Hybrid type air conditioning system

Abstract

To simplify the structure of a cooling mechanism for an engine and a motor generator in a hybrid type air conditioning system.SOLUTION: A cooling mechanism 15 of a hybrid type air conditioning system 10 includes: a first cooling water path 301 configured so that cooling water discharged from a cooling water pump 303 flows into the cooling water pump 303 after flowing through a water jacket 201 of an engine 20 and a radiator 306 in this order; and a second cooling water path 302 configured so that one end is connected to the first cooling water path 301 in a branching section 320, the other end is connected to the first cooling water path 301 in a merging section 321, an inverter cooler 221 and an ATF cooler 28 are provided, cooling water branched from the first cooling water path 301 in the branching section 320 circulates in the inverter cooler 221 and the ATF cooler 28, and the cooling water merges with the first cooling water path 301 in the merging section 321.SELECTED DRAWING: Figure 1

Description

Technical Field

[0001] The present invention relates to a hybrid air conditioning system.

Background Art

[0002] Conventionally, a gas heat pump type air conditioning system in which a compressor is driven by a gas engine is known. The gas heat pump type air conditioning system disclosed in Patent Document 1 has a path configured such that engine cooling water fed from a cooling water pump flows through an exhaust heat exchanger that exchanges heat with the exhaust of the engine, a gas engine, and a radiator in this order, and then returns to the cooling water pump. According to the cooling mechanism having such a configuration, the engine can be cooled.

[0003] Development of a hybrid air conditioning system equipped with a gas engine and an electric motor as driving power sources for a compressor has been underway. In a hybrid air conditioning system, a cooling mechanism for cooling both the gas engine and the electric motor is required. However, the cooling mechanism for cooling both the gas engine and the electric motor increases in price and becomes more complex compared to the cooling mechanism for cooling only the gas engine. Note that Patent Document 1 does not disclose a cooling mechanism for a hybrid air conditioning system.

Prior Art Documents

Patent Documents

[0004]

Patent Document 1

Summary of the Invention

[0005] (Problems to be Solved by the Invention) In view of the above circumstances, one of the objects of the present invention is to suppress an increase in the price and simplify the structure of a cooling mechanism for an engine and an electric motor in a hybrid air conditioning system equipped with an engine and an electric motor as driving power sources for a compressor.

[0006] (Means for Solving the Problem) To achieve the above object, the hybrid air-conditioning system according to the present invention includes a refrigerant circuit including a refrigerant path through which a refrigerant can flow, an outdoor heat exchanger, an indoor heat exchanger, and a compressor that are connected to each other by the refrigerant path, and configured such that the refrigerant flows through the outdoor heat exchanger and the indoor heat exchanger when the compressor is driven, an engine configured to operate by fuel supply and drive the compressor, an electric motor configured to operate by power supply and drive the compressor, a cooling mechanism including a cooling water path through which cooling water can flow, an engine cooler connected to each other by the cooling water path and configured to cool the engine with the cooling water, an electric motor cooler configured to cool the electric motor with the cooling water, a cooling water cooler configured to cool the cooling water, and a cooling water pump for circulating the cooling water through the cooling water path, and the cooling water path includes a first cooling water path configured such that the cooling water discharged from the cooling water pump flows through the engine cooler and the cooling water cooler in this order and then flows into the cooling water pump, a second cooling water path having one end connected to the first cooling water path at a branch portion and the other end connected to the first cooling water path at a confluence portion, with the inverter cooler and the electric motor cooler provided between the one end and the other end, and configured such that the cooling water branched from the first cooling water path at the branch portion flows through the electric motor cooler and merges into the first cooling water path at the confluence portion, and

[0007] According to the present invention, by branching and merging a second cooling water path for cooling an electric motor and an inverter from a first cooling water path corresponding to a cooling water path for cooling an engine, an inverter cooler and an electric motor cooler for cooling the inverter and the electric motor can be added without significantly changing the configuration of the first cooling water path. Therefore, it is possible to suppress an increase in the price of the cooling mechanism for the engine and the electric motor and simplify the structure.

Brief Description of the Drawings

[0008]

Figure 1

Figure 2

Embodiments for Carrying Out the Invention

[0009] Hereinafter, a hybrid air conditioning system according to an embodiment of the present invention will be described. In the following description, the "hybrid air conditioning system" may be simply abbreviated as the "air conditioning system".

[0010] <Overall Configuration of the Air Conditioning System> FIG. 1 is a diagram showing the configuration of the air conditioning system 10. As shown in FIG. 1, the air conditioning system 10 includes an outdoor unit 11 installed outdoors, a plurality of indoor units 12 installed indoors, and a refrigerant circuit 13 provided across the outdoor unit 11 and the indoor units 12. The outdoor unit 11 of the air conditioning system 10 includes a power unit 14, a cooling mechanism 15, a control device 16, and a battery 17. The power unit 14 includes one engine 20, one motor generator 21, an inverter 22, two compressors 23, a power transmission mechanism 24, and a housing 25.

[0011] The engine 20 is a driving force source for two compressors 23. A gas engine that generates a driving force by burning gaseous fuel is applied to the engine 20. Then, the engine 20 operates (outputs a driving force) using gas (for example, city gas) supplied from outside the air conditioning system 10 as fuel. The engine 20 is water-cooled and includes a water jacket 201 through which cooling water can flow. The water jacket 201 is an example of the engine cooler of the present invention. Note that the configuration of the water jacket 201 is not particularly limited, and a conventionally known configuration can be applied.

[0012] The motor generator 21 is an example of the electric motor of the present invention. The motor generator 21 has a function as a driving force source for two compressors 23 and a function as a generator that generates electricity by the driving force output by the engine 20. The motor generator 21 is electrically connected to the inverter 22 and operates (outputs a driving force) by the power supplied from the inverter 22 when functioning as a motor (driving force source). Further, when functioning as a generator, the generated power can be charged to the battery 17 via the inverter 22.

[0013] The inverter 22 is electrically connected to a system power source (not shown), the battery 17, and the motor generator 21. When the motor generator 21 functions as a driving force source (electric motor), the inverter 22 drives the motor generator 21 by adjusting and outputting the voltage and frequency of the power of the system power source under the control of the control device 16. Further, when the motor generator 21 functions as a generator, the inverter 22 adjusts the voltage and frequency so that the power generated by the motor generator 21 is suitable for the operation of each part of the air conditioning system 10 and the charging of the battery 17.

[0014] The two compressors 23 have an input shaft 231 (see FIG. 2), and operate when a driving force is input to the input shaft 231, and are configured to circulate refrigerant in the refrigerant circuit 13 by operating. The two compressors 23 are both driven (operated) by a driving force output from at least one of the engine 20 and the motor generator 21. The two compressors 23 each have a refrigerant suction port 232 and a refrigerant discharge port 233, and are configured to suck refrigerant from the refrigerant suction port 232, compress the sucked refrigerant, and discharge it from the refrigerant discharge port 233. The refrigerant suction port 232 and the refrigerant discharge port 233 of the compressor 23 are connected to the refrigerant circuit 13 (it can also be said that each of the two compressors 23 forms a part of the refrigerant circuit 13). Note that the configuration of the compressor 23 is not particularly limited, and a conventionally known configuration can be applied.

[0015] The power transmission mechanism 24 is configured to transmit the driving force output from the engine 20 to the two compressors 23. Further, the power transmission mechanism 24 is configured to transmit the driving force output from the motor generator 21 to the two compressors 23. Furthermore, the power transmission mechanism 24 is configured to transmit the driving force output from the engine 20 to the motor generator 21. In the present embodiment, the power transmission mechanism 24 includes a gear train 241 (see FIG. 2). And the power transmission mechanism 24 is configured to be able to transmit the driving force output from the motor generator 21 to the two compressors 23 by this gear train 241, and is configured to be able to transmit the driving force output from the engine 20 to the two compressors 23 and the motor generator 21.

[0016] The housing 25 is a housing that houses the gear train 241 of the power transmission mechanism 24 and the motor generator 21. The housing 25 is configured to store lubricating oil at the bottom inside thereof. Further, the housing 25 is provided with a lubricating oil pump 26 and a lubricating oil path 27 that suck up the lubricating oil accumulated at the bottom and supply it to the motor generator 21 and the gear train 241 (for example, shower the lubricating oil onto the motor generator 21 and the gear train 241) (see FIG. 2). An ATF cooler 28 is provided on the lubricating oil path 27. The ATF cooler 28 is an example of the electric motor cooler of the present invention. The ATF cooler 28 is a heat exchanger configured to cool the lubricating oil by exchanging heat between the cooling water and the lubricating oil. With the configuration in which the ATF cooler 28 is provided on the lubricating oil path 27, the lubricating oil cooled in the ATF cooler 28 is supplied to the motor generator 21 and the gear train 241. Thereby, the motor generator 21 is cooled, and the meshing portions and other sliding portions of the gears constituting the gear train 241 are lubricated.

[0017] The battery 17 is electrically connected to the inverter 22 and the utility power supply. And the battery 17 can charge the electric power supplied from the utility power supply and can also charge the electric power generated by the motor generator 21. Further, the battery 17 can supply the electric power for engine starting to each part of the air conditioning system 10.

[0018] The control device 16 is a device that controls each part of the air conditioning system 10. The control device 16 includes a computer including a CPU, a ROM, and a RAM. A computer program for controlling each part of the air conditioning system 10 is stored in advance in the ROM of the computer of the control device 16. Then, the CPU of the computer of the control device 16 reads out this computer program from the ROM and expands it in the RAM (using the RAM as a work area) and executes it. Thereby, the control of the air conditioning system 10 is realized.

[0019] <Configuration of the cooling mechanism> Next, the configuration of the cooling mechanism 15 will be described. The cooling mechanism 15 is a mechanism for cooling the engine 20, the motor generator 21, and the inverter 22. The cooling mechanism 15 includes a first cooling water path 301, a second cooling water path 302, a cooling water pump 303, a water jacket 201 of the engine 20, an exhaust heat exchanger 304, an ATF cooler 28, an inverter cooler 221, a heat exchanger 305 for exhaust heat recovery, and a radiator 306.

[0020] The first cooling water path 301 and the second cooling water path 302 are paths configured to allow the flow of cooling water. The arrows in FIG. 1 indicate the flow directions of the cooling water flowing through the first cooling water path 301 and the second cooling water path 302, respectively. The cooling water pump 303 includes a cooling water suction port 310 and a cooling water discharge port 311, and is configured to suck cooling water from the cooling water suction port 310 and discharge the cooling water from the cooling water discharge port 311 when operating. The exhaust heat exchanger 304 is a heat exchanger configured to perform heat exchange between the exhaust gas of the engine 20 and the cooling water. The ATF cooler 28 is a heat exchanger configured to perform heat exchange between the cooling water and the lubricating oil. The inverter cooler 221 is a heat exchanger configured to perform heat exchange between the cooling water and the inverter 22. The heat exchanger 305 for exhaust heat recovery is a heat exchanger configured to perform heat exchange between the refrigerant and the cooling water. The radiator 306 is an example of the cooling water cooler of the present invention. The radiator 306 is a heat exchanger configured to dissipate the heat of the cooling water to the outside air. Note that the configurations of the exhaust heat exchanger 304, the ATF cooler 28, the heat exchanger 305 for exhaust heat recovery, and the radiator 306 are not particularly limited, and conventionally known configurations can be applied.

[0021] The first cooling water path 301 is a closed-loop path configured such that cooling water can circulate. On the first cooling water path 301, a cooling water pump 303, an exhaust heat exchanger 304, a water jacket 201 of the engine 20, a heat exchanger 305 for exhaust heat recovery, and a radiator 306 are provided. It can also be said that the cooling water pump 303, the exhaust heat exchanger 304, the water jacket 201 of the engine 20, the heat exchanger 305 for exhaust heat recovery, and the radiator 306 are connected to each other such that cooling water can flow through the first cooling water path 301. As shown in FIG. 1, the exhaust heat exchanger 304, the water jacket 201 of the engine 20, the heat exchanger 305 for exhaust heat recovery, and the radiator 306 are provided in series and annularly in order from the closest to the cooling water discharge port 311 of the cooling water pump 303.

[0022] A branch portion 320 and a confluence portion 321 that communicate with the second cooling water path 302 are provided in the first cooling water path 301. The branch portion 320 and the confluence portion 321 are provided between the radiator 306 and the water jacket 201 of the engine 20 (more specifically, on the downstream side of the radiator 306 and the upstream side of the water jacket 201 of the engine 20 with respect to the flow direction of the cooling water). The confluence portion 321 is provided closer to the water jacket 201 of the engine 20 (downstream side of the flow of the cooling water) than the branch portion 320. An orifice 323 that adjusts (which can also be said to limit) the flow rate of the cooling water flowing through the first cooling water path 301 is provided between the branch portion 320 and the confluence portion 321 of the first cooling water path 301 (more specifically, on the downstream side of the branch portion 320 and the upstream side of the confluence portion 321 with respect to the flow direction of the cooling water).

[0023] The second cooling water path 302 is a path whose one end is connected to the first cooling water path 301 at the branch portion 320 (it can also be said that it branches from the first cooling water path 301), and the other end is connected to the first cooling water path 301 at the confluence portion 321 (it can also be said that it merges into the first cooling water path 301). And on the second cooling water path 302, the inverter cooler 221 and the ATF cooler 28 are provided in series in order from the side closer to the branch portion 320. For this reason, the cooling water that has flowed into (been diverted to) the second cooling water path 302 from the first cooling water path 301 at the branch portion 320 sequentially passes through the inverter cooler 221 and the ATF cooler 28, and flows into the first cooling water path 301 at the confluence portion 321 (merges into the cooling water flowing through the first cooling water path 301).

[0024] The cooling water discharged from the cooling water discharge port 311 of the cooling water pump 303 flows through the first cooling water path 301 and first flows into the exhaust heat exchanger 304. And while the cooling water passes through the exhaust heat exchanger 304, heat exchange occurs between the cooling water and the exhaust of the engine 20. For this reason, the cooling water is heated by the heat possessed by the exhaust of the engine 20 (in other words, the heat possessed by the exhaust of the engine 20 is recovered by the cooling water). The cooling water that has passed through the exhaust heat exchanger 304 then flows into the water jacket 201 of the engine 20. And while the cooling water passes through the water jacket 201 of the engine 20, the heat possessed by the engine 20 is taken away by the cooling water, whereby the engine 20 is cooled.

[0025] The cooling water that has passed through the water jacket 201 of the engine 20 has become hot by extracting heat from the exhaust of the engine 20 and the engine 20. Then, the hot cooling water that has passed through the water jacket 201 of the engine 20 flows into the waste heat recovery heat exchanger 305. While the cooling water passes through the waste heat recovery heat exchanger 305, heat exchange occurs between the cooling water and the refrigerant (the heat of the cooling water is given to the refrigerant), whereby the refrigerant is heated. The cooling water that has passed through the waste heat recovery heat exchanger 305 flows into the radiator 306. While the cooling water passes through the radiator 306, the heat possessed by the cooling water is dissipated to the outside air (heat exchange occurs between the cooling water and the outside air), whereby the cooling water is cooled.

[0026] Since an orifice 323 is provided on the downstream side of the branch portion 320 of the first cooling water path 301, the orifice 323 becomes a resistance to the cooling water flowing through the first cooling water path 301. For this reason, a part of the low-temperature cooling water that has passed through the radiator 306 diverges (flows in) to the second cooling water path 302 at the branch portion 320. The cooling water that has diverged to the second cooling water path 302 passes through the inverter cooler 221 and the ATF cooler 28 in this order. Then, while the cooling water passes through the inverter cooler 221, heat exchange occurs between the cooling water and the inverter 22, whereby the inverter 22 is cooled, and while the cooling water passes through the ATF cooler 28, heat exchange occurs between the cooling water and the lubricating oil, whereby the lubricating oil is cooled. As described above, the ATF cooler 28 is provided on the lubricating oil path 27 of the housing 25, and the lubricating oil cooled in the ATF cooler 28 is supplied to the motor generator 21 and the gear train 241. For this reason, each gear constituting the motor generator 21 and the gear train 241 is cooled.

[0027] The cooling water that has passed through the inverter cooler 221 and the ATF cooler 28 merges into the cooling water flowing through the first cooling water path 301 at the merging portion 321. On the other hand, the cooling water that has not diverged to the second cooling water path 302 at the branch portion 320 passes through the orifice 323. Then, the cooling water that has passed through the orifice 323 or the second cooling water path 302 flows into the cooling water suction port 310 of the cooling water pump 303.

[0028] According to such a configuration, it is possible to provide a cooling mechanism 15 that can cool the engine 20, the inverter 22, and the motor generator 21 while suppressing an increase in the price of the cooling mechanism 15 and simplifying the structure. That is, the first cooling water path 301 of the cooling mechanism 15 according to the present embodiment corresponds to a cooling mechanism for cooling a gas engine in a gas engine heat pump type air conditioning system. By branching the second cooling water path 302 from the first cooling water path 301 (in other words, by providing the second cooling water path 302 in parallel with the first cooling water path 301), the second cooling water path 302 for cooling the inverter 22 and the motor generator 21, the inverter cooler 221, and the ATF cooler 28 can be provided without significantly changing the configuration of the first cooling water path 301. Therefore, it is possible to suppress an increase in the price of the cooling mechanism 15 and simplify the structure.

[0029] In addition, when the second cooling water path 302 branches from the first cooling water path 301, enlargement of the inverter cooler 221 and the ATF cooler 28 can be prevented or suppressed. That is, the heat generation amount of the inverter 22 and the motor generator 21 is less than the heat generation amount of the engine 20. For this reason, the flow rate of the cooling water passing through the inverter cooler 221 and the ATF cooler 28 may be less than the flow rate of the cooling water passing through the water jacket 201 of the engine 20. However, for example, if the cooling mechanism 15 does not include the second cooling water path 302 and the inverter cooler 221 and the ATF cooler 28 are provided in the first cooling water path 301, the inverter cooler 221 and the ATF cooler 28 must be configured according to the flow rate of the cooling water passing through the water jacket 201 of the engine 20. For this reason, in such a configuration, the flow rate of the cooling water passing through the inverter cooler 221 and the ATF cooler 28 becomes excessive with respect to the required cooling capacity of the inverter cooler 221 and the ATF cooler 28, and thus the inverter cooler 221 and the ATF cooler 28 are enlarged.

[0030] In contrast, according to the present embodiment, an inverter cooler 221 and an ATF cooler 28 are provided in a second cooling water path 302 that branches from the first cooling water path 301. With such a configuration, the inverter cooler 221 and the ATF cooler 28 can be made into configurations suitable for cooling the inverter 22 and the motor generator 21, respectively. More specifically, the amount of heat generated by the inverter 22 and the motor generator 21 is less than the amount of heat generated by the engine 20. Therefore, the flow rate of the cooling water flowing through the inverter cooler 221 and the ATF cooler 28 (that is, the flow rate of the cooling water flowing through the second cooling water path 302) may be less than the flow rate of the cooling water flowing through the water jacket 201 of the engine 20. According to the present embodiment, the flow rate of the cooling water passing through the inverter cooler 221 and the ATF cooler 28 can be made less than the total amount of the cooling water discharged from the cooling water pump 303. For this reason, while setting the flow rate suitable for cooling the inverter 22 and the motor generator 21, the inverter cooler 221 and the ATF cooler 28 can be reduced in size (no increase in size). Therefore, an inexpensive and simple cooling mechanism 15 can be realized.

[0031] Also, in a configuration where the inverter cooler 221 and the ATF cooler 28 are provided in the first cooling water path 301, the elements that become the "resistance of the flow of the cooling water" in the first cooling water path 301 increase. For this reason, the flow rate per unit time of the cooling water flowing through the first cooling water path 301 may decrease, and as a result, it may become difficult to maintain a flow rate suitable for cooling the engine 20. And in order to maintain a flow rate suitable for cooling the engine 20 in such a configuration, it is necessary to increase the capacity of the cooling water pump 303, and as a result, the cooling water pump 303 is increased in size (that is, the cooling mechanism 15 is increased in size).

[0032] In contrast, according to the present embodiment, an increase in the elements that become the "resistance of the flow of the cooling water" in the first cooling water path 301 can be suppressed, so that a flow rate suitable for cooling the engine 20 can be maintained without increasing the capacity of the cooling water pump 303. Therefore, an increase in the size of the cooling mechanism 15 is not caused.

[0033] Also, an orifice 323 is provided between a branch portion 320 and a confluence portion 321 of the first cooling water path 301. Therefore, the flow rate of the cooling water in the first cooling water path 301 is adjusted (it can also be said to be restricted). Thus, the flow rate of the cooling water passing through the second cooling water path 302 can be adjusted to a flow rate suitable for cooling the inverter 22 and the motor generator 21. Note that the ratio of the flow rate of the cooling water passing through the orifice 323 to the flow rate of the cooling water flowing through the second cooling water path 302 is not limited and is appropriately set according to the flow rate of the cooling water suitable for cooling the inverter 22 and the motor generator 21.

[0034] The branch portion 320 is provided between the radiator 306 and the water jacket 201 of the engine 20. More specifically, it is provided at a position on the downstream side of the flow of the cooling water from the radiator 306 in the first cooling water path 301 and on the upstream side of the water jacket 201 of the engine 20. According to such a configuration, the low-temperature cooling water cooled in the radiator 306 (the cooling water before being heated in the water jacket 201 of the engine 20) flows into the second cooling water path 302.

[0035] The target cooling temperatures of the inverter 22 and the motor generator 21 are lower than the temperature of the engine 20. Therefore, according to such a configuration, the low-temperature cooling water after passing through the radiator 306 and before passing through the water jacket 201 of the engine 20 can flow into the second cooling water path 302. That is, since the target cooling temperature of the engine 20 is higher than the target cooling temperatures of the inverter 22 and the motor generator 21, the temperature of the cooling water after passing through the water jacket 201 of the engine 20 may be higher than the target cooling temperatures of the inverter 22 and the motor generator 21. For this reason, if the second cooling water path 302 is configured to branch on the downstream side of the flow of the cooling water from the radiator 306 and the water jacket 201 of the engine 20, cooling water having a temperature higher than the specification temperature range of the inverter 22 and the motor generator 21 may flow into the second cooling water path 302, and as a result, there is a possibility that the inverter 22 and the motor generator 21 cannot be sufficiently cooled. On the other hand, according to the present embodiment, since the low-temperature cooling water immediately after passing through the radiator 306 is configured to flow into the second cooling water path 302, the inverter 22 and the motor generator 21 can be sufficiently cooled.

[0036] Also, in the present embodiment, the cooling mechanism 15 includes an ATF cooler 28, and the lubricating oil is cooled by heat exchange between the cooling water and the lubricating oil in the ATF cooler 28. Then, each part of the motor generator 21 and the power transmission mechanism 24 is cooled by the cooled lubricating oil, and each part of the power transmission mechanism 24 is lubricated. According to such a configuration, it is not necessary to separately provide a cooler for cooling the motor generator 21 and a cooler for cooling each part of the power transmission mechanism 24. Further, it is not necessary to separately provide a cooler for cooling the motor generator 21 and the power transmission mechanism 24 and a lubricating mechanism for lubricating each part of the power transmission mechanism 24. Therefore, the air conditioning system 10 can be downsized.

[0037] <Configuration of Refrigerant Circuit> Next, the configuration of the refrigerant circuit 13 will be described. The refrigerant circuit 13 is configured such that the refrigerant can circulate. The refrigerant circuit 13 includes the two compressors 23, a refrigerant path 41, a four-way valve 42, an oil separator 43, an accumulator 44, an indoor heat exchanger 45, an indoor electronic expansion valve 46, an outdoor heat exchanger 47, and a waste heat recovery heat exchanger 305. The refrigerant path 41 is a path through which the refrigerant can flow. The two compressors 23, the four-way valve 42, the oil separator 43, the accumulator 44, the indoor heat exchanger 45, the indoor electronic expansion valve 46, the outdoor heat exchanger 47, the waste heat recovery heat exchanger 305, and the indoor heat exchanger 45 are provided on the refrigerant path 41 (it can also be said that they are connected to each other via the refrigerant path 41). The refrigerant path 41 includes a discharge path 51, an intermediate path 52, an accumulator inlet path 53, an accumulator outlet path 54, a bypass path 55, an oil discharge path 56, an outdoor unit side refrigerant path 57, and an indoor unit side refrigerant path 58.

[0038] The two compressors 23 are configured such that when driven (operated), they suck the refrigerant from the refrigerant suction port 232, compress the sucked refrigerant, and discharge the compressed refrigerant from the refrigerant discharge port 233. The refrigerant discharge ports 233 of the two compressors 23 and the first port 421 of the four-way valve 42 described later are connected by the discharge path 51.

[0039] The four-way valve 42 includes four ports: a first port 421, a second port 422, a third port 423, and a fourth port 424. The four-way valve 42 is configured to selectively realize a first state and a second state. The first state is a state in which the first port 421 communicates with the second port 422 and the third port 423 communicates with the fourth port 424. The second state is a state in which the first port 421 communicates with the third port 423 and the second port 422 communicates with the fourth port 424. The four-way valve 42 is brought into the first state in the heating mode of the air conditioning system 10 and into the second state in the cooling mode under the control of the control device 16.

[0040] The oil separator 43 includes a refrigerant inlet 431, a refrigerant outlet 432, and an oil discharge port 433. The oil separator 43 is configured such that compressor oil is separated from the mixture of the refrigerant flowing in from the refrigerant inlet 431 and the compressor oil, the refrigerant flows out from the refrigerant outlet 432, and the compressor oil is discharged from the oil discharge port 433. The oil separator 43 is disposed on the discharge path 51. The refrigerant inlet 431 is connected to the refrigerant discharge port 233 of the compressor 23 via the discharge path 51, and the refrigerant outlet 432 is connected to the first port 421 of the four-way valve 42 via the discharge path 51. Further, the oil discharge port 433 of the oil separator 43 is connected to the refrigerant suction port 232 of the compressor 23 via the oil discharge path 56 and the accumulator outlet path 54.

[0041] The accumulator 44 includes a first refrigerant inlet 441, a second refrigerant inlet 442, and a refrigerant outlet 443. The accumulator 44 is configured such that the refrigerant (gas-liquid two-phase refrigerant) flowing in from each of the first refrigerant inlet 441 and the second refrigerant inlet 442 is separated into a gas-phase refrigerant and a liquid-phase refrigerant, and the gas-phase refrigerant flows out from the refrigerant outlet 443. The first refrigerant inlet 441 of the accumulator 44 is connected to the fourth port 424 of the four-way valve 42 via the accumulator inlet path 53. Further, the second refrigerant inlet 442 is connected to one end of the bypass path 55. The refrigerant outlet 443 of the accumulator 44 is connected to the refrigerant suction port 232 of the compressor 23 via the accumulator outlet path 54.

[0042] The outdoor heat exchanger 47 is configured to perform heat exchange between the refrigerant flowing through the internal path and the outdoor air. The configuration of the outdoor heat exchanger 47 is not particularly limited, and a conventionally known configuration can be applied. One end of the internal path of the outdoor heat exchanger 47 is connected to the third port 423 of the four-way valve 42 via the outdoor unit side refrigerant path 57, and the other end is connected to each indoor heat exchanger 45 of the plurality of indoor units 12 via the intermediate path 52.

[0043] The heat exchanger 305 for waste heat recovery is included in the cooling mechanism 15 as described above and is also included in the refrigerant circuit 13. And the heat exchanger 305 for waste heat recovery is disposed on the bypass path 55. The heat exchanger 305 for waste heat recovery is configured to exchange heat (transfer the heat of the cooling water to the refrigerant) between the cooling water flowing through the first cooling water path 301 and the refrigerant flowing through the bypass path 55. One end of the bypass path 55 is connected to the second refrigerant inlet 442 of the accumulator 44, and the other end is connected to the intermediate path 52.

[0044] The indoor heat exchanger 45 is configured such that the refrigerant can pass through the inside thereof and is configured to exchange heat between the passing refrigerant and the indoor air. One end of the indoor heat exchanger 45 is connected to the second port 422 of the four-way valve 42 via the indoor unit side refrigerant path 58. The other end of the indoor heat exchanger 45 is connected to the other end of the outdoor heat exchanger 47 via the intermediate path 52. An indoor side electronic expansion valve 46 is disposed on the intermediate path 52.

[0045] <Configuration of the power transmission mechanism> Next, the configuration of the power transmission mechanism 24 will be described. FIG. 2 is a schematic diagram showing the configuration of the power transmission mechanism 24. In FIG. 2, the housing 25 is shown by a broken line. The power transmission mechanism 24 includes one EG shaft gear 242, one MG shaft gear 243, two (i.e., the same number as the compressor 23) CP shaft gears 244 (see FIG. 1), one CT gear 245, one EG shaft clutch 246, two (i.e., the same number as the compressor 23) CP shaft clutches 247, and a housing 25. And one MG shaft gear 243, two CP shaft gears 244, and one CT gear 245 form a gear train 241 that can transmit the driving force to each other. Each of the gears of the power transmission mechanism 24 is rotatably accommodated in the housing 25.

[0046] The EG-axis gear 242 is a gear coaxially provided on the output shaft 202 of the engine 20. The MG-axis gear 243 is a gear coaxially provided on the rotating shaft 211 of the motor generator 21. The two CP-axis gears 244 are gears coaxially provided on each of the input shafts 231 of the two compressors 23. The CT gear 245 is a counter gear interposed between the EG-axis gear 242 and the two CP-axis gears 244. Also, the CT gear 245 is an idler gear and is rotatably supported by the housing 25 via its rotating shaft 211. The EG-axis gear 242 and the MG-axis gear 243 mesh directly, the EG-axis gear 242 and the CT gear 245 mesh directly, and the CT gear 245 and the two CP-axis gears 244 mesh directly (see Fig. 1).

[0047] An EG-axis clutch 246 is arranged between the EG-axis gear 242 and the main body of the engine 20. Therefore, it can also be said that "the EG-axis gear 242 is attached to the output shaft 202 of the engine 20 via the EG-axis clutch 246". The EG-axis clutch 246 is configured to be able to interrupt the power transmission between the engine 20 and the EG-axis gear 242 under the control of the control device 16. The configuration of the EG-axis clutch 246 is not particularly limited, and various electromagnetic clutches can be applied.

[0048] The two CP-axis clutches 247 are respectively arranged between the CP-axis gears 244 and the main bodies of the two compressors 23. Therefore, it can also be said that "the CP-axis gear 244 is attached to the input shaft 231 of the two compressors 23 via the CP-axis clutch 247". And the two CP-axis clutches 247 are configured to be able to interrupt the power transmission between the CP-axis gears 244 and the main bodies of the two compressors 23 under the control of the control device 16. Note that the configuration of the CP-axis clutch 247 is not particularly limited, and various electromagnetic clutches can be applied.

[0049] <Operation of the air conditioning system> Next, the basic operation of the air conditioning system 10 will be described. When power is supplied from the system power supply and gas is supplied from outside the air conditioning system 10, the control device 16 drives the two compressors 23 by the driving force of the engine 20, drives the two compressors 23 by the driving force of the motor generator 21, or drives the two compressors 23 by the driving forces of the engine 20 and the motor generator 21 according to whether a predefined condition is met or not.

[0050] When driving the two compressors 23 by the driving force of the engine 20, the control device 16 maintains both the EG shaft clutch 246 and the CP shaft clutch 247 in a state where "power transmission is allowed" (hereinafter sometimes referred to as the "continuous state"). Therefore, the driving force output by the engine 20 is transmitted to each of the two compressors 23 via the EG shaft clutch 246, the EG shaft gear 242, the CT gear 245, the two CP shaft gears 244, and the two CP shaft clutches 247. In this case, the control device 16 does not operate the motor generator 21 as a driving power source or as a generator. For this reason, in this case, the driving force is transmitted to the motor generator 21 via the EG shaft gear 242 and the MG shaft gear 243 (the rotating shaft 211 of the motor generator 21 rotates), but the motor generator 21 idles without generating electricity.

[0051] When driving the two compressors 23 by the driving force of the motor generator 21, the control device 16 maintains the EG shaft clutch 246 in a state where "power transmission is not allowed" (hereinafter sometimes referred to as the "disconnected state") and maintains the CP shaft clutch 247 in the continuous state. Therefore, the driving force output by the motor generator 21 is transmitted to each of the two compressors 23 via the MG shaft gear 243, the EG shaft gear 242, the CT gear 245, the two CP shaft gears 244, and the two CP shaft clutches 247. Also, in this case, the control device 16 does not operate the engine 20. And since the EG shaft clutch 246 is in the disconnected state, the driving force of the motor generator 21 is not transmitted to the engine 20.

[0052] Further, when the air-conditioning load (sometimes referred to as the heating and cooling load) is high, the control device 16 operates the engine 20 and operates the motor generator 21 as an electric motor. Thereby, the two compressors 23 are driven by the driving forces of the engine 20 and the motor generator 21.

[0053] Although the supply of gas from the outside continues, when the supply of power from the utility power supply stops, the control device 16 operates with the power supplied from the battery 17. Then, the control device 16 drives the two compressors 23 by the driving force of the engine 20 and operates the motor generator 21 as a generator by the driving force of the engine 20. The power generated by the motor generator 21 is charged to the battery 17 after the voltage and frequency are adjusted in the inverter 22.

[0054] Although the supply of power by the utility power supply continues, when the supply of gas from the outside of the air-conditioning system 10 stops, the control device 16 operates the motor generator 21 as a motor, and drives the two compressors 23 by the driving force output from the motor generator 21.

[0055] As described above, the air-conditioning system 10 according to the present embodiment can supply the power for operating the air-conditioning system 10 by generating power by the motor generator 21 by the driving force of the engine 20. Therefore, it is possible to provide a self-sufficient air-conditioning system 10 that can operate even during a power outage (while the supply of power from the utility power supply is stopped). And according to such a configuration, in the self-sufficient air-conditioning system 10, it is possible to simplify and reduce the cost of the cooling mechanism 15 for cooling the engine 20 and the motor generator 21.

[0056] <Air-conditioning operation of the air-conditioning system> Next, the air conditioning operation of the air conditioning system 10 will be described. The air conditioning system 10 includes a heating mode and a cooling mode as air conditioning modes. The four-way valve 42 is set to the first state in the heating mode and the second state in the cooling mode. In FIG. 1, the flow of the refrigerant during heating operation (during operation in the heating mode) is indicated by a solid-line arrow, and the flow of the refrigerant during cooling operation (during operation in the cooling mode) is indicated by a broken line.

[0057] The heating operation is as follows. The two compressors 23 are driven by the driving force of at least one of the engine 20 and the motor generator 21, thereby sucking and compressing the low-temperature and low-pressure gaseous refrigerant in the accumulator outlet passage 54 from the refrigerant suction port 232, and discharging the high-temperature and high-pressure gaseous refrigerant from the refrigerant discharge port 233. The refrigerant discharged from the refrigerant discharge port 233 passes through the discharge passage 51 and flows into the first port 421 of the four-way valve 42. An oil separator 43 is arranged on the discharge passage 51. The refrigerant discharged from the two compressors 23 (the refrigerant mixed with the compressor oil) is separated into the refrigerant and the compressor oil while passing through the oil separator 43. The compressor oil separated from the refrigerant is discharged from the oil discharge port 433 to the outside of the oil separator 43, and flows into the refrigerant suction port 232 of the two compressors 23 through the oil discharge passage 56 and the accumulator outlet passage 54.

[0058] The four-way valve 42 is set to the first state when the air conditioning mode is the heating mode. Therefore, the refrigerant (high-temperature and high-pressure refrigerant) flowing into the first port 421 of the four-way valve 42 from the discharge passage 51 flows out of the four-way valve 42 through the second port 422, passes through the indoor unit side refrigerant passage 58 connected to the second port 422, and flows into the indoor heat exchanger 45 of each indoor unit 12. The refrigerant flowing into the indoor heat exchanger 45 releases heat to the room (exchanges heat with the indoor air) in the indoor heat exchanger 45 and partially condenses.

[0059] The refrigerant that has passed through the indoor heat exchanger 45 flows into the intermediate path 52 and is pressurized to an intermediate pressure when passing through the indoor electronic expansion valve 46 disposed on the intermediate path 52. The refrigerant at the intermediate pressure flows into the outdoor heat exchanger 47, and a part of it also flows into the bypass path 55. Then, the refrigerant that has flowed into the outdoor heat exchanger 47 exchanges heat with the outdoor air (absorbs heat from the outdoor air), and a part of it vaporizes. The refrigerant that has partially vaporized passes through the outdoor unit side refrigerant path 57 and flows into the third port 423 of the four-way valve 42. Also, the refrigerant that has flowed into the heat exchanger 305 for exhaust heat recovery exchanges heat with the cooling water flowing through the cooling mechanism (absorbs heat from the cooling water).

[0060] The refrigerant that has flowed into the third port 423 of the four-way valve 42 from the outdoor unit side refrigerant path 57 passes through the fourth port 424 and the accumulator inlet path 53 and flows into the first refrigerant inlet 441 of the accumulator 44. Thus, the low-temperature and low-pressure refrigerant that has returned from the indoor unit 12 flows through the accumulator inlet path 53. Also, the refrigerant that has flowed from the intermediate path 52 into the bypass path 55 is heat-exchanged with the cooling water in the heat exchanger 305 for exhaust heat recovery disposed on the bypass path 55, and then flows into the second refrigerant inlet 442 of the accumulator 44.

[0061] The refrigerant that has flowed into the accumulator 44 is separated into a gaseous refrigerant and a liquid-phase refrigerant, and the low-temperature and low-pressure gaseous refrigerant passes through the accumulator outlet path 54 and flows into the refrigerant suction inlets 232 of the two compressors 23. By repeating such a refrigerant circulation cycle, indoor heating is continued.

[0062] The cooling operation is as follows. Similar to the heating operation, high-temperature and high-pressure gaseous refrigerant is discharged from the refrigerant discharge ports 233 of the two compressors 23, and the discharged refrigerant is separated from the compressor oil in the oil separator 43 and flows into the first port 421 of the four-way valve 42. When the air-conditioning mode is the cooling mode, the four-way valve 42 is set to the second state. Therefore, the refrigerant flowing from the discharge path 51 into the first port 421 of the four-way valve 42 passes through the third port 423 and the outdoor unit side refrigerant path 57 and flows into the outdoor heat exchanger 47. Then, the refrigerant (high-temperature and high-pressure gaseous refrigerant) flowing into the outdoor heat exchanger 47 discharges heat to the outside air (exchanges heat with the outside air) while passing through it, and a part of it condenses.

[0063] The refrigerant that has passed through the outdoor heat exchanger 47 flows into the indoor heat exchangers 45 of the respective indoor units 12 through the intermediate path 52. During the cooling operation, the flow control valve 48 arranged on the bypass path 55 is normally closed so that the refrigerant does not flow through the heat exchanger 305 for waste heat recovery. Also, on the indoor unit 12 side of the intermediate path 52, an indoor electronic expansion valve 46 configured to expand (reduce the pressure) the passing refrigerant is arranged. Therefore, the expanded (pressure-reduced) refrigerant that is easy to evaporate flows into the indoor heat exchanger 45. The refrigerant flowing into the indoor heat exchanger 45 evaporates (exchanges heat with the indoor air) while taking the heat of the indoor air as it passes through. As a result, the indoor air is cooled and the room is cooled. The refrigerant that has passed through the indoor heat exchanger 45 flows into the second port 422 of the four-way valve 42 through the indoor unit side refrigerant path 58.

[0064] The refrigerant flowing into the second port 422 of the four-way valve 42 flows into the first refrigerant inlet 441 of the accumulator 44 through the accumulator inlet path 53. In this way, the low-temperature and low-pressure refrigerant returning from the indoor unit 12 flows through the accumulator inlet path 53 during the cooling operation as well. Then, similar to the heating operation, the refrigerant is gas-liquid separated in the accumulator 44, and the low-temperature and low-pressure gaseous refrigerant flows into the refrigerant suction ports 232 of the two compressors 23 through the accumulator outlet path 54. By repeating such a refrigerant circulation cycle, the indoor cooling is continued.

[0065] <Summary of Embodiment> (1) The hybrid air conditioning system 10 according to this embodiment includes a refrigerant path 41 through which refrigerant can flow, an outdoor heat exchanger 47, an indoor heat exchanger 45, and a compressor 23 that are connected to each other by the refrigerant path 41, and a refrigerant circuit 13 configured such that when the compressor 23 is driven, the refrigerant flows through the outdoor heat exchanger 47 and the indoor heat exchanger 45. An engine 20 that operates by supplying fuel and is configured to drive the compressor 23. An electric motor (motor generator 21) that operates by supplying power and is configured to drive the compressor 23. An inverter 22 that controls the electric motor (motor generator 21) by adjusting the power supplied to the electric motor (motor generator 21). A cooling water path (first cooling water path 301, second cooling water path 302) through which cooling water can flow, an engine cooler (water jacket 201) that is connected to each other by the cooling water path (first cooling water path 301, second cooling water path 302) and is configured such that the engine 20 is cooled by the cooling water, an electric motor cooler (ATF cooler 28) that is configured such that the electric motor (motor generator 21) is cooled by the cooling water, an inverter cooler 221 that is configured such that the inverter 22 is cooled by the cooling water, a cooling water cooler (radiator 306) that is configured such that the cooling water is cooled, and a cooling water pump 303 that circulates the cooling water through the cooling water path (first cooling water path 301, second cooling water path 302). And The cooling water path (first cooling water path 301, second cooling water path 302) is a closed-loop first cooling water path 301 configured such that the cooling water discharged from the cooling water pump 303 flows through the engine cooler (water jacket 201) and the cooling water cooler (radiator 306) in this order and then flows into the cooling water pump 303. One end is connected to the first cooling water path 301 at the branch portion 320, the other end is connected to the first cooling water path 301 at the confluence portion 321, the inverter cooler 221 and the electric motor cooler (ATF cooler 28) are provided between the one end and the other end, and the cooling water branched from the first cooling water path 301 at the branch portion 320 flows through the inverter cooler 221 and the electric motor cooler (ATF cooler 28), and a second cooling water path 302 configured to merge into the first cooling water path 301 at the confluence portion 321.

[0066] According to the present embodiment, by branching and merging a second cooling water path 302 for cooling the electric motor (motor generator 21) and the inverter 22 from the first cooling water path 301 corresponding to the cooling water path for cooling the engine 20 in the conventional gas engine heat pump type air conditioning system, a cooler for cooling the electric motor (motor generator 21) and the inverter 22 can be added without significantly changing the configuration of the first cooling water path 301. Therefore, by providing the second cooling water path 302 for cooling the electric motor (motor generator 21) and the inverter 22, it is possible to suppress an increase in the price of the cooling mechanism 15 for the engine 20 and the electric motor (motor generator 21) and simplify the structure.

[0067] Further, compared with the configuration in which the inverter cooler 221 and the electric motor cooler (ATF cooler 28) are provided in the first cooling water path 301, the second cooling water path 302, the inverter cooler 221, and the electric motor cooler (ATF cooler 28) can be miniaturized and simplified. That is, since the heat generation amount of the inverter 22 and the electric motor (motor generator 21) is less than the heat generation amount of the engine 20, the flow rate of the cooling water passing through the inverter cooler 221 and the electric motor cooler (ATF cooler 28) may be less than the flow rate of the cooling water passing through the engine cooler (water jacket 201). For this reason, if the cooling mechanism 15 does not have the second cooling water path 302 branched from the first cooling water path 301 and the inverter cooler 221 and the electric motor cooler (ATF cooler 28) are provided in the first cooling water path 301, the inverter cooler 221 and the electric motor cooler (ATF cooler 28) must be configured according to the flow rate of the cooling water passing through the engine cooler (water jacket 201). Therefore, in such a configuration, the flow rate of the cooling water passing through becomes excessive with respect to the flow rate of the cooling water required to exhibit the cooling capacity required for the inverter cooler 221 and the ATF cooler 28. As a result, the inverter cooler 221 and the electric motor cooler (ATF cooler 28) are enlarged.

[0068] On the other hand, according to the present embodiment, since the second cooling water path 302, the inverter cooler 221, and the electric motor cooler (ATF cooler 28) can be configured (sized) to be suitable for cooling the inverter 22 and the electric motor (motor generator 21), respectively, enlargement of the second cooling water path 302, the inverter cooler 221, and the electric motor cooler (ATF cooler 28) is not caused. Therefore, an inexpensive and simple cooling mechanism 15 can be realized.

[0069] Furthermore, when the inverter cooler 221 and the electric motor cooler (ATF cooler 28) are provided in the first cooling water path 301, the elements that cause "the resistance of the flow of the cooling water" in the first cooling water path 301 increase, so the flow rate of the cooling water flowing through the first cooling water path 301 per unit time decreases. For this reason, it may be difficult to maintain a flow rate suitable for cooling the engine 20. In addition, in order to maintain a flow rate suitable for cooling the engine 20, it is necessary to increase the capacity of the cooling water pump 303, and as a result, the cooling water pump 303 becomes larger (that is, the cooling mechanism 15 becomes larger).

[0070] On the other hand, according to the present embodiment, since an increase in the elements that cause "the resistance of the flow of the cooling water" in the first cooling water path 301 can be suppressed, a flow rate suitable for cooling the engine 20 can be maintained without increasing the capacity of the cooling water pump 303. Therefore, the cooling mechanism 15 does not become larger.

[0071] (2) A configuration in which an orifice 323 for adjusting the flow rate of the cooling water flowing through the first cooling water path 301 is provided between the branch portion 320 and the confluence portion 321 of the first cooling water path 301 can be applied.

[0072] According to such a configuration, the flow rate of the cooling water that branches off to the second cooling water path 302 at the branch portion 320 can be adjusted. Therefore, the flow rate of the cooling water passing through the second cooling water path 302 can be adjusted to a flow rate suitable for cooling the inverter 22 and the electric motor (motor generator 21).

[0073] (3) The branch portion 320 is between the cooling water cooler (radiator 306) and the engine cooler (water jacket 201), and is located on the downstream side of the flow of the cooling water from the cooling water cooler (radiator 306), A configuration in which the confluence portion 321 is located on the downstream side of the flow of the cooling water from the branch portion 320 can be applied.

[0074] The target cooling temperatures of the inverter 22 and the electric motor (motor generator 21) are lower than the target cooling temperature of the engine 20. Therefore, according to such a configuration, the low-temperature cooling water after passing through the radiator 306 and before passing through the engine cooler (water jacket 201) can flow into the second cooling water path 302. That is, since the target cooling temperature of the engine 20 is higher than the target cooling temperatures of the inverter 22 and the electric motor (motor generator 21), the temperature of the cooling water after passing through the engine cooler (water jacket 201) may be higher than the target cooling temperatures of the inverter 22 and the electric motor (motor generator 21). For this reason, if the second cooling water path 302 is configured to branch on the downstream side of the flow of the cooling water from the radiator 306 and the engine cooler (water jacket 201), the cooling water having a temperature higher than the target cooling temperatures of the inverter 22 and the electric motor (motor generator 21) may flow into the second cooling water path 302, and as a result, there is a risk that the inverter 22 and the electric motor (motor generator 21) cannot be sufficiently cooled. On the other hand, according to the present embodiment, since the low-temperature cooling water immediately after passing through the cooling water cooler (radiator 306) is configured to flow into the second cooling water path 302, the inverter 22 and the electric motor (motor generator 21) can be sufficiently cooled.

[0075] (4) The hybrid air conditioning system 10 includes an inverter 22 that controls the electric motor (motor generator 21) by adjusting the power supplied to the electric motor (motor generator 21), an inverter cooler 221 configured to cool the inverter 22 with the cooling water, and the second cooling water path 302 is configured such that the cooling water branched from the first cooling water path 301 at the branch portion 320 flows through the inverter cooler 221 and the electric motor cooler (ATF cooler 28) and merges into the first cooling water path 301 at the merging portion 321.

[0076] According to such a configuration, the cooling water flowing through the second cooling water path 302 can cool the inverter cooler 221 and the electric motor cooler (ATF cooler 28).

[0077] (5) A configuration can be applied in which the second cooling water path 302 connects the inverter cooler 221 and the electric motor cooler (ATF cooler 28) in series such that the cooling water branched from the branch portion 320 flows through the inverter cooler 221 and the electric motor cooler (ATF cooler 28) in this order.

[0078] According to such a configuration, the inverter 22 and the electric motor (motor generator 21) can be efficiently cooled. That is, the target cooling temperature of the inverter 22 is lower than the target cooling temperature of the electric motor (motor generator 21). For this reason, if the configuration is such that the cooling water passes through the electric motor cooler (ATF cooler 28) before passing through the inverter cooler 221, the cooling water whose temperature has increased after passing through the electric motor cooler (ATF cooler 28) flows into the inverter cooler 221. For this reason, there is a risk that the cooling of the inverter 22 will be insufficient. On the other hand, if the configuration is such that the cooling water passes through the inverter cooler 221 before passing through the electric motor cooler (ATF cooler 28), the inverter 22 can be cooled by the low-temperature cooling water. Further, since the temperature rise of the cooling water passing through the inverter cooler 221 is small, a decrease in the cooling efficiency of the electric motor (motor generator 21) in the electric motor cooler (ATF cooler 28) is prevented or suppressed.

[0079] In addition, on the second cooling water path 302, the inverter cooler 221 and the electric motor cooler (ATF cooler 28) are connected in series, so that an increase in the price and a complication of the configuration of the cooling mechanism 15 can be prevented or suppressed. That is, if the inverter cooler 221 and the electric motor cooler (ATF cooler 28) are connected in parallel, a branch portion and a confluence portion 321 are required on the second cooling water path 302, and a mechanism for allowing an appropriate amount of cooling water to flow through each of them is also required. For this reason, an increase in the number of parts and a complication of the structure of the cooling mechanism 15 are caused. On the other hand, according to the present embodiment, since it is only necessary to connect the inverter cooler 221 and the electric motor cooler (ATF cooler 28) in series, an increase in the number of parts and a complication of the structure of the cooling mechanism 15 are not caused.

[0080] (6) It includes a first gear (MG shaft gear 243) provided on the rotation shaft 211 of the electric motor (motor generator 21), a second gear (EG shaft gear 242) provided on the output shaft 202 of the engine 20, and a third gear (CP shaft gear 244) provided on the input shaft 231 of the compressor 23, and a gear train 241 configured to transmit the rotations of the first gear (MG shaft gear 243) and the second gear (EG shaft gear 242) to the third gear (CP shaft gear 244), a housing 25 in which the gear train 241 is accommodated, and a lubricating oil pump 26 configured to lubricate the gear train 241 and cool the electric motor (motor generator 21) by circulating lubricating oil inside the housing 25. A configuration can be applied in which the electric motor cooler (ATF cooler 28) is a heat exchanger configured to cool the lubricating oil by exchanging heat between the cooling water and the lubricating oil.

[0081] According to such a configuration, the electric motor (motor generator 21) can be cooled, and each part of the power transmission mechanism 24 can be cooled. Therefore, since it is not necessary to separately provide a cooling mechanism 15 for cooling each part of the power transmission mechanism 24, the air conditioning system 10 can be downsized.

[0082] (7) The electric motor (motor generator 21) is a motor generator 21 that can generate electricity by the driving force of the engine 20, The inverter 22 is configured to be able to adjust the voltage and frequency of the electric power generated by the motor generator 21, and such a configuration can be applied.

[0083] By generating electricity by the motor generator 21 with the driving force of the engine 20, the electric power for operating the air conditioning system 10 can be provided. Therefore, it is possible to provide a self - contained air conditioning system 10 that can operate even during a power outage (while the supply of electric power from the utility grid is stopped). And according to such a configuration, in the self - contained air conditioning system 10, simplification and cost reduction of the cooling mechanism 15 for cooling the engine 20 and the motor generator 21 can be achieved.

[0084] As described above, the embodiments of the present invention have been described, but the present invention is not limited to the above - described embodiments. The present invention can be variously modified without departing from its gist, and those are also included in the scope of the present invention.

[0085] For example, in this embodiment, the air conditioning system 10 is shown to have a configuration including a motor generator 21 that functions as a driving force source and a generator of the compressor 23, but it is not limited to such a configuration. For example, the air conditioning system 10 may separately include an electric motor and a generator.

[0086] Also, in the above - described embodiment, an example in which the engine 20 is a gas engine that operates by receiving gas supply is shown, but the engine 20 applied to the air conditioning system 10 is not limited to a gas engine. For example, the engine 20 may be an engine that operates by receiving liquid fuel supply.

[0087] Also, in the above - described embodiment, the air conditioning system 10 is shown to have a configuration including two compressors 23, but it is not limited to such a configuration. For example, the air conditioning system 10 may have a configuration including one compressor 23.

[0088] Also, the configuration and operation of the refrigerant circuit 13 are examples, and the configuration and operation of the refrigerant circuit 13 are not limited to the above configuration and operation.

Explanation of Signs

[0089] 10…Hybrid air conditioning system, 11…Outdoor unit, 12…Indoor unit, 13…Refrigerant circuit, 15…Cooling mechanism, 16…Control device, 20…Engine, 201…Water jacket, 21…Motor generator, 22…Inverter, 221…Inverter cooler, 23…Compressor, 28…ATF cooler, 301…First cooling water path, 302…Second cooling water path, 303…Cooling water pump, 304…Exhaust heat exchanger, 305…Heat exchanger for exhaust heat recovery, 306…Radiator, 320…Branching section, 321…Confluence section, 323…Orifice, 45…Indoor heat exchanger, 47…Outdoor heat exchanger

Claims

1. A refrigerant circuit comprising a refrigerant path through which refrigerant can flow, an outdoor heat exchanger, an indoor heat exchanger, and a compressor that are connected to each other by the refrigerant path, and configured such that when the compressor is driven, the refrigerant flows through the outdoor heat exchanger and the indoor heat exchanger, An engine configured to operate by supplying fuel and drive the compressor, An electric motor configured to operate by supplying power and drive the compressor, A cooling mechanism comprising a cooling water path through which cooling water can flow, an engine cooler connected to each other by the cooling water path and configured such that the engine is cooled by the cooling water, an electric motor cooler configured such that the electric motor is cooled by the cooling water, a cooling water cooler configured such that the cooling water is cooled, and a cooling water pump for circulating the cooling water through the cooling water path, Comprising, The cooling water path is a closed-loop first cooling water path configured such that the cooling water discharged from the cooling water pump flows through the engine cooler and the cooling water cooler in this order and then flows into the cooling water pump, One end is connected to the first cooling water path at a branch portion, the other end is connected to the first cooling water path at a confluence portion, an electric motor cooler is provided between the one end and the other end, the cooling water diverted from the first cooling water path at the branch portion flows through the electric motor cooler, and is configured to merge into the first cooling water path at the confluence portion. A second cooling water path, A hybrid air conditioning system comprising.

2. The hybrid air conditioning system according to claim 1, An orifice for adjusting the flow rate of the cooling water flowing through the first cooling water path is provided between the branch portion and the confluence portion of the first cooling water path. Hybrid air conditioning system.

3. The hybrid air conditioning system according to claim 2, The branch portion is between the cooling water cooler and the engine cooler and is located on the downstream side of the flow of the cooling water from the cooling water cooler, The confluence portion is located on the downstream side of the flow of the cooling water from the branch portion, Hybrid air conditioning system.

4. The hybrid air conditioning system according to claim 1, An inverter for controlling the electric motor by adjusting the power supplied to the electric motor, An inverter cooler configured such that the inverter is cooled by the cooling water, is provided, The second cooling water path is configured such that the cooling water diverted from the first cooling water path at the branch portion flows through the inverter cooler and the electric motor cooler and merges into the first cooling water path at the merging portion, A hybrid air conditioning system.

5. A hybrid air conditioning system according to claim 4, The second cooling water path connects the inverter cooler and the electric motor cooler in series such that the cooling water diverted from the branch portion flows through the inverter cooler and the electric motor cooler in that order, A hybrid air conditioning system.

6. A hybrid air conditioning system according to claim 1, including a first gear provided on the rotating shaft of the electric motor, a second gear provided on the output shaft of the engine, and a third gear provided on the input shaft of the compressor, a gear train configured to transmit the rotations of the first gear and the second gear to the third gear, a housing that houses the gear train, and a lubricating oil pump configured to lubricate the gear train and cool the electric motor by circulating lubricating oil inside the housing, The electric motor cooler is a heat exchanger configured to cool the lubricating oil by exchanging heat between the cooling water and the lubricating oil, A hybrid air conditioning system.

7. A hybrid air conditioning system according to claim 4 or claim 5, The electric motor is a motor generator capable of generating electricity by the driving force of the engine, The inverter is configured to be able to adjust the voltage and frequency of the electric power generated by the motor generator, A hybrid air conditioning system.

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