Hybrid air conditioning system

Abstract

To miniaturize a hybrid air conditioning system.SOLUTION: The hybrid air-conditioning system includes a refrigerant circuit in which an indoor heat-exchanger and an outdoor heat-exchanger are provided, a motor generator 21 in which MG shaft gears 232, are provided on a rotating shaft 211, an engine 20 in which EG shaft gears 231, are provided on an outputting shaft 201, and compressors 22 in which CP shaft gears 221a, 221b are provided on inputting shafts 233a, 233b and which are operated by supplying a driving force to the inputting shafts 221a, 221b to circulate a refrigerant in the refrigerant circuit. The engine and the compressors 22a and 22b are disposed on one side in a direction parallel to the EG shaft gears, and the motor generator is disposed on a side opposite to the one side.SELECTED DRAWING: Figure 2

Description

[Technical Field]

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

[0002] Patent Document 1 discloses a hybrid air conditioning system equipped with an engine and a motor as a driving force source for a compressor that compresses a refrigerant. The hybrid air conditioning system described in Patent Document 1 (referred to in Patent Document 1 as a hybrid refrigerant compression heat transfer device) is configured so that driving force is transmitted from either the engine or the motor to the compressor by a switching coupling device.

[0003] However, there is a demand for such hybrid air conditioning systems to be made smaller (space-saving).However, it is difficult to make the hybrid air conditioning system described in Patent Document 1 smaller.

[0004] That is, the switching coupling device of the hybrid air conditioning system described in Patent Document 1 includes a bevel gear provided on the input shaft of the compressor, and this bevel gear is configured to mesh with both a bevel gear provided on the output shaft of the engine and a bevel gear provided on the output shaft of the motor. The engine and the motor are arranged to face each other via the coupling switching device, and the compressor is arranged to the side of the engine and the motor. This makes it difficult to arrange the engine, motor, and compressor close to each other, making it difficult to reduce the size of the hybrid air conditioning system. [Prior art documents] [Patent documents]

[0005] [Patent Document 1] Japanese Patent Application Publication No. 11-132594 Summary of the Invention

[0006] (Problem to be solved by the invention) In view of the above circumstances, one object of the present invention is to reduce the size (space) of a hybrid air conditioning system that includes an engine and a motor that supply driving force to a compressor that compresses a refrigerant.

[0007] (Means for solving the problem) In order to achieve the above object, the hybrid air conditioning system according to the present invention comprises: a motor that generates driving force when supplied with power; a motor-side power transmission member provided on a motor shaft that is an output shaft of the motor; an engine that generates driving force when fuel is supplied; an engine-side power transmission member provided on an engine shaft that is an output shaft of the engine; a compressor having an input shaft, which is operated by a driving force output by at least one of the motor and the engine being transmitted to the input shaft, and which circulates a refrigerant through a refrigerant circuit including an indoor heat exchanger and an outdoor heat exchanger; Equipped with the engine-side power transmission member, the motor-side power transmission member, and the input shaft of the compressor are linked to each other so as to be able to transmit power; The engine and the compressor are disposed on one side of the engine-side power transmission member in a direction parallel to the engine shaft, and the motor is disposed on the opposite side.

[0008] According to the present invention, the engine and the compressor can be disposed close to each other, thereby enabling the hybrid air conditioning system to be made smaller. [Brief explanation of the drawings]

[0009] [Figure 1] FIG. 1 is a schematic diagram showing the configuration of a hybrid air conditioning system. [Figure 2] FIG. 2 is a diagram showing the configuration of a power unit including a power transmission mechanism. [Figure 3] FIG. 3 is a diagram showing the configuration of a power unit including a power transmission mechanism. DETAILED DESCRIPTION OF THE INVENTION

[0010] A hybrid air conditioning system according to an embodiment of the present invention will be described below. In the following description, the "hybrid air conditioning system" may be abbreviated as "air conditioning system."

[0011] <Air conditioning system configuration> Fig. 1 is a diagram showing the configuration of an 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 coolant circuit 15, a control device 16, and a battery 17. The power unit 14 includes one engine 20, one motor generator 21, two compressors (a first compressor 22a and a second compressor 22b), and a power transmission mechanism 23.

[0012] The engine 20 is a driving force source for the two compressors 22a, 22b. An output shaft 201 of the engine 20 is an example of an engine shaft of the present invention. A gas engine that generates driving force by burning gaseous fuel such as fuel gas is used as the engine 20. The engine 20 operates (outputs driving force) using gas (e.g., city gas) supplied from outside the air conditioning system 10 as fuel. The engine 20 is provided with a water jacket (not shown). This water jacket is provided on a coolant circuit 15 (which will be described later) (it can also be said that the water jacket forms part of the coolant circuit 15). The power unit 14 is provided with a starter motor (not shown) that operates using power from the battery 17, and the engine 20 is configured to be able to start by this starter motor.

[0013] The motor generator 21 is an example of a motor of the present invention. Furthermore, the rotating shaft 211 of the motor generator 21 is an example of a motor shaft that is an output shaft of the motor of the present invention. The motor generator 21 functions as a driving power source for two compressors 22a and 22b (described later) and as a generator that generates electricity using the driving power output by the engine 20. The motor generator 21 is electrically connected to the system power supply and the battery 17, and when functioning as a motor (driving power source), it can operate (output driving power) using power supplied from the system power supply and power supplied from the battery 17. Furthermore, when functioning as a generator, the motor generator 21 can charge the generated power to the battery 17.

[0014] The two compressors (first compressor 22a and second compressor 22b) include input shafts 221a and 221b, and are configured to operate when a driving force is input to the input shafts 221a and 221b, thereby circulating a refrigerant through the refrigerant circuit 13. Both of the two compressors 22a and 22b are driven (operated) by a driving force output from at least one of the engine 20 and the motor generator 21. Both of the two compressors 22a and 22b include a refrigerant suction port 222 and a refrigerant discharge port 223, and are configured to draw in a refrigerant through the refrigerant suction port 222, compress the drawn refrigerant, and discharge it from the refrigerant discharge port 223. The refrigerant suction port 222 and the refrigerant discharge port 223 of each of the two compressors 22a and 22b are connected to the refrigerant circuit 13 (it can also be said that each of the two compressors 22a and 22b forms a part of the refrigerant circuit 13). The configuration of the two compressors 22a and 22b is not particularly limited, and a conventionally known configuration can be applied.

[0015] The power transmission mechanism 23 is configured to transmit the driving force output by the engine 20 to the two compressors 22a, 22b. The power transmission mechanism 23 is also configured to transmit the driving force output by the motor generator 21 to the two compressors 22a, 22b. The power transmission mechanism 23 is also configured to transmit the driving force output by the engine 20 to the motor generator 21. The configuration of the power transmission mechanism 23 will be described in detail later.

[0016] The battery 17 is electrically connected to the motor generator 21 and a system power supply (not shown). The battery 17 can be charged with power supplied from the system power supply, and can also be charged with power generated by the motor generator 21. The battery 17 can also supply operating power to each part of the air conditioning system 10, including the power unit 14 and the control device 16.

[0017] The control device 16 is a device that controls each part of the air conditioning system 10, including the power unit 14. The control device 16 is equipped with a computer that includes a CPU, ROM, and RAM. The ROM of the computer of the control device 16 stores a computer program for controlling each part of the air conditioning system 10 in advance. The CPU of the computer of the control device 16 then reads this computer program from the ROM, expands it into RAM (using the RAM as a work area), and executes it. This realizes control of the air conditioning system 10.

[0018] The refrigerant circuit 13 is configured to allow refrigerant to circulate. The refrigerant circuit 13 includes a refrigerant path 41 through which the refrigerant can flow, and an indoor heat exchanger 47 and an outdoor heat exchanger 45 provided on the refrigerant path 41. The coolant circuit 15 is configured to allow coolant to circulate for cooling the engine 20 and the motor generator 21. The configuration of the refrigerant circuit 13 and the coolant circuit 15 will be described later.

[0019] <Power transmission mechanism configuration> Next, the configuration of the power transmission mechanism 23 will be described. Figures 2 and 3 are schematic diagrams showing the configuration of the power unit 14 including the power transmission mechanism 23. Note that Figure 2 is a view seen in a direction perpendicular to the output shaft 201 of the engine 20, and Figure 3 is a view seen in a direction parallel to the output shaft 201 of the engine 20. Note that in Figure 3, the outlines of the engine 20, the motor generator 21, and the two compressors 22a, 22b are shown by dashed lines.

[0020] As shown in FIG. 2, in the power unit 14, the engine 20 and the two compressors 22a, 22b are arranged on one side of a gear train (described later) of the power transmission mechanism 23 (more specifically, on one side in a direction parallel to the axes of the gears (output shaft 201, rotary shaft 211, input shafts 221a, 221b)), and the motor generator 21 is arranged on the side opposite to the side on which the engine 20 and the two compressors 22a, 22b are arranged. In other words, the engine 20 and the two compressors 22a, 22b and the motor generator 21 are arranged on opposite sides of the power transmission mechanism 23 in a direction parallel to the axes of the gears. In yet other words, the engine 20 and the two compressors 22a, 22b and the motor generator 21 are arranged so as to face each other across the power transmission mechanism 23.

[0021] 2 and 3, the power transmission mechanism 23 includes one EG shaft gear 231, one MG shaft gear 232, two CP shaft gears 233a and 233b (i.e., the same number as the compressors 22a and 22b), one CT gear 234, one EG shaft clutch 235, two CP shaft clutches 236a and 236b (i.e., the same number as the compressors 22a and 22b), a damper 237, and a housing 238. The EG shaft gear 231 is an example of an engine-side power transmission member of the present invention, the MG shaft gear 232 is an example of a motor-side power transmission member of the present invention, the CP shaft gears 233a and 233b are examples of compressor-side power transmission members of the present invention, and the CT gear 234 is an example of a counter gear of the present invention. The one MG shaft gear 232, the two CP shaft gears 233a and 233b, and the one CT gear 234 form a gear train that links with each other so as to be able to transmit driving force. The gears of the power transmission mechanism 23 are rotatably housed in a housing 238.

[0022] The EG shaft gear 231 is a gear provided coaxially on the output shaft 201 of the engine 20. The MG shaft gear 232 is a gear provided coaxially on the rotating shaft 211 of the motor generator 21. The two CP shaft gears 233a, 233b are gears provided coaxially on the input shafts 221a, 221b of the two compressors 22a, 22b, respectively. The CT gear 234 is a counter gear interposed between the EG shaft gear 231 and the two CP shaft gears 233a, 233b. The CT gear 234 is an idle gear, and is rotatably supported on the housing 238 via its rotating shaft (hereinafter referred to as the CT shaft 239). As shown in FIG. 3, the EG shaft gear 231 and the MG shaft gear 232 mesh directly, the EG shaft gear 231 meshes directly with the CT gear 234, and the CT gear 234 meshes directly with each of the two CP shaft gears 233a and 233b.

[0023] The output shaft 201 of the engine 20, the rotary shaft 211 of the motor generator 21, and the input shafts 221a and 221b of the two compressors 22a and 22b are all parallel to one another. The EG shaft gear 231, the MG shaft gear 232, the CT gear 234, and the two CP shaft gears 233a and 233b are all parallel shaft gears (sometimes called cylindrical gears). These gears may be spur gears or helical gears.

[0024] 2, the EG shaft gear 231, the MG shaft gear 232, the CT gear 234, and the two CP shaft gears 233a, 233b are arranged on a common imaginary plane P extending in a direction perpendicular to their axes (output shaft 201, rotation shaft 211, input shafts 221a, 221b). More specifically, the EG shaft gear 231, the MG shaft gear 232, the CT gear 234, and the two CP shaft gears 233a, 233b are arranged so that their face width centers (centers in the axial direction) are located on a common plane P extending in a direction perpendicular to their axes. The imaginary plane P is a plane perpendicular to the paper surface in FIG. 2, and is a plane parallel to the paper surface in FIG. 3.

[0025] Between the EG shaft gear 231 and the main body of the engine 20, a damper 237 and an EG shaft clutch 235 are arranged in this order from the side closest to the main body of the engine 20. Therefore, it can also be said that "the EG shaft gear 231 is attached to the output shaft 201 of the engine 20 via the damper 237 and the EG shaft clutch 235." The damper 237 is a damping device for absorbing vibrations and noise of the engine 20. The configuration of the damper 237 is not limited, but the configurations disclosed in, for example, Japanese Patent Application Laid-Open No. 2012-71731 or Japanese Patent Application Laid-Open No. 2007-16855 can be applied. The EG shaft clutch 235 is configured to be able to interrupt the transmission of power between the engine 20 and the EG shaft gear 231 under the control of the control device 16. The configuration of the EG shaft clutch 235 is not particularly limited, and various electromagnetic clutches can be applied.

[0026] The two CP shaft clutches 236a, 236b are disposed between the CP shaft gears 233a, 233b and the main bodies of the compressors 22a, 22b, respectively. Therefore, it can also be said that "the CP shaft gears 233a, 233b are attached to the input shafts 221a, 221b of the compressors 22a, 22b via the CP shaft clutches 236a, 236b." The two CP shaft clutches 236a, 236b are configured to be able to connect and disconnect the transmission of power between the CP shaft gears 233a, 233b and the main bodies of the compressors 22a, 22b under the control of the control device 16. The configuration of the CP shaft clutches 236a, 236b is not particularly limited, and various electromagnetic clutches can be applied.

[0027] With this configuration, the engine 20 and the compressors 22a, 22b can be disposed close to each other, which allows the hybrid air conditioning system 10 to be made smaller.

[0028] 3, the output shaft 201 of the engine 20 (in other words, the rotational shaft of the EG shaft gear 231), the rotational shaft 211 of the motor generator 21 (in other words, the rotational shaft of the MG shaft gear 232), the input shafts 221a and 221b of the two compressors 22a and 22b (in other words, the rotational shafts of the CP shaft gears 233a and 233b), and the CT shaft 239 are all located inside the outline of the engine 20 (more specifically, the outlines (contours) of the crankcase, cylinder, and cylinder head of the engine 20) when viewed in a direction parallel to the output shaft 201 of the engine 20. With this configuration, the outline of the power unit 14 can be reduced in size when viewed in a direction parallel to the output shaft 201 of the engine 20. This reduces the space required for arranging the power unit 14, thereby enabling the air conditioning system 10, and in particular the outdoor unit 11, to be reduced in size.

[0029] In addition, it is preferable that the MG shaft gear 232, the CT gear 234, and the two CP shaft gears 233a, 233b are arranged on opposite sides of the EG shaft gear 231 in the longitudinal direction of the engine 20 when viewed in a direction parallel to the output shaft 201 of the engine 20. In Fig. 2 and Fig. 3, the vertical direction is the longitudinal direction of the engine 20, and a configuration is shown in which the MG shaft gear 232 is arranged above the EG shaft gear 231, and the CT gear 234 and the two CP shaft gears 233a, 233b are arranged below the EG shaft gear 231. With this configuration, the motor generator 21 and the two compressors 22a, 22b can be arranged side by side in a direction substantially parallel to the longitudinal direction of the engine 20, and therefore, when viewed in a direction parallel to the output shaft 201 of the engine 20, the portions of the motor generator 21 and the two compressors 22a, 22b that protrude outside the outline of the engine 20 can be made small. In other words, the dimensions of the power unit 14 in the "longitudinal direction of the engine 20 and the direction perpendicular to the output shaft 201" can be reduced.

[0030] In this case, the output shaft 201 of the engine 20, the rotation shaft 211 of the motor generator 21, and the CT shaft 239 of the CT gear 234 are preferably arranged to align on a single imaginary straight line L that is approximately parallel to the longitudinal direction of the engine 20. The two CP shaft gears 233a, 233b are preferably arranged at positions that are line-symmetrical with respect to the imaginary straight line L when viewed in a direction parallel to the output shaft 201 of the engine 20. This configuration enhances the effect of reducing the dimensions of the power unit 14 in the "longitudinal direction of the engine 20 and the direction perpendicular to the output shaft 201." Therefore, the effect of reducing the size of the air conditioning system 10 can be enhanced.

[0031] Furthermore, as in this embodiment, if the EG shaft gear 231, the MG shaft gear 232, the CP shaft gears 233a, 233b, and the CT gear 234 are all parallel shaft gears (cylindrical gears) and these gears are configured to be arranged on the same plane P, it is possible to reduce the distance between the engine 20 and the two compressors 22a, 22b and the motor generator 21. This allows the "dimension in the direction parallel to the output shaft 201 of the engine 20" of the air conditioning system 10 to be reduced, thereby enhancing the effect of miniaturizing the air conditioning system 10.

[0032] Furthermore, the engine 20 and the two compressors 22a, 22b are arranged opposite the motor generator 21 via the gear train of the power transmission mechanism 23 (in other words, on opposite sides of the gear train). With this configuration, it is possible to reduce the size of the power unit 14 to which the power transmission mechanism 23 is applied (in other words, to save space in the power unit 14). Specifically, with a configuration in which the two compressors 22a, 22b are arranged on the same side as the engine 20 when viewed from the gear train, it is possible to suppress a reduction or increase in the dimension of the power unit 14 in a direction parallel to the output shaft 201 of the engine 20. Therefore, it is possible to prevent or suppress an increase in the dimension of the power unit 14 when viewed in a direction perpendicular to the output shaft 201 of the engine 20.

[0033] The power transmission mechanism 23 also has a configuration that transmits power using a gear train, which can improve the power transmission efficiency compared to a configuration that transmits power using a combination of pulleys and belts.

[0034] However, power transmission mechanism 23 may be configured to transmit power using a combination of pulleys and belts. Specifically, a pulley is provided on each of output shaft 201 of engine 20, rotating shaft 211 of motor generator 21, and input shafts 221a and 22ab of compressors 22a and 22b. In this case, the pulley provided on output shaft 201 of engine 20 is an example of an engine-side power transmission member, the pulley provided on rotating shaft 211 of motor generator 21 is an example of a motor-side power transmission member, and the pulleys provided on input shafts 221a and 22ab of compressors 22a and 22b are an example of compressor-side power transmission members. A belt is wound around a pulley provided on the output shaft 201 of the engine 20 and a pulley provided on the rotating shaft 211 of the motor generator 21, and a belt is wound around a pulley provided on the rotating shaft 211 of the motor generator 21 and a pulley provided on each of the input shafts 221a and 22ab of the compressors 22a and 22b.

[0035] Furthermore, in this embodiment, a damper 237 is provided between the output shaft 201 of the engine 20 and the rotating shaft 211 of the motor generator 21. With this configuration, vibrations transmitted from the engine 20 to the EG shaft gear 231 are reduced, thereby reducing vibrations in the gear train of the power transmission mechanism 23 and noise generated in the gear train of the power transmission mechanism 23. Furthermore, since the damper 237 is provided at a position closer to the main body of the engine 20 than the EG shaft gear 231, vibrations transmitted from the engine 20 to other parts of the power unit 14 and other parts of the air conditioning system 10 to which the power unit 14 is applied can be reduced. Therefore, the effect of reducing noise and vibrations generated in the air conditioning system 10 can be enhanced.

[0036] Furthermore, if a damper 237 is provided between the output shaft 201 of the engine 20 and the rotating shaft 211 of the motor generator 21, when the engine 20 operates and the motor generator 21 operates as a motor (described later), the difference in rotation speed between the engine 20 and the motor generator 21 is absorbed by the damper 237. This reduces vibration and noise of the air conditioning system 10, and also reduces the load on the engine 20 and the motor generator 21.

[0037] Furthermore, with a configuration in which the CT gear 234 is interposed between the EG shaft gear 231 and the two CP shaft gears 233a, 233b, the rotation direction of the driving force transmitted from the engine 20 to the two compressors 22a, 22b can be adjusted. That is, the rotation direction of the driving force output by the engine 20 is generally one direction that is determined in advance, and the rotation directions of the input shafts 221a, 221b of the two compressors 22a, 22b are also one direction that is determined in advance. For this reason, if the rotation direction of the driving force output by the engine 20 is the same as the rotation direction of the input shafts 221a, 221b of the two compressors 22a, 22b in a state in which the engine 20 and the two compressors 22a, 22b are arranged to face each other, the two compressors 22a, 22b cannot be driven with a configuration in which the EG shaft gear 231 is directly meshed with the two CP shaft gears 233a, 233b. Therefore, in such a case, by interposing one CT gear 234 between the EG shaft gear 231 and the two CP shaft gears 233a, 233b, the two compressors 22a, 22b can be driven by the driving force output by the engine 20.

[0038] However, in a configuration in which the engine 20 and the two compressors 22a, 22b are arranged on the same side of the power transmission mechanism 23, if the rotation direction of the driving force output by the engine 20 and the rotation direction of the input shafts 221a, 221b of the two compressors 22a, 22b are opposite to each other, the EG shaft gear 231 and the CP shaft gears 233a, 233b may be directly meshed with each other. In this case, the power transmission mechanism 23 may also be provided with two CT gears 234. In this case, a configuration is applied in which the two CT gears 234 directly mesh with each other, one of the two CT gears 234 directly meshes with the EG shaft gear 231, and the other CT gear 234 directly meshes with the two CP shaft gears 233a, 233b.

[0039] Furthermore, if the CT gear 234 is interposed between the EG shaft gear 231 and the CP shaft gears 233a, 233b, it becomes easy to adjust the relative positional relationship between the EG shaft gear 231 and the CP shaft gears 233a, 233b, which improves the degree of freedom in the arrangement of the engine 20 and the compressors 22a, 22b.

[0040] <Basic operation of air conditioning systems> Next, we will explain the basic operation of the air conditioning system 10. When power is supplied from a system power supply (not shown) and gas is supplied from outside the air conditioning system 10, the control device 16 determines whether one or both of the two compressors 22a, 22b are driven by the driving force of the engine 20, one or both of the two compressors 22a, 22b are driven by the driving force of the motor generator 21, or one or both of the two compressors 22a, 22b are driven by the driving force of the engine 20 and the motor generator 21, depending on whether predetermined conditions are met.

[0041] When both of the two compressors 22a, 22b are driven by the driving force of the engine 20, the control device 16 maintains the EG shaft clutch 235 and the two CP shaft clutches 236a, 236b in a "state that permits power transmission" (hereinafter, sometimes referred to as a "connected state"). Therefore, the driving force output by the engine 20 is transmitted to each of the two compressors 22a, 22b via the damper 237, the EG shaft clutch 235, the EG shaft gear 231, the CT gear 234, the two CP shaft gears 233a, 233b, and the two CP shaft clutches 236a, 236b. In this case, the control device 16 does not operate the motor generator 21 as either a driving force source or a generator. Therefore, in this case, the driving force is transmitted to the motor generator 21 via the EG shaft gear 231 and the MG shaft gear 232 (the rotary shaft 211 of the motor generator 21 rotates), but the motor generator 21 rotates idly without generating electricity.

[0042] When both of the two compressors 22a, 22b are driven by the driving force of the motor generator 21, the control device 16 maintains the EG shaft clutch 235 in a "state that does not allow power transmission" (hereinafter, sometimes referred to as a "disconnected state") and maintains the two CP shaft clutches 236a, 236b in an engaged state. Therefore, the driving force output by the motor generator 21 is transmitted to each of the two compressors 22a, 22b via the MG shaft gear 232, the EG shaft gear 231, the CT gear 234, the two CP shaft gears 233a, 233b, and the two CP shaft clutches 236a, 236b. In this case, the control device 16 does not operate the engine 20. Since the EG shaft clutch 235 is in the disconnected state, the driving force of the motor generator 21 is not transmitted to the output shaft 201 of the engine 20.

[0043] Furthermore, 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 also operates the motor generator 21 as a motor. As a result, the two compressors 22a and 22b are driven by the driving forces of the engine 20 and the motor generator 21.

[0044] On the other hand, when the air conditioning load is low, one of the two compressors 22a, 22b is alternately driven at a predetermined cycle by the driving force of either the engine 20 or the motor generator 21. That is, the control device 16 operates one of the engine 20 and the motor generator 21 depending on whether a predetermined condition is met. When the engine 20 is operated, the control device 16 maintains the EG shaft clutch 235 in an engaged state, and when the motor generator 21 is operated, the control device 16 maintains the EG shaft clutch 235 in a disengaged state. The control device 16 also alternately switches the two CP shaft clutches 236a, 236b between an engaged state and a disengaged state at a predetermined cycle. That is, the control device 16 alternately switches between a state in which the first compressor 22a is driven and the second compressor 22b is not driven and a state in which the second compressor 22b is driven and the first compressor 22a is not driven at a predetermined cycle.

[0045] If the supply of gas from the outside continues but the supply of power from the grid power supply is stopped (i.e., if the grid power supply is interrupted), the control device 16 operates using power supplied from the battery 17. The control device 16 drives one or both of the two compressors 22a, 22b using the driving force of the engine 20, and also operates the motor generator 21 as a power generator using the driving force of the engine 20. The power generated by the motor generator 21 is charged to the battery 17. If the supply of power from the grid power supply is stopped while the air conditioning system 10 is in operation, the control device 16 temporarily stops the operation of the engine 20 and the motor generator 21. The control device 16 then starts the engine 20 by operating a starter motor (not shown) using the power from the battery 17. After the engine 20 starts operating, the control device 16 operates the motor generator 21 as a power generator. In this way, the air conditioning system 10 can start operating even if the supply of power from the grid power supply is stopped.

[0046] When the supply of gas from outside the air conditioning system 10 is stopped (i.e., when the gas supply is shut off) while the supply of power from the system power supply continues, the control device 16 operates the motor generator 21 as a motor (driving force source) using the power supplied from the system power supply, and drives one or both of the two compressors 22a, 22b using the driving force output by the motor generator 21.

[0047] In this way, when the air conditioning system 10 is configured to include the engine 20 and the motor generator 21 as the driving power sources for the two compressors 22a, 22b, operation (cooling operation and heating operation) can be continued even if the supply of either gas or electricity from outside the air conditioning system 10 is stopped. Therefore, the livability of a facility (building, etc.) to which the air conditioning system 10 is applied can be improved.

[0048] The carbon dioxide emission coefficient can be used as a condition for selecting whether to drive one or both of the two compressors 22a, 22b with the driving force of the engine 20 or to drive one or both of the two compressors 22a, 22b with the driving force of the motor generator 21. Specifically, the control device 16 compares the carbon dioxide emission coefficient when one or both of the two compressors 22a, 22b are driven with the driving force output by the engine 20 with the carbon dioxide emission coefficient when one or both of the two compressors 22a, 22b are driven with the driving force output by the motor generator 21, and drives one or both of the two compressors 22a, 22b with the lower driving force source. This configuration can reduce carbon dioxide emissions caused by operation of the air conditioning system 10.

[0049] Furthermore, the power usage status of the grid power supply can be used as a condition for the selection. Specifically, the control device 16 monitors the power usage status of the entire facility (e.g., the entire building) to which the air conditioning system 10 is applied, and when the power usage of the entire facility approaches the allowable upper limit, the control device 16 drives one or both of the two compressors 22a, 22b using the driving force of the engine 20 alone, and operates the motor generator 21 as a generator. With this configuration, the power consumption of the grid power supply by the air conditioning system 10 can be reduced or eliminated, thereby alleviating the degree of pressure on the power usage status of the grid power supply.

[0050] Furthermore, when the CP shaft clutches 236a and 236b are provided on the input shafts 221a and 221b of the two compressors 22a and 22b, respectively, the two compressors 22a and 22b can be alternately driven as described above. This reduces the drive time of each compressor 22a and 22b, thereby extending the lifespan of the compressors 22a and 22b. Furthermore, when the CP shaft clutches 236a and 236b are provided on the input shafts 221a and 221b of the two compressors 22a and 22b, respectively, if one of the compressors 22a and 22b malfunctions, the driving force is prevented from being transmitted to that compressor. By preventing the driving force from being transmitted to the malfunctioning compressor 22a or 22b, the driving force is prevented from being consumed by the malfunctioning compressor 22a or 22b, thereby preventing or suppressing unnecessary energy consumption.

[0051] Furthermore, if the damper 237 is provided on the output shaft 201 of the engine 20, when the engine 20 operates and the motor generator 21 operates as a motor, the damper 237 absorbs the difference in rotation speed between the engine 20 and the motor generator 21. This reduces vibration and noise in the air conditioning system 10. Note that, although the present embodiment shows a configuration in which the damper 237 is provided on the output shaft 201 of the engine 20, the present invention is not limited to this configuration. For example, the damper 237 may be provided on the rotating shaft 211 of the motor generator 21, as long as it is to absorb the difference in rotation speed between the engine 20 and the motor generator 21. In short, it is sufficient that the damper 237 is disposed between the engine 20 and the motor generator 21.

[0052] <Configuration of the cooling water circuit, configuration of the refrigerant circuit, and specific operation of the air conditioning system> Next, the configuration of the coolant circuit 15, the configuration of the refrigerant circuit 13, and the specific operation of the air conditioning system 10 will be described.

[0053] The coolant circuit 15 is a circuit configured to circulate coolant that cools the engine 20 and the motor generator 21. The coolant circuit 15 includes a coolant passage 31, a coolant pump 32, an exhaust heat exchanger 33, an ATF cooler 34, a waste heat recovery heat exchanger 35, and a radiator 36. The coolant passage 31 is a passage configured to allow coolant to flow. The coolant pump 32 is configured to circulate coolant through the coolant circuit 15 when it is operated. The exhaust heat exchanger 33 is configured to exchange heat between the exhaust gas of the engine 20 and the coolant. The ATF cooler 34 is configured to exchange heat between the coolant and lubricating oil that lubricates each part of the power transmission mechanism 23. The waste heat recovery heat exchanger 35 is configured to exchange heat between a refrigerant and the coolant. The radiator 36 is configured to dissipate heat contained in the coolant to the outside air.

[0054] The coolant circuit 15 is configured so that, by operation of the coolant pump 32, the coolant circulates through the radiator 36, the exhaust heat exchanger 33, a water jacket (not shown) of the engine 20, the exhaust heat recovery heat exchanger 35, and the radiator 36 in that order. The coolant circuit 15 is also configured so that a portion of the coolant that has passed through the radiator 36 passes through the ATF cooler 34 before flowing into the exhaust heat exchanger 33.

[0055] A portion of the coolant (cooled coolant) that has dissipated heat in the radiator 36 flows into the ATF cooler 34, where it exchanges heat with the lubricating oil. This cools the lubricating oil. In this embodiment, the motor generator 21 is configured to be cooled by the lubricating oil. Therefore, the motor generator 21 is cooled by cooling the lubricating oil. The coolant cooled in the radiator 36 (including the coolant that has passed through the ATF cooler 34) passes sequentially through the exhaust heat exchanger 33 and the water jacket (not shown) of the engine 20. The coolant then absorbs heat from the exhaust gas of the engine 20 as it passes through the exhaust heat exchanger 33, and absorbs heat from the engine 20 as it passes through the water jacket of the engine 20.

[0056] The coolant then passes through the exhaust heat recovery heat exchanger 35, exchanging heat with the refrigerant and thereby providing heat to the refrigerant. The coolant that has passed through the exhaust heat recovery heat exchanger 35 flows into the radiator 36. The coolant is then cooled by exchanging heat with outside air as it passes through the radiator 36. In this way, the coolant circuit 15 is configured to remove heat from the exhaust gas of the engine 20, the engine 20, and the motor generator 21 using the coolant and provide the removed heat to the refrigerant.

[0057] The refrigerant circuit 13 is a circuit through which a refrigerant circulates. In addition to two compressors 22a and 22b, the refrigerant circuit 13 includes a refrigerant path 41, a four-way valve 42, an oil separator 43, an accumulator 44, an outdoor heat exchanger 45, an exhaust heat recovery heat exchanger 35, an indoor electronic expansion valve 46, and an indoor heat exchanger 47. 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.

[0058] The two compressors 22a, 22b each include a refrigerant suction port 222 and a refrigerant discharge port 223. When driven (operated), the two compressors 22a, 22b are configured to draw in refrigerant from the refrigerant suction port 222, compress the drawn refrigerant, and discharge the compressed refrigerant from the refrigerant discharge port 223. The refrigerant discharge port 223 of each of the two compressors 22a, 22b is connected to a first port 421 of a four-way valve 42, which will be described later, by a discharge path 51.

[0059] The four-way valve 42 has 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 be able to selectively realize a first state and a second state. In the first state, the first port 421 and the second port 422 are in communication with each other, and the third port 423 and the fourth port 424 are in communication with each other. In the second state, the first port 421 and the third port 423 are in communication with each other, and the second port 422 and the fourth port 424 are in communication with each other. Under the control of the control device 16, the four-way valve 42 is set to the first state in the heating mode of the air conditioning system 10, and to the second state in the cooling mode.

[0060] The oil separator 43 has a refrigerant inlet 431, a refrigerant outlet 432, and an oil discharge port 433. The oil separator 43 is configured to separate the compressor oil from a mixture of refrigerant and compressor oil that flows in through the refrigerant inlet 431, and the refrigerant flows out through the refrigerant outlet 432 and the compressor oil is discharged through the oil discharge port 433. The oil separator 43 is disposed on a discharge path 51. The refrigerant inlet 431 is connected to the refrigerant discharge ports 223 of the two compressors 22a and 22b 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. The oil discharge port 433 of the oil separator 43 is connected to the refrigerant suction ports 222 of the two compressors 22a and 22b via an oil discharge path 56 and an accumulator outlet path 54.

[0061] The accumulator 44 has a first refrigerant inlet 441, a second refrigerant inlet 442, and a refrigerant outlet 443. The accumulator 44 is configured so that the refrigerant (gas-liquid two-phase refrigerant) flowing in through each of the first refrigerant inlet 441 and the second refrigerant inlet 442 is separated into gas phase refrigerant and 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 an accumulator inlet path 53. The second refrigerant inlet 442 is connected to one end of a bypass path 55. The refrigerant outlet 443 of the accumulator 44 is connected to the refrigerant suction ports 222 of the two compressors 22a, 22b via an accumulator outlet path 54.

[0062] The outdoor heat exchanger 45 is configured to exchange heat between the refrigerant flowing through an internal path and the outdoor air. The configuration of the outdoor heat exchanger 45 is not particularly limited, and a conventionally known configuration can be applied. One end of the internal path of the outdoor heat exchanger 45 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 the indoor heat exchangers 47 of each of the multiple indoor units 12 via the intermediate path 52.

[0063] As described above, the exhaust heat recovery heat exchanger 35 is included in the coolant circuit 15 and also in the refrigerant circuit 13. The exhaust heat recovery heat exchanger 35 is disposed on the bypass path 55. The exhaust heat recovery heat exchanger 35 is configured to exchange heat between the coolant flowing through the coolant path 31 and the refrigerant flowing through the bypass path 55 (to transfer heat of the coolant to the refrigerant). 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.

[0064] The indoor heat exchanger 47 is configured to allow refrigerant to pass through it and to exchange heat between the passing refrigerant and the indoor air. One end of the indoor heat exchanger 47 is connected to the second port 422 of the four-way valve 42 via an indoor unit side refrigerant path 58. The other end of the indoor heat exchanger 47 is connected to the other end of the outdoor heat exchanger 45 via an intermediate path 52. The indoor side electronic expansion valve 46 is arranged on the intermediate path 52.

[0065] Next, the air conditioning operation of the air conditioning system 10 will be described. The air conditioning system 10 has a heating mode and a cooling mode as air conditioning modes. The four-way valve 42 is set to a first state in the heating mode and to a second state in the cooling mode. In FIG. 1, the flow of refrigerant during heating operation (operation in the heating mode) is indicated by solid arrows, and the flow of refrigerant during cooling operation (operation in the cooling mode) is indicated by dashed lines.

[0066] Heating operation is as follows. The two compressors 22a, 22b are driven by the driving force of at least one of the engine 20 and the motor generator 21, so that they draw in low-temperature, low-pressure gas-phase refrigerant from the accumulator outlet path 54 through the refrigerant suction port 222, compress it, and discharge the high-temperature, high-pressure gas-phase refrigerant from the refrigerant discharge port 223. The refrigerant discharged from the refrigerant discharge port 223 passes through the discharge path 51 and flows into the first port 421 of the four-way valve 42. An oil separator 43 is disposed on the discharge path 51, and the refrigerant (refrigerant mixed with compressor oil) discharged from the two compressors 22a, 22b 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 separator 43 through the oil discharge port 433 and flows into the refrigerant suction ports 222 of the two compressors 22a, 22b via the oil discharge path 56 and the accumulator outlet path 54.

[0067] When the air conditioning mode is the heating mode, the four-way valve 42 is set to the first state (a state in which the first port 421 is connected to the second port 422). Therefore, the refrigerant (high-temperature, high-pressure refrigerant) that flows from the discharge path 51 into the first port 421 of the four-way valve 42 flows out of the four-way valve 42 through the second port 422, passes through the indoor unit-side refrigerant path 58 connected to the second port 422, and flows into the indoor heat exchangers 47 of each indoor unit 12. The refrigerant that flows into the indoor heat exchanger 47 releases heat into the room in the indoor heat exchanger 47 (exchanges heat with the indoor air), and a portion of the refrigerant condenses.

[0068] The refrigerant that has passed through the indoor heat exchanger 47 flows into the intermediate path 52 and is pressurized to an intermediate pressure when it passes through the indoor electronic expansion valve 46 arranged on the intermediate path 52. The intermediate-pressure refrigerant flows into the outdoor heat exchanger 45, and a portion of the refrigerant flows into the bypass path 55. The refrigerant that has flowed into the outdoor heat exchanger 45 exchanges heat with the outdoor air (removes heat from the outdoor air) and is partially vaporized. The partially vaporized refrigerant passes through the outdoor unit side refrigerant path 57 and flows into the third port 423 of the four-way valve 42. The refrigerant that has flowed into the exhaust heat recovery heat exchanger 35 exchanges heat with the coolant flowing in the coolant circuit 15 (removes heat from the coolant).

[0069] When the air conditioning mode is the heating mode, the third port 423 of the four-way valve 42 is in communication with the fourth port 424. Therefore, the refrigerant that flows from the outdoor unit side refrigerant path 57 into the third port 423 of the four-way valve 42 passes through the fourth port 424 and the accumulator inlet path 53, and flows into the first refrigerant inlet 441 of the accumulator 44. In this way, low-temperature, low-pressure refrigerant that has returned from the indoor unit 12 flows through the accumulator inlet path 53. In addition, the refrigerant that flows into the bypass path 55 from the intermediate path 52 is heat exchanged with coolant in the exhaust heat recovery heat exchanger 35 that is arranged on the bypass path 55, and then flows into the second refrigerant inlet 442 of the accumulator 44.

[0070] The refrigerant that flows into the accumulator 44 is separated into gas phase refrigerant and liquid phase refrigerant, and the low temperature, low pressure gas phase refrigerant passes through the accumulator outlet path 54 and flows into the refrigerant suction ports 222 of the compressors 22a and 22b. This refrigerant circulation cycle is repeated, thereby continuing the room heating.

[0071] Cooling operation is as follows. As in heating operation, high-temperature, high-pressure gas-phase refrigerant is discharged from the refrigerant discharge ports 223 of the two compressors 22a, 22b. 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 cooling mode, the four-way valve 42 is set to the second state (a state in which the first port 421 and the third port 423 of the four-way valve 42 are connected). Therefore, the refrigerant that flows 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 45. Then, the refrigerant (high-temperature, high-pressure gas-phase refrigerant) that flows into the outdoor heat exchanger 45 releases heat to the outside air (exchanges heat with the outside air) while passing through the outdoor heat exchanger 45, causing a portion of it to condense.

[0072] The refrigerant that has passed through the outdoor heat exchanger 45 flows into the indoor heat exchanger 47 of each indoor unit 12 through the intermediate path 52. During cooling operation, the flow control valve 48 located on the bypass path 55 is generally closed to prevent the refrigerant from flowing through the exhaust heat recovery heat exchanger 35. An indoor electronic expansion valve 46 configured to expand (lower the pressure of) the refrigerant passing through is located on the indoor unit 12 side of the intermediate path 52. Therefore, expanded (lower-pressurized) refrigerant flows into the indoor heat exchanger 47 to facilitate evaporation. The refrigerant that has flowed into the indoor heat exchanger 47 absorbs heat from the indoor air as it passes through the indoor heat exchanger 47 and evaporates (exchanges heat with the indoor air). This cools the indoor air, cooling the room. The refrigerant that has passed through the indoor heat exchanger 47 flows into the second port 422 of the four-way valve 42 through the indoor unit-side refrigerant path 58.

[0073] When the air conditioning mode is the cooling mode, the four-way valve 42 is maintained in the second state (a state in which the second port 422 is connected to the fourth port 424). Therefore, the refrigerant that flows 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, as in the cooling operation, low-temperature, low-pressure refrigerant returning from the indoor unit 12 flows through the accumulator inlet path 53. Then, as in the heating operation, the refrigerant is separated into gas and liquid in the accumulator 44, and the low-temperature, low-pressure gas-phase refrigerant flows into the refrigerant suction ports 222 of the two compressors 22a, 22b through the accumulator outlet path 54. This refrigerant circulation cycle is repeated, thereby continuing indoor cooling.

[0074] The above-described configuration and operation of the refrigerant circuit 13 are merely an example, and the configuration and operation of the refrigerant circuit 13 are not limited to the above-described configuration and operation.

[0075] <Summary of the embodiment> (1) The hybrid air conditioning system 10 according to this embodiment includes: a motor (motor generator 21) that generates driving force when supplied with electric power; a motor-side power transmission member (MG shaft gear 232) provided on a motor shaft (rotation shaft 211) which is an output shaft of the motor (motor generator 21); an engine 20 that generates driving force when fuel is supplied; an engine-side power transmission member (EG shaft gear 231) provided on an engine shaft (output shaft 201) that is an output shaft of the engine 20; compressors 22a and 22b each having an input shaft 221a and 221b, and each operating when a driving force output from at least one of the motor (motor generator 21) and the engine 20 is transmitted to the input shaft 221a and 221b, causing a refrigerant to flow through a refrigerant circuit 113 including an indoor heat exchanger 47 and an outdoor heat exchanger 45; Equipped with The engine side power transmission member (EG shaft gear 231), the motor side power transmission member (MG shaft gear 232), and the input shafts 221a and 221b of the compressors 22a and 22b are linked together so as to be able to transmit power, The engine 20 and the compressors 22a, 22b are arranged on one side of the engine side power transmission member (EG shaft gear 231) in a direction parallel to the engine shaft (output shaft 201), and the motor (motor generator 21) is arranged on the opposite side.

[0076] According to this embodiment, the engine 20 and the compressors 22a and 22b can be arranged close to each other, so that the hybrid air conditioning system 10 can be made smaller in size.

[0077] (2) In the hybrid air conditioning system 10 according to this embodiment, The engine side power transmission member (EG shaft gear 231) and the motor side power transmission member (MG shaft gear 232) are gears, and the engine side power transmission member (EG shaft gear 231) and the motor side power transmission member (MG shaft gear 232) are directly meshed with each other.

[0078] With this configuration, it is possible to improve the efficiency of power transmission.

[0079] (3) In the hybrid air conditioning system 10 according to this embodiment, The input shafts 221a and 221b of the compressors 22a and 22b are provided with gears that are compressor-side power transmission members (CP shaft gears 233a and 233b), The compressor side power transmission member (CP shaft gears 233a, 233b) is configured to mesh with a counter gear (CT gear 234) that meshes with the engine side power transmission member (EG shaft gear 231), thereby transmitting the driving force output by at least one of the motor (motor generator 21) and the engine 20 to the input shafts 221a, 221b.

[0080] With this configuration, it is possible to improve the efficiency of power transmission.

[0081] (4) The hybrid air conditioning system 10 according to this embodiment includes: The two compressors 22a and 22b are provided, and the compressor side power transmission members (CP shaft gears 233a and 233b) provided on the input shafts 221a and 221b of the two compressors 22a and 22b are each meshed with the counter gear (CT gear 234).

[0082] By interposing a counter gear (CT gear 234) between the engine-side power transmission member (EG shaft gear 231) and the compressor-side power transmission member (CP shaft gears 233a, 233b), the rotation direction of the compressor-side power transmission member (CP shaft gears 233a, 233b) can be adjusted. Furthermore, by interposing a counter gear (CT gear 234) between the engine-side power transmission member (EG shaft gear 231) and the compressor-side power transmission member (CP shaft gears 233a, 233b), it becomes easy to adjust the relative positional relationship between the engine-side power transmission member (EG shaft gear 231) and the compressor-side power transmission member (CP shaft gears 233a, 233b).

[0083] Although the embodiments of the present invention have been described above, the present invention is not limited to the above-described embodiments. Various modifications of the present invention are possible without departing from the spirit of the present invention, and such modifications are also included in the scope of the present invention.

[0084] Although the present embodiment illustrates a configuration in which the air conditioning system 10 includes the motor-generator 21 that functions as both a power source and a generator, the present invention is not limited to such a configuration. For example, the air conditioning system 10 may include a motor and a generator separately. In this case, for example, when viewed in a direction parallel to the output shaft 201 of the engine 20, the rotational shaft of the motor and the rotational shaft of the generator may be arranged in line-symmetric positions with respect to a single imaginary line (e.g., a vertical line) that passes through the output shaft 201 of the engine 20, and the input shafts 221a and 221b of the two compressors 22a and 22b may be arranged in line-symmetric positions with respect to the single line. In this case, the rotational shaft of the motor and the rotational shaft of the generator may be arranged inside the outline of the engine 20 when viewed in a direction parallel to the output shaft 201 of the engine 20. Even with such a configuration, the same effects as those described above can be achieved.

[0085] In addition, in the above embodiment, an example was shown in which the engine 20 is a gas engine that operates by receiving a supply of gas, 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 a supply of liquid fuel.

[0086] Furthermore, in the above embodiment, the air conditioning system 10 is configured to include two compressors 22a and 22b, but is not limited to such a configuration. For example, the air conditioning system 10 may be configured to include one compressor 22a and 22b. In this case, a configuration may be applied in which, when viewed in a direction parallel to the output shaft 201 of the engine 20, the output shaft 201 of the engine 20, the rotating shaft 211 of the motor-generator 21, and the input shafts 221a and 221b of the one compressor 22a and 22b are arranged on a single imaginary straight line (e.g., a vertical line). Even with such a configuration, the same effects as those described above can be achieved. [Explanation of symbols]

[0087] 10... Hybrid air conditioning system, 14... Power unit, 12... Refrigerant circuit, 20... Engine, 21... Motor generator, 211... Rotating shaft of motor generator, 22a... First compressor, 22b... Second compressor, 23... Power transmission mechanism, 201... Engine output shaft, 231... EG shaft gear, 232... MG shaft gear, 233a, 233b... CP shaft gear, 234... CT gear

Claims

1. a motor that generates driving force when supplied with power; a motor-side power transmission member provided on a motor shaft that is an output shaft of the motor; an engine that generates driving force when fuel is supplied; an engine-side power transmission member provided on an engine shaft that is an output shaft of the engine; a compressor having an input shaft, which is operated by a driving force output by at least one of the motor and the engine being transmitted to the input shaft, and which circulates a refrigerant through a refrigerant circuit including an indoor heat exchanger and an outdoor heat exchanger; Equipped with the engine-side power transmission member, the motor-side power transmission member, and the input shaft of the compressor are linked to each other so as to be able to transmit power; A hybrid air conditioning system, wherein the engine and the compressor are disposed on one side of the engine-side power transmission member in a direction parallel to the engine shaft, and the motor is disposed on the opposite side.

2. 2. The hybrid air conditioning system according to claim 1, In a hybrid air conditioning system, the engine side power transmission member and the motor side power transmission member are gears, and the engine side power transmission member and the motor side power transmission member are directly meshed with each other.

3. 3. The hybrid air conditioning system according to claim 2, a gear serving as a compressor-side power transmission member is provided on the input shaft of the compressor; A hybrid air conditioning system configured such that the compressor-side power transmission member meshes with a counter gear that meshes with the engine-side power transmission member, thereby transmitting the driving force output by at least one of the motor and the engine to the input shaft.

4. 4. The hybrid air conditioning system according to claim 3, A hybrid air conditioning system comprising two of the compressors, wherein the compressor-side power transmission members provided on the input shafts of the two compressors are each meshed with the counter gear.

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