 17 in the exhaust pipe 28 in sequence to release heat to the cooling water and the refrigerant respectively. The exhaust gas after heat release is discharged through the exhaust port 130, and the water condensed from the exhaust gas enters the neutralization tank 145 through the condensation port 144. The neutralization tank 145 is equipped with a neutralization ball 146, which is a zeolite material, and neutralizes the nitrogen-containing acidic substances in the condensed water. The neutralized condensed water is discharged through the overflow port of the neutralization tank 145, and can also be emptied through the drain valve 142 during maintenance.

[0058] The first heat exchanger 15 and the radiator 147 are connected in series or in parallel. In this embodiment, the first heat exchanger 15 and the radiator 147 are connected in series, and hot water or hot air enters the first heat exchanger 15 and the radiator 147 in sequence for heating.

[0059] The cooling water three-way valve 143 has an M port, an N port, and a P port. The M port is connected to the thermostat 140, the N port is connected to the cooling water inlet a, and the P port is connected to the cooling water inlet of the radiator 147. The cooling water outlet b is connected between the P port and the cooling water inlet of the radiator 147.

[0060] The cooling water is pressurized by the cooling water pump 138 and flows through the flue gas cooling water heat exchanger 8. After absorbing the heat in the flue gas, the cooling water flows through the cylinder liner of the engine 10 to be heated and then enters the thermostat 140. When the temperature of the cooling water entering the thermostat 140 is low, the cooling water directly flows back to the cooling water pump 138; when the temperature of the cooling water entering the thermostat 140 is high, the cooling water flows through the cooling water three-way valve 143 in whole or in part. The cooling water leaving the cooling water three-way valve 143 flows through the radiator 147 in the heating mode or the cooling and heating mode and then flows back to the cooling water pump 138; in the heating mode, if the heat exchange of the flue gas refrigerant heat exchanger 17 is not enough to share the frost-free demand of the second heat exchanger 22 in order to achieve frost-free operation, the P port and the N port flow at the same time, and the cooling water refrigerant heat exchanger 149 exchanges heat to ensure the frost-free operation of the second heat exchanger 22. The cooling water flows through the radiator 147 and then flows back to the cooling water pump 138. In the defrosting mode, the cooling water flows through the cooling water refrigerant heat exchanger 149 and the radiator 147 and then flows back to the cooling water pump. The inlet pipeline of the cooling water pump 138 is equipped with an expansion water tank 139, which is used to add cooling water and set the pressure at the inlet of the cooling water pump 138.

[0061] The flue gas refrigerant heat exchanger 17 is any one of a fin coil heat exchanger, a plate heat exchanger, a plate fin heat exchanger, a plate shell heat exchanger, and a shell and tube heat exchanger, and the flue gas cooling water heat exchanger 8 is any one of a fin coil heat exchanger, a plate heat exchanger, a plate fin heat exchanger, a plate shell heat exchanger, and a shell and tube heat exchanger. The flue gas refrigerant heat exchanger 17 is made of stainless steel.

[0062] The operation modes of the engine-driven vapor compression heat pump provided in this embodiment include a heating mode and a defrosting mode, and the specific working process is as follows:

[0063] like Figure 1As shown, in the heating mode, if the air flowing through the second heat exchanger 22 is in the non-frosting area: the E1 port and the S1 port of the first refrigerant three-way valve 36 are connected, the E2 port and the D2 port of the second refrigerant three-way valve 37 are connected, the third switching valve 27 is closed, and the first throttle valve 16 and the second throttle valve 21 are adjusted normally. The engine 10 drives the compressor 12 through the transmission device 11 to compress the refrigerant gas and discharge it to the first refrigerant inlet, and enter the first heat exchanger 15. The refrigerant gas releases heat and condenses in the first heat exchanger 15 to become a refrigerant liquid. The refrigerant liquid discharged from the first refrigerant outlet of the first heat exchanger 15 passes through the first pipeline 18 and the first connection point 19, and is divided into two paths at the second connection point 20, and enters the first branch 34 and the second branch 35. Among them, the first branch 34 is equipped with the second throttle valve 21, and the second branch 35 is equipped with the first throttle valve 16. After the refrigerant in the second branch 35 is converted into a gas-liquid two-phase refrigerant through the first throttle valve 16, it enters the economizer 33 and the flue gas refrigerant heat exchanger 17 to absorb heat and evaporate, then flows through the cooling water refrigerant heat exchanger 149, and then flows through the second refrigerant three-way valve E2 port and D2 port to return to the compressor 12 through the air supply port 29. After the refrigerant liquid in the first branch 34 is converted into a gas-liquid two-phase refrigerant through the second throttle valve 21, it enters the second heat exchanger 22 through the first flow port 23 to absorb heat and evaporate to be converted into refrigerant gas, and then passes through the E1 port and S1 port of the first refrigerant three-way valve 36 and returns to the compressor 12 through the air intake port 13.

[0064] In heating mode, if the air flowing through the second heat exchanger 22 is in the frosting area: the E1 port and the S1 port of the first refrigerant three-way valve 36 are connected, the E2 port and the S2 port of the second refrigerant three-way valve 37 are connected, the third switching valve 27 is closed, and the first throttle valve 16 and the second throttle valve 21 are adjusted normally. The engine 10 drives the compressor 12 through the transmission device 11 to compress the refrigerant gas and discharge it to the first refrigerant inlet, and enter the first heat exchanger 15. The refrigerant gas releases heat and condenses in the first heat exchanger 15 to become a refrigerant liquid. The refrigerant liquid discharged from the first refrigerant outlet of the first heat exchanger 15 passes through the first pipeline 18 and the first connection point 19, and is divided into two paths at the second connection point 20, and enters the first branch 34 and the second branch 35. After the refrigerant in the second branch 35 is converted into a gas-liquid two-phase refrigerant through the first throttle valve 16, it enters the economizer 33 and the flue gas refrigerant heat exchanger 17 to absorb heat and evaporate; if necessary, the refrigerant is also absorbed and evaporated in the cooling water refrigerant heat exchanger 149, and the absorbed and evaporated refrigerant flows through the E2 port and S2 port of the second refrigerant three-way valve. After the refrigerant liquid in the first branch 34 is converted into a gas-liquid two-phase refrigerant through the second throttle valve 21, it enters the second heat exchanger 22 through the first flow port 23 to absorb heat and evaporate and convert into refrigerant gas, and then passes through the E1 port and S1 port of the first refrigerant three-way valve 36. The two-way refrigerant flowing out of the S1 port and the S2 port converges and returns to the compressor 12 from the air intake port 13.

[0065] In the defrosting mode, the D1 and E1 ports of the first refrigerant three-way valve 36 are connected, the E2 and S2 ports of the second refrigerant three-way valve 37 are connected, the third switching valve 27 is opened, the first throttle valve 16 is adjusted normally, and the second throttle valve 21 is closed. The engine 10 drives the compressor 12 through the transmission device 11 to compress the refrigerant gas and then divide it into two paths. One path enters the first heat exchanger 15 through the first refrigerant inlet, and the refrigerant gas releases heat in the first heat exchanger 15 and condenses into refrigerant liquid, and the refrigerant liquid is discharged from the first refrigerant outlet; the other path of refrigerant gas flows into the second heat exchanger 22 through the D1 and E1 ports of the first refrigerant three-way valve 36 and the second flow port 24, and the refrigerant gas condenses into refrigerant liquid, thereby releasing heat to the frost layer on the surface of the second heat exchanger 22 for defrosting, and then the refrigerant liquid flows out from the first flow port 23, passes through the third switching valve 27, and the two paths of refrigerant liquid converge at the first connection point 19. The converged refrigerant liquid flows into the second branch 35, and then is converted into a gas-liquid two-phase refrigerant through the first throttle valve 16. After passing through the economizer 33, it enters the flue gas refrigerant heat exchanger 17 and the cooling water refrigerant heat exchanger 149 to absorb heat and evaporate, and then is converted into refrigerant gas, and returns to the compressor 12 through the air intake 13.

[0066] The above embodiments are preferred cases of the present invention and are not intended to limit the protection scope of the present invention. In addition, it can be understood by those skilled in the art that the present invention is not limited to the above embodiments, and more variations and modifications can be made according to the teachings of the present invention, and these variations and modifications all fall within the scope of protection claimed by the present invention. The protection scope of the present invention is defined by the attached claims and their equivalents.

[0067] For example, in this embodiment, two load regulating ports, two load regulating valves and a two-position four-way solenoid valve are set. In actual use, only one load regulating port and one load regulating valve may be set, and the two are directly connected without the need to set a two-position four-way solenoid valve.

Claims

1. An engine-driven vapor compression heat pump, comprising an engine having a first flywheel and a starter motor, a compressor having a connecting shaft, It is characterized in that Also includes: a base, on which the engine and the compressor are fixed, The connecting shaft is connected to the first flywheel, The compressor also has at least one load regulating valve and at least one load regulating port, wherein the load regulating valve is correspondingly connected to the load regulating port, and the load regulating valve is used to adjust the working state of the compressor. The connecting shaft comprises a first connecting shaft and a second connecting shaft, the first connecting shaft is fixed in the compressor, the second connecting shaft is detachably connected to the first flywheel, and the first connecting shaft and the second connecting shaft are fixed by a double diaphragm coupling. The base comprises a compressor base plate, an engine base plate and a common chassis frame, wherein the common chassis frame is composed of a frame and a support, and the compressor base plate and the engine base plate are respectively rectangular steel plates and are mounted on the common chassis frame. The engine-driven vapor compression heat pump further comprises a first bracket and a second bracket, the engine is detachably connected to the engine bottom plate through the first bracket and the second bracket, and the bottom of the compressor is fixed to the compressor bottom plate. The engine is a high-speed engine, and its speed range is between idle speed and 4500RPM. The compressor is one of a single-stage open screw compressor, a two-stage open screw compressor, a single-stage open magnetic levitation centrifugal compressor, and a two-stage open magnetic levitation centrifugal compressor.

2. An engine-driven vapor compression heat pump according to claim 1, characterized in that: in, The engine-driven vapor compression heat pump has a startup mode, an operation mode, and a shutdown mode: In the starting mode, the load regulating valve is actuated to place the compressor at a low load position, the starter motor is powered on and engages with the first flywheel, the starter motor drives the first flywheel to rotate, the engine is ignited and started successfully, then the starter motor is disengaged from the first flywheel, the starter motor loses power and shuts down, the engine is at an idle speed, and the compressor runs at a low load state. In the operation mode, the load regulating valve is actuated to make the compressor in the full load position, and then the engine is operated at normal speed regulation. The compressor adjusts the output at the full load position by changing the engine speed. In the shutdown mode, the load regulating valve is actuated to place the compressor in the low load position, the compressor operates in the low load state, the engine speed is adjusted to the idle speed, and then the engine stops running.

3. An engine-driven vapor compression heat pump according to claim 1, It is characterized in that Also includes: A fixed plate is connected to the connecting shaft and the first flywheel respectively.

4. The engine-driven vapor compression heat pump according to claim 1, characterized in that: in, The load regulating valve is one of a solenoid valve, an electric butterfly valve and an electric ball valve.

5. The engine-driven vapor compression heat pump according to claim 1, characterized in that: in, The compressor has two load regulating ports and two load regulating valves. The two load regulating valves are integrated into a two-position four-way solenoid valve and are respectively connected to the two load regulating ports.

6. The engine-driven vapor compression heat pump according to claim 1, characterized in that: in, The base has two oil collecting pans, which are respectively arranged corresponding to the engine and the compressor and are used to collect leaked oil.

7. The engine-driven vapor compression heat pump according to claim 1, characterized in that: in, The starter motor is driven by a transformer.

8. The engine-driven vapor compression heat pump according to claim 1, characterized in that: in, The engine is of naturally aspirated type or turbocharged type.

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