JP2004257396A - Engine drive type air conditioner - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide an engine drive type air conditioner composed to avoid problems of complicatedness of a casting die structure, weight increase, and deterioration of handling workability by achieving compactness of a cylinder head. <P>SOLUTION: To one cylinder block 5a, a plurality of cylinder heads 5c are coupled, and head covers 5d are installed on the respective cylinder heads 5c. On one side of the cylinder head 5c, an intake manifold 73' is disposed to be extended in a crank axis direction to be common to cylinders. To the intake manifold 73', all the intake ports 5p of the cylinder heads 5c are connected. On the other side of the cylinder head 5c, an exhaust manifold 73d is disposed to be extended in the crank axis direction to be common to the cylinders. To the exhaust manifold 73d, all the exhaust ports of the cylinder head are connected. <P>COPYRIGHT: (C)2004,JPO&NCIPI

Description

  The present invention relates to an air conditioner driven by a multi-cylinder engine having a plurality of cylinders (cylinder bores) formed in one cylinder block.

In a multi-cylinder engine in which a plurality of cylinders are formed in one cylinder block, one cylinder head in which a combustion chamber for all cylinders is formed in one cylinder block and a valve operating mechanism for all cylinders is incorporated In general, one head cover is attached to the cylinder head (for example, see Patent Document 1).
Japanese Utility Model Publication No. 60-10813

  However, in the above-described conventional multiple-cylinder engine, the cylinder head and head cover are formed integrally with all cylinders. Therefore, the cylinder head and the head cover become larger as the number of cylinders increases, and the mold structure becomes more complicated, and machining increases due to an increase in weight. There is a problem that workability in assembling and the like is low.

  The present invention has been made in view of the above-described conventional circumstances, and is driven by a multi-cylinder engine configured to reduce the size of a cylinder head and avoid problems of complexity of a mold structure, increase in weight, and reduction in handling workability. It is an object of the present invention to provide an engine-driven air conditioner that is used.

  The invention according to claim 1 is an engine-driven air conditioner driven by a multi-cylinder engine having a plurality of cylinders, wherein the plurality of cylinders are formed in one cylinder block, and the cylinder block has a plurality of cylinder heads. A head cover is attached to each of the cylinder heads, and an intake manifold that extends in the crankshaft direction to one side of the cylinder head with a plane including the axis of all the cylinders interposed therebetween is arranged for each cylinder. All the intake ports of the plurality of cylinder heads are connected to the intake manifold, and an exhaust manifold extending in the crankshaft direction is disposed on the other side of the cylinder head with the plane interposed therebetween. All the exhaust ports of the plurality of cylinder heads are connected to the manifold.

  The invention according to claim 2 is characterized in that, in claim 1, one end of a breather passage is connected to each of the head covers, and the other end of the breather passage is connected to an intake system including the intake manifold.

  According to the first aspect of the present invention, since the cylinder head is divided into a plurality of parts and the head cover is also divided accordingly, it is possible to avoid an increase in the size of the cylinder head and the head cover even when the number of cylinders increases, and to increase the size of the cylinder head and the head cover. Thus, the problems of complication of the mold structure, weight increase, and reduction in handling workability can be avoided.

  Although the cylinder head is divided into a plurality of parts, the intake manifold and the exhaust manifold are common to all cylinders, so that the number of parts for the intake system and the exhaust system increases and the structure becomes complicated. Can be avoided. Further, since the intake manifold and the exhaust manifold also serve to connect the cylinder heads, it is possible to secure a rigidity close to the case where the cylinder heads are integrally formed with all cylinders.

  According to the second aspect of the invention, since one end of the breather passage is connected to each of the plurality of divided head covers and the other end of the passage is connected to the intake system, it is possible to suppress the problem of breather gas stagnation due to an increase in the size of the head cover. In this case, since the breather passage is connected to each head cover, even if one of the passages is clogged, the breather gas discharge function can be maintained by the remaining passages.

  In connecting the breather passage, the breather passage is connected to the head cover located farthest from the crank chamber as a place where the mist-like lubricating oil mixes with the air, so that the lubricating oil mixture gas reaches the breather passage. , The natural oil separation period becomes longer, the lubricating oil separability becomes higher, the lubricating oil can be reliably separated and recovered, and the consumption of lubricating oil can be reduced.

  Hereinafter, embodiments of the present invention will be described with reference to the accompanying drawings. 1 to 35 are for explaining an engine-driven air conditioner according to an embodiment of the present invention, and FIGS. 1 to 4 are front, rear, and right side views (III in FIG. 2) of the device. -III line cross section), left side view (IV-IV line cross section in Fig. 2), Fig. 5 is a schematic plan view of the floor of the outdoor heat exchange chamber, and Fig. 6 is a schematic sectional plan view of the engine room and the piping room. 7 and 8 are right side views in partial cross section of the engine, FIG. 9 is a front view in partial cross section, FIG. 10 is a view showing the flow of lubricating oil, FIG. 11 is a view showing an oil separation chamber, and FIG. , An exhaust system, FIG. 13 is a sectional view showing a partition plate portion of an intake / exhaust passage, FIGS. 14 to 17 are diagrams for explaining various piping systems, and FIGS. 31 to 34 are an overall configuration diagram, and FIG. 35 is a flowchart diagram.

  In FIG. 31, which shows the overall configuration of the present embodiment in a diagram, reference numeral 1 denotes an engine-driven air conditioner, which is composed of an outdoor air conditioning unit 2 and an indoor air conditioning unit 3. The indoor air-conditioning unit 3 includes a refrigerant indoor heat exchanger 4, a decompression expansion valve 18, and a not-shown indoor heat exchange blower. The outdoor air-conditioning unit 2 includes an engine room 7 in which an engine 5, a compressor 6, 6, and the like are disposed, a main accumulator 8, a sub-accumulator 9, an electrical box 50, and a pipeline connecting each device. A piping chamber 10 is provided, and an outdoor heat exchange chamber 14 in which a refrigerant outdoor upper and lower heat exchangers 11 and 12 and an engine cooling water heat exchanger (hot water heat exchanger) 13 are disposed. I have. As can be seen in FIG. 4, two symmetrical upper heat exchangers 11 are arranged upside down, but only one is shown in FIG. 31 for convenience.

  The engine 5 is a water-cooled gas fuel engine, and an intake port of the engine 5 is connected to an intake pipe 21a, and the intake pipe 21a is provided with a gas mixer 21b and an air cleaner 21c. It passes through the top wall of the engine room 7 and the top wall of the outdoor heat exchange chamber 14 and opens to the outside. The intake pipe 21a may be opened in the engine room 7 as described later.

  The gas mixer 21b is connected to a supply pipe from an external gas fuel source in the terminal chamber 22 by a gas pipe 22d. A flow control valve 22a, a zero governor (pressure reducing valve) 22b, and two solenoid valves 22c integrated with the gas mixer 21b are provided in the gas line 22d. An exhaust pipe 23a is connected to an exhaust port of the engine 5, and an exhaust gas heat exchanger 23b, an exhaust silencer 23c, and a mist separator 23d are interposed in the exhaust pipe 23a. It opens outside the chamber 14. Note that the mist separator 23d may be disposed outside the top wall of the heat exchange chamber 14, as described later with reference to FIG. Reference numeral 24a denotes an oil tank for storing lubricating oil. When the amount of lubricating oil in the oil pan decreases, the solenoid valve 24b is opened by a lubrication control device described later, and lubricating oil is supplied by gravity.

  The compressors 6, 6 are connected to the output shaft of the engine 5 via clutches 6a, 6a. A discharge port of the compressor 6 is connected to the refrigerant outdoor upper and lower heat exchangers 11 and 12 through refrigerant pipes 200 and 16a, a four-way valve 15 switched to a cooling operation position, and a refrigerant pipe 16b. The two heat exchangers 11 and 12 are connected to the refrigerant line 17a from the refrigerant indoor heat exchanger 4 in the terminal room 22 via the refrigerant line 16c, the heat exchanger in the main accumulator 8, and the refrigerant line 101. 101a. Reference numeral 102 denotes a dryer, and reference numeral 103 denotes a filter that bypasses the dryer.

  The refrigerant pipe 17b from the indoor heat exchanger 4 is connected to the refrigerant pipe 100 from the outdoor unit in the terminal chamber 22 by a joint 100a. The refrigerant line 100 is connected to the suction ports of the compressors 6 and 6 via a four-way valve 15, a refrigerant line 16d, a main accumulator 8, a refrigerant line 202, a sub-accumulator 9, and a refrigerant line 201. In addition, 300 and 301 are capillary tubes, 210 and 210 are each a combination of a temperature detector and a capillary tube, and are for detecting the cooling temperature to detect the level of the liquid-phase refrigerant in the accumulator 8. is there. Reference numeral 302 denotes an open / close valve, and 303 denotes an oil discharge passage. The open / close valve is opened manually or automatically when the amount of oil accumulated in the lower part of the accumulator increases, and the oil flows from the accumulator 8 to the sub-accumulator 9.

  An oil separator 19a for separating lubricating oil in the refrigerant is interposed between the refrigerant pipes 200 and 16a. When the amount of lubricating oil separated by the separator 19a exceeds a predetermined value, an oil strainer 19b, it is returned to the main accumulator 8 via a solenoid valve 19c which is opened when the predetermined value is exceeded. The lubricating oil is also returned to the sub accumulator 9. The refrigerant line 16a is connected to the main accumulator 8 via an oil strainer 20a and a solenoid valve 20b which opens when the pressure in the line is equal to or higher than a predetermined pressure, thereby avoiding an abnormal increase in refrigerant line pressure.

  Further, regarding the cooling of the cooling jacket 28b of the engine 5, when the cooling water temperature is equal to or lower than a predetermined value, the cooling water pump 28a, the water pipe 29a, the cooling jacket 28b, the water pipe 29a ', the switching valve (thermostat valve) 28c, the water pipe A cooling jacket circulation circuit (engine cooling water circulation circuit), which is one of the low-temperature circulation circuits that circulates the cooling water through the path of 29 s, is configured.

  When the cooling water temperature exceeds a predetermined value, the cooling water pump 28e, the water pipe 29e, the exhaust gas heat exchanger 23b, the water pipe 29e ', the cooling water pump 28a, the water pipe 29a, the cooling jacket 28b, and the water pipe 29a'. , A switching valve 28c, a water pipe 29b, a three-way valve 28d, a water pipe 29c, a heat exchanger 13 for cooling water, a water pipe 29d, 29p, and a high-temperature circulation circuit for circulating cooling water through a path of a cooling water pump 28e. ing. When the switching valve 28c is switched to the low temperature circulation position, the cooling water from the cooling water pump 28e flows in the direction of the water pipe 29b through the bypass passage 29r. That is, the exhaust gas heat exchanger circulation circuit, which is another low temperature circulation circuit, is configured. As a result, the exhaust heat of the exhaust gas heat exchanger 23b is discarded by the cooling water heat exchanger 13 through the three-way valve 28d, or supplied to the refrigerant by the heater 29g of the accumulator 8. As a result, the exhaust heat can be used even during warm-up at the time of startup, and this is particularly effective when a rapid rise of heating is required.

  In the cooling system, reference numeral 30a denotes a cooling water reservoir tank, which is connected to the cooling water heat exchanger 13 via a water pipe 30c and an inlet 30b. As will be described later, an injection port independent of the injection port 30b is disposed above the cooling water reservoir tank, and one port of the switching valve 28c is also connected to the injection port 30b. I have. The port is always in communication with the cooling water jacket 28b through a throttle, thereby enabling air to be vented from the cooling jacket circulation circuit. When the three-way valve 28d is switched, the engine cooling water is supplied to the heater 29g in the main accumulator 8 through the water pipe 29d, thereby supplying heat to the refrigerant. Reference numeral 90 denotes a solenoid valve, and 89 denotes an oil strainer. When the load on the indoor unit 4 during cooling is particularly small, the solenoid valve 90 opens to allow the refrigerant to flow to the accumulator 8 bypassing the indoor unit 4 to balance the load. I take it.

  Next, a specific structure of the outdoor air conditioning unit 2 will be described with reference to FIGS. The casing 31 of the outdoor air-conditioning unit 2 has a floor plate 33 placed and fixed on a pair of bases 32, and supports 34 at four corners, and the upper ends of the four supports 34 are placed on the right side and the left side. On the surface, each is connected by one ceiling beam (not shown), the front and rear ends of the floor plate 33 are bent to form a floor beam 33a, and the left and right sides are left and right sides 37c and 37d. It has a structure covered with a plate 37e. The ceiling plate 37e is formed with a connection portion with each side plate or with each column 34 by bending the front, rear, left and right end portions. Further, as shown in FIG. 34, the left and right front plates 37a, 37a whose upper ends are bent are fastened to the bent engine room side partition plates 41a, 41b by mounting screws 35, as shown in FIG. Similarly, on the rear side surface, left and right rear side plates 37b and 37b are attached to the bent pipe chamber side partition plates 42a and 42b, respectively, as viewed from the front with the upper ends bent. The front and rear plates 37a and 37b cover lower portions of the front and rear surfaces of the casing 31, and the left and right plates 37c and 37d cover the entire left and right surfaces of the casing 31. The front, rear, left, and right plates 37a to 37d are detachable to ensure maintainability of each device.

  Upper portions of the front and rear side plates 37a and 37b on the front and rear sides of the casing 31 are open air introduction openings, and wire meshes 38a and 38b functioning as filters are respectively provided in the openings on the horizontal frames 36a and 36b. It is detachably mounted on top and bottom. The top plate 37e is formed with a discharge opening 37f for discharging the introduced outside air upward. The discharge opening 37f allows the outside air to enter the outdoor heat exchange chamber 14 from the wire meshes 38a and 38b. An outdoor heat exchange blower fan 44 for sucking and discharging the air above the outdoor heat exchange chamber 14 is provided. Reference numeral 38c denotes a wire net standing upright around the discharge opening 37f.

  The partition plate 39 is for defining the outdoor heat exchange chamber 14, the engine room 7, and the piping room 10, and includes a central partition plate 40, which forms a ceiling of the engine room 7, and an engine room side partition plate. 41a and 41b, and piping room side partition plates 42a and 42b which constitute the ceiling of the piping room 10. The engine room side partition plates 41a and 41b and the piping room side partition plates 42a and 42b are detachable upward. At the time of removal, the front and rear side plates 37a, 37b are also removed, the engine room 7 is opened at the ceiling, the front and both corners, and the piping room 10 is opened at the ceiling, the rear and both corners. The part is opened, and the maintenance work of the equipment in each room is easy to do.

  At the boundary between the central partition plate 40 and the pipe compartment side partition plates 42a and 42b, and at the upper outside (the upper portion on the side of the pipe compartment 10) of the rear middle plate 44a constituting the rear wall of the engine room 7, a gutter 48 ( The drainage passage) is disposed so as to be disassembled with the center and piping chamber side partition plates 40, 42a, 42b, that is, exchangeable with a new one. The gutter 48 is a groove extending in the longitudinal direction of the outdoor air-conditioning unit 2 (horizontal direction in FIG. 2), that is, in the direction of the surface on which the heat exchanger is disposed. It is inclined. The high end 48b located at the highest point of the gutter 48 can be exposed to the outside by removing the right side plate 37d or by providing an opening (cleaning hole). The central partition plate 40 may cover the gutter 48 in a V-shape, and a plurality of rainwater dripping holes may be provided on the V-shaped bottom above the gutter 48.

  A tubular vertical gutter (drainage pipe) 43 is connected to the lower end 48a located at the lowest part of the horizontal gutter 48 so as to be disassembled. The downspout 43 extends downward at a corner formed by the inner surface of the left side plate 37c and the outer surface of the rear middle plate 44a of the engine room 10, and a drain port 43a opening at the lower end thereof is located below the floor plate 33. And facing outward. The downspout 43 can be replaced with a new one by removing the left side plate 37c.

  The engine room side partition plates 41a and 41b, the pipe room side partition plates 42a and 42b, and the center partition plate 40 are inclined so as to become lower toward the side gutter 48 side. Therefore, rainwater or the like that has entered the outdoor heat exchange chamber 14 is immediately collected by the horizontal gutter 48 and discharged to the outside through the vertical gutter 43. Also, due to the above inclination, the positions of the outer ends of the engine room side partition plates 41a and 41b and the pipe room side partition plates 42a and 42b are raised, and the opening for removing the front and rear side plates 37a and 37b to inspect and maintain the inside. Is getting bigger.

  The center partition plate 40 has two vent holes 40b for ventilating air so as to open into the outdoor heat exchange chamber 14. The outlet 40b is surrounded by a silence box 40c. The opening 40d of the muffling box 40c is located above the horizontal gutter 48, and is located downstream of the horizontal gutter 48 with respect to the discharge port 40b. This prevents rainwater or the like entering the outdoor heat exchange chamber 14 or rainwater or the like flowing in the horizontal gutter 48 from entering the engine room 7 from the discharge port 40b. In addition, a sponge-like sound absorbing sheet is stuck inside the sound deadening box 40c.

  The side wall of the engine room 7 is constituted by the front side plate 37a, the left side plate 37c, the rear middle plate 44a, and the right middle plate 44b, and the top wall is constituted by the engine room side partition plates 41a and 41b and the center partition plate 40. Further, the bottom wall is constituted by a bottom plate 45 arranged at a distance from the floor plate 33. The upper and lower end surfaces of the rear middle plate 44a and the right middle plate 44b are air-tightly connected to the partition plate 39 and the floor plate 33, and thus the engine room 7 is configured to have a soundproof structure.

  The space between the bottom plate 45 and the floor plate 33 is a box-shaped air introduction chamber 46, and the bottom plate 45 has a large number of outlets 45a for blowing ventilation air into the engine room 7 over the entire surface. They are arranged substantially uniformly. Further, two engine room air inlets 46a that open into the piping chamber 10 are formed on the right middle plate 44b side of the air introduction chamber 46, and a ventilation fan 47 is disposed in each of the air inlets 46a. ing. Here, the drain port 43a of the downspout 43 is provided on the opposite side of the engine room air inlet 46a, that is, at a position which is separated from the air inlet 46a.

  On the inner side of the rear plate 37b in the piping chamber 10, there are provided an electrical box 50 in which various control devices and the like are accommodated and arranged, and a terminal chamber 22 for connection to external piping. An air inlet 50a is formed on the bottom surface of the electrical component box 50, and a discharge port 50b is formed on the upper side surface. A gap serving as an air passage is opened between the bottom surface and the floor plate 33. The floor plate 33 is provided with a piping chamber air intake 33b for introducing outside air into the piping chamber 10, and outside air is introduced into the piping chamber 10 through the air intake 33b. A part of the introduced outside air is introduced into the electrical equipment box 50 from the air inlet 50a and discharged from the outlet 50b to ventilate the box 50. The drainage port 43a of the downspout 43 is located at a position distant from the pipe room air inlet 33b and below the air inlet 33b.

  Note that there is no floor plate 33 below the terminal room 22 and no ceiling. The terminal chamber 22 is a communication passage connecting the piping chamber 10 and the outside of the casing 31. The terminal chamber 22 is opened to the rear outside with the rear side plate 37b removed. The joints 100a, 101a of the refrigerant pipes 100, 1001 and the joint of the gas pipe 22d are located in the terminal chamber 22, and are connected to external pipes introduced from below the terminal chamber 22, respectively. A power cord 600 and the like connected to an external power supply also extend from below the terminal chamber 22 to the outside. Since the external piping is routed toward the lower side of the terminal chamber 22, the outer dimensions of the casing 31 become compact, and the piping chamber 22 also serves as the piping chamber air intake.

  The upper outdoor heat exchangers 11 and 11 for the refrigerant are provided at the upper front and rear sides of the outdoor heat exchange chamber 14, the lower outdoor heat exchanger 12 for the refrigerant is provided at the lower rear, and the engine is provided at the lower front. Cooling water heat exchangers 13 are provided respectively. Here, the upper heat exchangers 11, 11 are arranged vertically and along the wire meshes 38a, 38b, while the lower outdoor heat exchanger 12 and the cooling water heat exchanger 13 The cooling water heat exchanger 13 is provided with the above-described water inlet 30 b at the right end of the upper end of the cooling water heat exchanger 13.

  Here, as shown in FIGS. 3, 19 and 23, the water inlet 30b is connected to the upper end of the head pipe of the heat exchanger 13 for cooling water which is arranged obliquely upward via a rubber hose 13c. The water supply cylinder 60 includes a cap 61 for opening and closing an opening 60 a of the water supply cylinder 60, and a pressure valve 62 disposed in the cap 61. In front of the opening 60a, an opening provided in the right end of the horizontal frame 36a and the column 34 constituting the side wall of the casing 31 of the outdoor air conditioning unit 2 and a lid member 63 capable of opening and closing the opening are arranged. . The pressure valve 62 opens and closes a valve seat opening 60b formed in an intermediate portion of the water supply cylinder 60 with its valve body 62b, and the valve body 62b is urged in a closing direction by a spring 62a. ing.

  The pressure valve 62 regulates the maximum internal pressure of both circulation circuits of the cooling water. That is, when the internal pressure of the circulation circuit exceeds the valve opening pressure, the pressure valve 62 opens to guide the remaining air, steam or hot water to the cooling water reservoir tank 30a, thereby protecting the circulation circuit components even if abnormal steam pressure is generated. It is possible.

  Reference numeral 62c denotes a pressure valve which opens when the pressure difference between the outside and the inside of the circulation circuit becomes a predetermined value or more, and allows a flow from outside to inside. When the engine is stopped, the temperature of the cooling water drops, the water vapor in the circulation circuit condenses and the internal pressure drops below the atmospheric pressure, and when the differential pressure between the outside and the inside increases, the pressure valve 62c opens and the reservoir tank for the cooling water The water inside is pushed up by the atmospheric pressure and replenished in the circulation circuit.

  If the cap 61 is removed for checking the cooling water, the airtightness of the seal 61a is lost, and the water in the pipe 30c returns to the inside of the reservoir tank 30a, and the water level drops. The water level gradually rises due to the evaporation of water in the circuit due to the operation of the engine, the movement of water vapor through the pressure valve 62 to the reservoir tank 30a, and the increase in the water level corresponding to the amount of water vapor moved by the stop of the engine. Then, it becomes possible to replenish in the circulation circuit, but in the meantime, the amount of cooling water may be insufficient. However, in this embodiment, since the water inlet 30b is arranged at the end of the engine cooling water heat exchanger 13 which is arranged at a low place, the position of the water supply pipe 60 is at a low place, and the water level rises accordingly, and the cooling water amount is increased. It is hard to be short. The heat exchange in the accumulator 8 or the heat exchanger 13 for cooling water can be sufficiently performed accordingly. This is because, even if the generated steam pressure is reduced by heat exchange, the time until replenishment becomes possible is shortened.

  The lower end of the cooling water heat exchanger 13 is located above the engine room side partition plates 41a and 41b and on the upper corner of the center partition plate 40 and the sound deadening box 40c. Further, the lower end of the refrigerant outdoor lower heat exchanger 12 is located on the lower corner portion of the central partition plate 40 and the sound deadening box 40c from the piping room side partition plates 42a and 42b further beyond the horizontal gutter 48.

  The pipes 29c, 29d, 16b, 16c, and 30c connecting the cooling water heat exchanger 13, the refrigerant heat exchangers 11 and 12, and each device in the piping chamber 10 are located on the right side of the piping chamber 10. The tube bundle P is arranged at the center in the front-rear direction on the plate 37d side, and penetrates through one sealing pad 49 arranged at the right end of the center partition plate 40. P is sealed by one pad. The sealing pad 49 has cuts 49a connecting the pipe holes and the left side plate 37c direction end. Thus, after the piping is completed, the sealing pad 49 can be fitted into the piping from the right side with the right side plate 37d removed. The periphery of the sealing pad 49 forms a sealed state with the center partition plate 40 and the right side plate 37d, thereby dividing the piping chamber 10 and the heat exchange chamber 14. The pipelines connected to the heat exchangers 11 to 13 are obliquely routed along the oblique arrangement of the lower heat exchangers 12 and 13.

  The engine 5 is a water-cooled in-line four-cylinder OHV engine. In the engine room 10, the crankshaft 5g is directed parallel to the front side plate 37a of the engine room, and the cylinder axis X is closer to the front side plate 37a as the upper part. It is arranged on the floor board 45 via an engine mount 81 made of an elastic body and arranged at four corners.

  As shown in FIGS. 7 to 9, the engine 5 has an oil pan 5b bolted and fixed to the lower mating surface of the cylinder block 5a, and a cylinder head 5c fastened to the upper mating surface with a head bolt. With a head cover 5d. A piston 5e slidably inserted into a cylinder bore (cylinder) 5v of the cylinder block 5a is connected to a crankshaft 5g by a connecting rod 5f, and a valve train 5h is provided to the cylinder head 5c. ing. The valve train 5h is configured to open and close an intake valve 5i and an exhaust valve 5i 'via a rocker arm 5j and a push rod 5k with a camshaft 51 disposed near the crankshaft 5g.

  In the engine 5, the cylinder block 5a has an all-cylinder integrated structure (one block structure) in which four cylinders each having a cylinder bore 5x are integrated. On the other hand, the cylinder head 5c has a structure in which two cylinder bores 5x are divided into one, that is, two sets, and two sets of head covers 5d are provided correspondingly. A breather chamber 5m is formed in each of the head covers 5d.

  Next, an intake system, an exhaust system, a lubrication system, and a cooling system in the engine 5 will be described. The intake system is configured as follows. An intake manifold 73 'extending in the crankshaft direction and common to all cylinders is arranged on one side (right side in FIG. 7) of the cylinder head 5c with a plane including the axis X of all the cylinder bores 5x interposed therebetween. Each of the intake ports 5p formed in all of the cylinder heads 5c is led upward (one side) of the inclined axis X and connected to the intake manifold 73 '. The intake manifold 73 'extends toward the right side plate 37d in the direction of the crankshaft 5g, and has an end connected to a gas mixer 21b. The gas mixer 21b is provided with the air cleaner disposed above the compressor 6 in the engine room 10. 21c is connected to an intake hose 21a '.

  As shown in FIGS. 24 and 25, the air cleaner 21c is formed by combining an intake silencer portion 77 and an air cleaner portion 78, and has a central portion formed integrally. The intake pipe 21a is connected to the air inlet 77a of the intake silencer unit 77, and the intake hose 21a 'is connected to the air outlet 77b. The air cleaner section 78 has a structure in which an element 78b is inserted and arranged in a casing 78a, and the upstream side of the silencer section 77 communicates with the inside of the element 78b, and the downstream side communicates with the outside.

  The casing 78a is formed with an opening 78c for taking in and out of the element, and a lid 78d is detachably attached to the opening 78c. The air cleaner 21c is disposed so that the lid 78d faces the front plate 37a. Thus, by removing the front side plate 37a, it is possible to easily perform inspection and maintenance such as cleaning and replacement of the element of the air cleaner 21c.

  In addition, fresh air introduced from the air inlet 77a enters the expansion chamber 77d, and is bent in a direction along the outer periphery of the element 78b by a guide blade 78e from a communication hole 77e between the intake silencer unit 77 and the air cleaner unit 78. It is led to 78. Fresh air that has passed through the element 78b returns to the air cleaner section 78 and reaches the air outlet 77b via the expansion chamber 77f. The sound is silenced in the expansion chambers 77d and 77f, and the wide surface of the element 78b can contribute to dust removal by the guide blade.

  The air inlet 77a of the air cleaner 21c and the intake pipe 21a are connected by a structure shown in FIG. FIG. 13 shows both the intake system connection structure and the exhaust system connection structure in one diagram, and those with no parentheses show the intake system connection structure, and those with parentheses show the exhaust system connection structure. It is for showing each. An opening 40e having a diameter larger than that of the air inlet 77a is formed in the central partition plate 40 constituting an image wall between the engine room 7 and the outdoor heat exchange chamber 14, and an elastic fitting fitted to the air inlet 77a in the opening 40e. A body-made seal member 77d is fitted and inserted. At this time, the air cleaner 21c is fixed to a bracket (not shown) provided on the center partition plate 40 by bolting or the like so that the seal member 77d is pressed against the lower surface of the center partition plate 40 by the air cleaner 21c. Then, the lower end of the intake pipe 21a is fitted and mounted on the upper protruding portion of the air inlet 77a, and is fixed with a fixing band 77e.

  The exhaust system is configured as follows. All the exhaust ports 5q formed in the cylinder head are led out below the inclined axis X, and the external connection ports of these exhaust ports 5q are directly connected to the exhaust gas heat exchanger 23b functioning as an exhaust manifold. Have been. The heat exchanger 23b is disposed on the other side (left side in FIG. 7) of the cylinder head with respect to a plane including all the axes X. As shown in FIGS. 7 and 30, the heat exchanger 23b has a structure in which an inner fin type heat exchange part 73 located on the upper side and a screw type heat exchange part 74 located on the lower side are integrated. , Are set longer than the interval between the exhaust ports 5q, 5q at both ends.

  The inner fin type heat exchange part 73 is formed using an exhaust passage, and is formed by bending an upper part and a lower part so as to form a substantially U shape in order to secure a necessary heat exchange area, The outer surface is surrounded by a cooling jacket 73a, and a number of fins 73b are formed on the inner surface of the cooling jacket 73a. Each of the exhaust ports 5q communicates with the inside of the upper portion 73d, and thus the upper portion 73d substantially functions as an exhaust manifold. The water pipe 29e 'is connected to the cooling water outlet 73c of the cooling jacket 73a.

  The screw-type heat exchange section 74 has a cooling jacket (casing) 74a formed in a cylindrical shape, a number of spiral screw pipes 74b disposed in the jacket 74a, and an upstream end of the pipe 74b being connected to the inner fin. It has a structure in which the downstream end is opened to the downstream chamber 74d in the upstream chamber 74c into which the exhaust gas passing through the mold heat exchange section 73 is introduced. The downstream end of the screw pipe 74b is slidable with respect to the downstream chamber 74d-side end of the cooling jacket 74a so as to absorb the amount of thermal expansion.

  Further, a cooling water inlet 74e for introducing cooling water into the jacket 74a is formed below the cooling jacket 74a, and the water pipe 29e is connected to the cooling water inlet 74e. In FIG. 30, the flow direction of the exhaust gas is indicated by a dashed arrow, and the flow direction of the cooling water is indicated by a solid arrow.

  An exhaust gas outlet 74g of the screw heat exchange section 74 is connected to an exhaust silencer 23c via an exhaust pipe 23a '. Reference numeral 74h denotes a drain water outlet for guiding condensed water generated by cooling water vapor contained in the exhaust gas to the neutralizer 82. The exhaust silencer 23c is disposed above the compressor 6 in the engine room 7 and adjacent to the air cleaner 21c. The exhaust silencer 23c has a structure in which an oil separator 76 is integrally formed with a silencer 75 as shown in FIGS.

  The silencer section 75 is of a vertically split type, and has a structure in which the interior is divided into a number of expansion chambers 75a and the respective expansion chambers 75a are communicated with each other via a reduction tube 75b. The exhaust pipe 23a 'is connected to an exhaust gas inlet 75c of the silencer unit 75, and the exhaust pipe 23a is connected to an exhaust gas outlet 75d.

  The connection structure between the exhaust pipe (23a) and the exhaust gas outlet (75d) is configured similarly to the air inlet 77a and the intake pipe 21a of the air cleaner 21c shown in FIG. That is, as shown by the parenthesized code in FIG. 13, the seal member (75e) fitted and mounted on the exhaust gas outlet (75d) is pressed against the lower surface of the center partition plate 40 by the exhaust silencer (75). An exhaust pipe (23a) is connected and fixed to a protruding portion of the outlet (75d) inside the outdoor heat exchange chamber 14. Needless to say, the seal member needs to be made of a material having heat resistance according to the exhaust gas temperature. Note that (40f) indicates an opening having a larger diameter than the exhaust gas outlet (75d), and (75f) indicates a fixed band.

  The oil separator section 76 has a structure in which an independent chamber 76a is integrally formed below the silencer section 75 and on the side of the front plate 37a, and an element 76b is inserted and arranged in the chamber section 76a. The illustrated upper side wall 76c and right side wall 76d of the chamber 76a are common to the bottom wall of the silencer section 76. An opening 76e through which the element 76b is inserted and removed is formed on the front plate 37a side of the chamber 76a. A lid 76f is detachably attached to the opening 76e. The lid 76f faces the outside of the casing 31 when the front plate 37a is removed.

  A breather hose 69 is connected to a breather air inlet 76g of the oil separator portion 76, and a breather air outlet 76h provided on the left side surface at the back of the oil separator portion is connected to a breather air inlet 77c of a silencer portion 77 of the air cleaner 21c by a hose 79. It is connected. The breather hose 69 includes branch hoses 69a and 69b connected to the connection port 5n of the breather chamber 5m of each of the head covers 5d, and a merge hose 69c that merges right above the breather chamber near the oil separator 76. It comprises a T-tube 69d and a connection hose 69e connected to the breather section inlet 76g. The lubricating oil separated by the oil separator 76 flows down each wall of the connection hose 69e and the T-shaped pipe 69d, and is connected to the T-shaped pipe 69d below the oil level in the oil pan of the oil pan 5b. From the oil recovery hose 80 in the oil pan 5b. The connection port of the hose 80 to the oil pan is located above the drain plug 5v ', thereby allowing the hose 80 to be lifted and the oil in the hose 80 to be drained. In addition, the bottom wall of the oil separator portion is gently inclined from the back toward the breather portion inlet 76g from the back to the front side, thereby facilitating discharge of separated oil.

  As described above, in the present embodiment, the cylinder head 5c is divided into two parts, and the head cover 5d is also divided accordingly. Therefore, even if the number of cylinders increases, the cylinder head 5c and the head cover 5d can be prevented from being enlarged. It is possible to avoid the problems of a complicated mold structure, an increase in weight, and a decrease in handling workability due to the enlargement of the head and head cover.

  Although the cylinder head 5c is divided into two parts, the upper part 73d of the heat exchanger 23b functioning as an intake manifold 73 'and an exhaust manifold is common to all cylinders. Problems such as an increase in the number of parts and a complicated structure can be avoided. Further, since the heat exchanger 23b functioning as the intake manifold 73 'and the exhaust manifold also serves to connect the cylinder heads 5c, 5c, it is possible to secure a rigidity close to a case where the cylinder heads have a single common structure.

  In the above embodiment, the example in which the exhaust gas heat exchanger 23b functions as an exhaust manifold has been described. However, the exhaust manifold itself is arranged without providing the exhaust gas heat exchanger, and each exhaust port 5q is connected to this. May be.

Further, since one end of the breather passage 69 is connected to each of the plurality of divided head covers 5c, and the other end of the passage is connected to the intake system, the problem of breather gas stagnation due to an increase in the size of the head cover can be suppressed.

  In this case, since the breather passage 69 is connected to each head cover 5c, even if one of the passages is clogged, the breather gas discharge function can be maintained by the remaining passages.

  In connecting the breather passage 69, the breather passage is connected to the head cover 5d located farthest from the crank chamber as a place where the mist-like lubricating oil mixes with the air. , The lubricating oil separability is enhanced, the lubricating oil can be reliably separated and collected, and the consumption of lubricating oil can be reduced.

  At a position below the compressor 6 on the floor plate 45 of the engine room 7, a neutralizer 82 for neutralizing condensed water containing acidic gas in the exhaust gas is disposed. A drain port 74h of the exhaust gas heat exchanger 23b, a drain port 75c 'of the exhaust silencer 23c, and a drain port 83a of the mist separator 83 are connected to the neutralizer 82 by drain hoses 84a, 84b, 84c, respectively. Have been.

  The lubrication system of the engine 5 according to the present embodiment, as shown in FIGS. 32, 8 and 10, sucks up the lubricating oil in the oil pan 5 b through an oil screen 61 b by an oil pump 61, and passes through an oil filter 62. The main gallery 63 is disposed at the center of the camshaft and is fed to the main gallery 63, from which it is distributed to and supplied to lubricated portions at various locations. Reference numeral 61a denotes a relief valve for maintaining the discharge pressure of the oil pump 61 at a predetermined value or less, and 62a is a built-in relief filter for bypassing lubricating oil when the passage pressure of the oil filter 62 exceeds a predetermined value. The valve 63 a is an oil passage connecting the main gallery 63 and the oil filter 62.

  The lubrication system supplies a lubricating oil from the main gallery 63 to the journal 64 of the camshaft 51, the journal 65 of the crankshaft 5g, and the large end 66 of the connector 5f, and returns to the oil pan 5b. A second lubrication system B that supplies oil from the gallery 63 to the respective valve trains 5h of the cylinder heads 5c and returns the oil to the oil pan 5b, and an output extraction shaft (PTO shaft) disposed in the middle gear case m from the oil filter 62b. ) Is provided to the bearing 67 and the gear 68, and a third lubrication system C for returning the lubricating oil dropped to the bottom of the gear case m into the oil pan 5b.

  Here, in the lubrication system B, the same number of oil passages 5t as the number of the cylinder heads 5c from the main gallery 63 to the tappet chamber in which the tappet 5j is disposed are provided, and in the case of the present embodiment, only two sets of left and right oil paths are provided. And the required minimum quantity. A throttle 5u is provided in at least one of the two oil passages 5t to adjust the flow rates of the left and right oil passages. In the lubrication system B, the lubricating oil lubricating the valve train 5h returns to the oil pan 5b through the arrangement hole 5s of the push rod 5k. Since the arrangement hole 5s is provided on the lower side, the lubricating oil is smoothly returned.

  As described above, the breather chamber 5m formed in each head cover 5d is connected to the oil separator 76 from the breather outlet 5n through the breather passage 69, and the lubrication separated by the oil separator 76 is performed. The oil is returned to the oil pan 5b via an oil return hose 80. The oil return hose 80 extends downward along the right middle plate 44b of the engine room 7, extends to the center of the engine room along the bottom plate 45, and is connected to the oil pan 5b near a mounting portion of an oil filter 62 described later. . As a result, an increase in the space in which the oil return hose 80 is disposed in the engine room 7 and problems such as engine inspection and maintenance are avoided. The air (breather air) from which the lubricating oil has been separated by the oil separator section 76 is supplied to the air cleaner 21c disposed adjacent to the separator section 76 by a breather hose 79. Since both are disposed adjacent to each other, the breather hose is provided. 79 is shorter.

  Further, the oil pan 5b is connected to the oil tank 24a separately from the engine 5 and higher than the oil level of the oil pan 5b via oil hoses 24c and 24d. An electromagnetic valve 24b is provided in the middle of the hose. When the solenoid valve 24b is opened, lubricating oil is supplied into the oil pan 5b by its own weight.

  The oil tank 24a is provided between the right middle plate 44b of the engine room 7 and the right plate 37d of the case sink 31, that is, in the piping chamber 10 having a lower bottom than the engine room 7, so that the supply port 24e faces the front plate 37a. Are located in A cap provided with a breather passage with a check valve for guiding the atmosphere with consumption of oil is detachably attached to the supply port 24e. As shown in FIG. 3, the oil tank 24a has an L-shaped cutout formed at its lower portion, and the reserve tank 30a is disposed in the cutout. Thereby, the relatively large oil tank 24a and the reserve tank 30a are arranged without difficulty in a narrow space. Above the reserve tank 30a, there are provided a breather passage 30e through which air can enter and exit, and a supply port 30d to which a cap can be detachably attached. Also, by removing the front side plate 37a, the supply ports 24e, 30d of both tanks 24a, 30a face outward, so that lubricating oil supply, cooling water supply, etc. can be performed simultaneously and easily.

  The solenoid valve 24b is fixed via a support bracket near the left engine mount 81 on the upper surface of the floor plate 45 and near the lubricating oil inlet 5r to the oil pan 5b. The solenoid valve 24b and the inlet 5r are connected by a flexible oil hose 24c, and the solenoid valve 24b and the oil tank 24a are also connected by a flexible oil hose 24d. The lubricating oil inlet 5r is located higher than the oil level in the oil pan, thereby preventing the dirty oil in the oil pan 5b from flowing back to the solenoid valve 24b.

  Here, in the present embodiment, an oil supply amount control device for automatically supplying an amount of lubricating oil according to the amount of lubricating oil consumption to the oil pan 5b is provided. As shown in FIG. 32, the oil supply amount control device includes an engine speed detection sensor 91a, an oil level detection sensor 91b for detecting a lubricating oil level in the oil pan 5b, a load detection sensor 91c, and And an ECU 92 for controlling the opening / closing timing of the solenoid valve 24b as a refueling means. Note that, specifically, one or a plurality of sensors that detect the throttle opening, the fuel supply amount, and the boost pressure are employed as the load detection sensor 91c.

  The ECU 92 stores an engine speed integrating means 92a for correcting the engine speed from the engine speed detecting sensor 91a in accordance with the detected load from the load detecting sensor 91c, and integrating the total engine speed. And a refueling control unit 92c that opens the solenoid valve 24b when the integrated total engine speed reaches the reference integrated engine speed.

  As shown in FIGS. 7 and 8, the oil pump 61 is disposed in the vicinity of the boundary between the oil pan 5b and the skirt portion of the cylinder block 5a and below the inclined axis X. The oil filter 62 is detachably attached to an oil filter bracket 5v attached to the outer surface of the skirt portion of the cylinder block 5a below the inclined axis X. As a result, the oil filter 62 is located below the exhaust gas heat exchanger 23b, and faces the outside when the front side plate 37a is removed, and is removable from the outside. Further, since the oil filter bracket 5v is provided, even if the attachment / detachment portion of the oil filter 62 is damaged, only the oil filter bracket 5v needs to be replaced.

  The oil filter 62 is located below the discharge port 61a of the oil pump 61 and the engine-side inlet 63a. Therefore, the lubricating oil accumulated in the oil filter 62 has stopped the oil pump 61 for a long time. There is no way out. Therefore, when the engine is restarted after the engine has been stopped for a long period of time, the lubrication system rises faster by the amount of time required for the lubricating oil to accumulate in the oil filter. Since the oil filter bracket 5v is interposed between the oil filter 62 and the engine, the height relationship between the pump discharge port 61a, the oil level and the like can be freely set, and the mounting direction of the oil filter 62 Has a high degree of freedom.

  A specific arrangement structure of the cooling system of the engine of this embodiment will be described. In the cooling jacket circulation circuit, which is one of the low-temperature circulation circuits, as shown by solid arrows in FIGS. 15 and 16, the cooling jacket 28b on the outer periphery of the wet liner 500a shown in FIG. The cooling water circulates through the cooling jacket 28b of the cylinder head, and further through the circuit of the water pipe 29a ', the switching valve 28c, the water pipes 29s and 29t, and the cooling water pump 28a.

  In this case, as shown in FIGS. 15 and 16, the cooling water pump 28a is disposed at the lowest position, the switching valve 28c is disposed at the highest position, and each part between the pump 28a and the switching valve 28c is provided. The part to be cooled is arranged such that it is located at a higher position as it goes downstream. The switching valve 28c and the water inlet 30b of the cooling water heat exchanger 13 are connected by the above-mentioned bypass hose A. Therefore, the air in the cooling water in the low temperature circulation circuit collects at the switching valve 28c during the operation of the pump 28a and during the stop of the operation of the pump 28a, and rises from the switching valve 28c to the water inlet 30b through the bypass hose A. It will accumulate here.

  In the exhaust gas heat exchanger circulation circuit, which is one of the low-temperature circulation circuits, as shown by a dashed-dotted arrow in FIGS. 15 and 16, a cooling water pump 28e, a water pipe line 29e, an exhaust gas heat exchanger 23b, and a water pipe. The passage 29e ', the bypass pipe 29r bypassing the switching valve 28c, the water passage 29b, the three-way valve 28d, the water passage 29c, the heat exchanger 13 for cooling water, the water passages 29d and 29p, and the cooling water pump 28e. Circulates. At high temperatures, the cooling water pump 28e and the cooling water pump 28a are connected in series, so that the water also circulates in the high temperature circulation circuit. That is, the cooling water pump 28e, the water pipe 29e, the exhaust gas heat exchanger 23b, the water pipe 29e ', the water pipe 29t, the cooling water pump 28a, the water pipe 29a, the cooling jacket 28b, the water pipe 29a', the switching valve 28c, and the water pipe 29b. , A three-way valve 28d, which branches off from the cooling water heat exchanger 13 or the heat exchange part 29g of the accumulator 8 and returns to the cooling water pump 28e via the water pipe 29p.

  In the exhaust gas heat exchanger circulation circuit at a low temperature, the cooling water pump 28e is disposed at the lowest position, and the cooling water heat exchanger 13 is disposed at the highest position. The components and the portion to be cooled are arranged so as to be located at a higher position on the downstream side. Therefore, the air in the cooling water rises to the heat exchanger 13 and accumulates in the water inlet 30b thereof, both during the operation of the pump and during the stop.

  Further, in the venting of the water supply system from the three-way valve 28d to the heat exchange part 29g of the accumulator 8, when the three-way valve 28d is set to the halfway opening, the water pipes 29b, 29c, and 29f communicate with each other in the three-way valve 28d. In this state, the air flows backward through the water pipe line 29f and accumulates in the water inlet 30b from the cooling water heat exchanger 13. That is, by setting the three-way valve 28d to the halfway opening while the pump is stopped, the air is more reliably vented. In addition, a part of the water pipe 29b is located lower as the distance from the switching valve 28c increases. The air is vented from this portion when the pump rises to the switching valve 28c while the pump is stopped, and from there, passes through the bypass hose A and accumulates in the water inlet 30b.

  Further, the return water system from the heat exchange section 29g of the accumulator 8 is configured such that the water pipe 29f 'as the first return path joins the water pipe 29d as the second return path from the water inlet 30b. It is configured. In this case, the water pipe 29f 'extends obliquely upward such that the junction is located at a higher position. Therefore, while the pump is stopped, the air in the return water system rises in the water pipes 29f 'and 29d and accumulates in the water inlet 30b.

  Next, the operation and effect of this embodiment will be described. During the cooling operation, the four-way valve 15 is switched to the outdoor heat exchanger side shown in FIG. The high-temperature, high-pressure refrigerant gas compressed by the compressors 6, 6 is supplied to the refrigerant outdoor heat exchangers 11, 12 through the refrigerant line 16a, the four-way valve 15, and the refrigerant line 16b. Is cooled by outside air and liquefied. The liquefied high-pressure refrigerant liquid passes through the main accumulator 8 through the refrigerant line 16c, and is decompressed by the expansion valve 18 in the refrigerant line 17a. The depressurized low-pressure refrigerant liquid evaporates by removing heat from the indoor air in the indoor heat exchanger 4, and the evaporated heat causes a cooling effect to cool the room. The evaporated refrigerant gas passes through the refrigerant pipe 17b, passes through the four-way valve 15, the refrigerant pipe 16d, returns to the compressor 6 via the main accumulator 8, and the sub-accumulator 9, and the same cycle is repeated.

  During the heating operation, the four-way valve 15 is switched to the indoor heat exchanger side, and the high-temperature, high-pressure refrigerant gas from the compressors 6, 6 is supplied to the indoor heat exchanger 4 via the refrigerant pipes 16a, 17b. Here, it is cooled and liquefied by the indoor air, and the indoor air is warmed by the condensation heat in this case, and a heating effect is obtained. The liquefied refrigerant liquid is reduced in pressure by the expansion valve 18. The decompressed low-pressure refrigerant liquid evaporates by removing the heat of the outside air in the outdoor heat exchangers 11 and 12, returns to the compressor 6 via the main accumulator 8 and the sub accumulator 9, and the same cycle is repeated. .

  The heat exchange in the outdoor heat exchange chamber 14 is performed as follows. By the rotation of the outdoor heat exchange blower fan 44, outside air is sucked into the outdoor heat exchange chamber 14 from the wire meshes 38a and 38b, and is discharged upward from the ceiling opening 37f. In this case, as shown in FIG. 2, air flows in a substantially horizontal direction in the upper part of the outdoor heat exchange chamber 14 because it is close to the blower fan 44. Since the upper heat exchanger 11 is arranged vertically, air passing through the upper heat exchanger 11 flows in a direction substantially perpendicular to the upper heat exchanger 11 as shown by an arrow a.

  On the other hand, in the lower part of the outdoor heat exchange chamber 14, air flows obliquely upward because it is far from the blower fan 44. On the other hand, since the lower heat exchangers 12 and 13 are inclined so that the lower ends are located inside, the air passing through the lower heat exchangers 12 and 13 has the lower heat exchange as indicated by the arrow b. It flows in a direction substantially perpendicular to the vessels 12,13.

  As described above, in the present embodiment, the upper heat exchanger 11 is disposed vertically and the lower heat exchangers 12 and 13 are disposed obliquely, so that the air flow is substantially equal to the heat exchanger in any of the heat exchangers. The air flows vertically, whereby the air flow rate can be made substantially uniform over substantially the entire surface of each of the heat exchangers 11 to 13, and the heat exchange efficiency can be improved. By the way, when the lower heat exchangers 12 and 13 are vertically arranged, the air passage of the heat exchanger is inclined with respect to the flow direction of the air, so that the resistance increases and the amount of air decreases.

  Further, since the lower heat exchangers 12 and 13 are arranged to be inclined inward, in the case of the same heat exchange area, the heat exchanger arrangement surface of the outdoor heat exchange chamber 14 is smaller than that in the case where the lower heat exchangers are arranged vertically. An increase in the size of the outdoor air-conditioning unit 2 can be suppressed, and the problems of an increase in weight and an increase in the space for arrangement can be avoided.

  In the operation of injecting the engine cooling water, the lid 63 is opened and the cap 61 of the water inlet 30b is removed. Then, water is injected into the opening 60a from the rear surface of the air conditioning unit 2. In this case, since the water injection port 30b is provided at the upper end of the head pipe 13c of the cooling water heat exchanger 13 which is arranged on the lower side and inclined, the height position is provided on the top wall, for example. This is lower than the conventional example, and the cooling water can be easily injected. In addition, since the water injection opening 60a is opened obliquely upward, water injection is also easy from this point.

  When the cooling water is drained from the cooling water circuit for the engine inspection and the cooling system inspection, and then the cooling water is injected again, the air in the cooling system is vented as follows. First, in the low temperature circulation circuit, the switching valve 28c located downstream of the pump 28a is located at the highest point, and the switching valve 28c is connected to the water inlet 30a located at the highest point of the entire cooling system by the bypass hose A. Thus, the air in the circuit accumulates in the water inlet 30d from the switching valve 28c during the operation of the pump and during the stop, and the air can be released by loosening the cap 61.

  Further, in the exhaust gas heat exchanger circulation circuit, the water pipes from the pump 28e to the heat exchanger 13 and the portion to be cooled are located at higher positions on the downstream side, so that the air flows into the water pipe 29e and the exhaust gas heat exchanger 23b. , The water pipes 29e ', 29r, 29b, the three-way valve 28d, and the water pipe 29c, and accumulates at the water inlet 30b of the heat exchanger 13 and can be extracted to the outside.

  The venting of the water supply system from the three-way valve 28d to the heat exchange part 29g of the accumulator 8 is performed when the three-way valve 28d is set to an intermediate opening degree and the water pipes 29b, 29c, and 29f communicate with each other in the three-way valve 28d. Therefore, the air flows backward through the water pipe 29f, and accumulates in the water inlet 30b from the cooling water heat exchanger 13. In addition, since a part of the water pipe 29b is located at a lower position as the distance from the switching valve 28c increases, the air bleeding of this part rises to the switching valve 28c while the pump is stopped, and passes through the bypass hose A from there. This is done by collecting in the water port 30b. In the drainage system from the heat exchange unit 29g, the water is similarly accumulated in the water inlet 30b through the water pipes 29f 'and 29d, and thus can be drained to the outside.

  In this embodiment, since the lower heat exchangers 12 and 13 are inclined and the lower end is disposed on the center partition plate 40, the pipe compartment side partition plate can be moved without moving the lower heat exchangers 12 and 13. The work 42a, 42b and the engine room side partition plates 41a, 41b can be attached and detached, and particularly when the front and rear side plates 37a, 37b are removed from the front and rear, the work when inspecting the engine, each pipe, etc. from above is easy. In particular, when two front and rear side plates 37a and 37b are detached together with the partition plate, the engine can be inspected from above, forward, and oblique directions, and each pipe can be inspected from above, rear and oblique directions. Work is easy.

  Here, when the refrigerant outdoor heat exchanger is used as an evaporator (at the time of heating), water vapor in the atmosphere condenses on the surface of the heat exchanger, but the lower heat exchangers 12, 13 are inclined as described above. Since the lower end of the heat exchanger 12 is disposed so as to exceed the gutter 48, most of the condensed water flows along the inclined surface of the heat exchanger 12 and is located in or near the gutter 48. To fall. Accordingly, the corrosion of the partition plates 41a and 41b and the partition room plates 42a and 42b can be suppressed by the small amount of condensed water adhering to the partition plates 41a and 42b.

  Furthermore, in the inclined arrangement of the heat exchangers 12, 13, the ventilation outlet 40b of the engine room 7 is located between the lower ends of the heat exchangers 12, 13, so that the temperature inside the engine room 7 High air does not pass through the heat exchanger, and adverse effects on the heat exchange efficiency can be avoided.

  Drainage such as rainwater is performed as follows. When rainwater or the like that has entered the outdoor heat exchange chamber 14 from the wire meshes 38a, 38b falls on the partition plate 39, it flows into the horizontal gutter 48 from the partition plate 39, passes through the vertical gutter 43, and enters the outside through the drain port 43a. The water is drained below the floor plate 36 of the air conditioning unit 2.

  In this case, the center plate, the engine room side, and the pipe room side partition plate constituting the partition plate 39 are inclined so that the side gutter 48 side is lowered, so that the rainwater or the like flows into the gutter 48 in a short time. Can be. As described above, since rainwater and the like are drained in a short time without staying on the partition plate 39 constituting the floor member of the outdoor heat exchange chamber 14, the corrosion resistance of these floor members can be improved.

  Further, since the partition plates 39 constituting the ceilings of the engine room 7 and the piping room 10 are arranged in an inclined manner, the outer height of the two rooms 7 and 10 can be increased, so that the front plate 37a and the rear plate 37b are removed. Opening can be enlarged, and maintainability can be improved.

  Further, since the horizontal gutter 48 and the vertical gutter 43 are arranged outside the engine room 10 and drained below the engine room, even if these gutters have holes, rainwater or the like cannot enter the engine room. Absent. Accordingly, rainwater or the like does not splash on a high-temperature engine or the like, and the heat shock resistance and corrosion resistance of the engine or the like can be improved. In addition, since the drainage port 43a of the downspout 43 is located on the opposite side of the air inlet 36a of the engine room 7, rainwater does not enter the engine room 7 and water drops are sucked into the engine. Engine failure can be prevented. The position of the drain port 43a is lower than the piping room air inlet 33b, and since it is separated, rainwater does not enter the piping room 10. The air inlet 36a of the engine room 7 is separated from the air inlet 33b of the piping room, and the air inlet 36a of the engine room 7 is further separated from the drain 43a.

  If the horizontal gutter 48 and the vertical gutter 43 are made of a synthetic resin, the corrosion resistance can be improved accordingly, and the floor gutter 43 and the vertical gutter 43 can be replaced as a separate component from other floor members. The replacement of the downspout 43 can be performed by removing the right side plate 37d, and the work is easy. Furthermore, since the left end portion 48b located on the upstream side of the gutter 48 can be exposed to the outside, cleaning from the outside is possible. Cleaning can be performed more efficiently by removing the right side plate 37c.

  The ventilation of the piping room 10 and the engine room 7 is performed as follows. Outside air is introduced into the piping room 10 from the piping room air inlet 33b of the floor plate 33 and the terminal room 22 by the rotation of the ventilation fan 47. At this time, a part of the introduced air ventilates the electrical component box 50, so that the electrical components can be cooled. The air introduced into the piping chamber 10 is pushed into the air introducing chamber 46 formed between the bottom plate 45 and the floor plate 33 of the engine room 7 by the ventilation fan 47, and is discharged from the jet port 45 a into the engine room 7. Squirt all over. At this time, the cooling water pump 28e disposed before the ventilation fan 47 is cooled. Further, the ejection port 45a is opened below the oil pan 5b and the oil filter 62. Further, a hole is formed near the engine mount 81 to effectively cool the engine mount 81 including the oil pan 5b, the oil filter 62, and the rubber portion. The end of the air introduction chamber 46 opens to the engine room 7, where a cooling water pump 28a is arranged and cooled. In particular, both cooling water pumps 28a and 28e are electric pumps and generate heat, and cooling by a ventilation flow is effective in securing the durability of the bearing portion and the seal portion. The blown air is discharged into the outdoor heat exchange chamber 14 through the sound deadening box 40c from the discharge port 40b formed in the ceiling wall while ventilating the inside of the engine room 7. In this case, the air introduction chamber 46 is formed in a box shape extending over the entire bottom surface of the engine room 7, and a large number of ejection ports 45 a are formed in the bottom plate 45. Can be performed reliably.

  Further, since the ventilation air inlet 46a to the engine room 7 is opened to the piping room 10, the noise in the engine room 7 leaks into the piping room 10 but does not leak directly to the outside. Since 10 has a large volume, the above-described noise attenuation function is obtained, and as a result, noise can be reduced. In addition, since the ejection port 45a formed in the bottom plate 45 of the engine room 7 is opened in the box-shaped air introduction chamber 46, the air introduction chamber 46 can also provide a damping function, thereby reducing noise. it can. Also, rainwater splashes enter the piping chamber 10 from the air inlet 36a to the piping chamber 10, but do not enter the engine room 7.

  Here, liquid refrigerant is stored in the main and sub accumulators 8 and 9 disposed in the piping chamber 10, and a cooling function by the refrigerant is obtained. In the present embodiment, since the accumulators are arranged between the air inlet 33b to the pipe chamber 10 and the air inlet 46a to the engine chamber 7, the outside air is cooled in the pipe chamber 10 and then cooled. It will be introduced into the chamber 7. Therefore, since the inside of the engine room 7 is ventilated by air having a relatively low temperature, it is cooled more reliably. As for the refrigerant, energy is given by the heat of the air in the piping chamber 10, and the thermal efficiency is improved.

  In the above ventilation, the air outlet 45a to the engine room 7 and the discharge port 40b from the engine room 7 are provided at separate positions, and the engine 5 is disposed between them. Air having a relatively low temperature is surely hit, and in this respect, the cooling performance of the engine 5 is improved.

  An exhaust port 40b for discharging air from the engine room 7 is surrounded by a sound deadening box 40c, and an opening 40d of the sound deadening box 40c is provided at a position away from each pipe passing through the pad 49 of the partition plate 39, and in the opposite direction. The exhaust air from the engine room does not heat each of the pipelines, which is advantageous for the corrosion resistance of the pipelines and adversely affects the heat exchange action of the heat exchanger. Nothing.

  Further, since the muffling box 40c and the discharge port 40b are positioned higher than the gutter 48, water flowing through the gutter 48 can be prevented from entering the engine room 7 through the opening 40d of the muffling box 40c.

  Further, in the present embodiment, the front side plate 37a constituting the engine room 7 is made detachable, and the oil filter 62 is arranged in a portion of the engine 5 facing the front side plate 37a, so that the work of attaching and detaching the oil filter 62 is easy. . In particular, when the engine room 7 and the piping room 10 are arranged so as to overlap one another in order to suppress the lateral width of the outdoor unit as in this embodiment, it is extremely difficult to attach and detach the oil filter from the piping room 10 side. In addition, the arrangement structure of the present embodiment has a large effect when the engine room 7 and the piping room 10 are arranged so as to overlap each other.

  Further, since the exhaust gas heat exchanger 23b is disposed below the inclined axis X of the engine 5, and the oil filter 62 is disposed below the exhaust heat exchanger 23b, if the lubricating oil is leaked due to the attachment / detachment of the oil filter or the deterioration of the gasket, etc. Also, the lubricating oil does not touch the high-temperature exhaust passage.

  When lubricating oil is supplied to the oil pan 5b from a separate oil tank, the electromagnetic valve 24b is disposed at a lower position than the connection port 5r to the oil pan 5b. Lubricating oil on the further downstream side can be prevented from flowing into the oil pan 5b, and responsiveness associated with opening and closing of the solenoid valve can be improved accordingly.

  Further, since the solenoid valve 24b is fixed on the floor plate 45 in order to be arranged at a low place, the oil hose 24d can be routed along the floor plate 45. The oil hose 24d does not become an obstacle at the time of attachment / detachment work of the exhaust gas heat exchanger 23b, and workability can be secured.

  Further, since the electromagnetic valve 24b and the connection port 5r of the oil pan 5b are connected by the flexible oil hose 24c, it is possible to avoid the engine vibration from being directly transmitted to the electromagnetic valve 24b. In this case, since the oil hose 24c is relatively short by disposing the solenoid valve 24b near the connection port 5r, the vibration of the flexible oil hose 24c due to engine vibration can be reduced, and the hose The life of 24c can be secured.

  Here, the control of the supply amount of the lubricating oil to the oil pan 5b is performed as shown in FIG. When the engine is started, the detected engine speed is corrected to a smaller speed according to the detected load for a smaller load, and corrected to a larger speed for a larger load, and the engine is stopped. (Steps S1 to S3). When the engine stops, if the oil level is not lower than the lower limit and not higher than the upper limit, it is determined whether the cumulative value of the engine speed exceeds a preset reference cumulative number (steps S3 to S6). In this case, the solenoid valve 24b is opened, and when the oil level reaches the upper limit, the solenoid valve 24b is closed, each data is reset, and the operation ends (steps S7 to S10).

  When the solenoid valve is open, it is monitored whether or not a time longer than a specified time has elapsed until the oil level reaches the upper limit. , The solenoid valve 24b, the oil tank 24a and the hoses 24c, 24d on the way are determined to be abnormal, and the fact that inspection and maintenance is necessary is displayed in advance (steps S11 and S12), and the process proceeds to step S9. If the oil level is equal to or lower than the lower limit in step S4, the process proceeds to step S7 to supply the lubricating oil immediately. If the cumulative engine speed does not exceed the reference value in step S6, the cumulative engine speed is stored. The operation is terminated, and the accumulated engine speed is further accumulated at the next engine operation.

  Although it is considered that the consumption of the lubricating oil due to the rise of the oil depends on the total engine speed, in this embodiment, the engine speed is accumulated, and the lubricating oil is supplied when the speed reaches the reference value. Therefore, the lubricating state can be stabilized for a long time, and the durability of the engine can be improved.

  In this case, it is considered that as the engine load increases, the combustion pressure increases, the amount of breather gas from the crank chamber increases, and the amount of lubricating oil consumption increases. In the present embodiment, the engine rotation speed increases as the engine load increases. Therefore, the amount of lubricating oil can be supplied more accurately corresponding to the actual amount of lubricating oil consumed in consideration of the amount of oil discharged from the crankcase to the atmosphere as oil mist.

  In accumulating the engine speed, the engine speed is corrected and accumulated according to the magnitude of the load. However, this is not always necessary, and the engine speed is accumulated without correction and accumulated. Lubricating oil may be supplied when the value reaches the reference value. Even in this case, it is possible to supply the lubricating oil according to the consumption of the lubricating oil.

  In the engine 5 of this embodiment, the cylinder head 5c is divided into two sets for four cylinders, that is, the cylinder head is divided into a plurality of cylinder heads. It is simplified and easy to handle in machining and the like.

  In addition, the cylinder head is located at the upper part, and the high-temperature breather gas easily enters. In this embodiment, since the breather chamber 5m is provided in the cylinder head 5c, the breather chamber 5m is far from the crank chamber, so that the oil separating property can be improved. Further, since the breather chambers are provided in both of the two cylinder heads 5c, 5c, the breather function can be maintained even if one of the cylinder heads 5c is clogged.

  Further, since the breather chamber 5m is formed in each cylinder head 5c and connected to the external oil separator section 76, the load on the oil separator section 76 is reduced by the extent that the breather function on the engine side is obtained. The function of the oil separator 76 can be maintained for a long time. In connecting each of the breather chambers to the oil separator portion 76 with the breather hose 69, the two branch hoses were joined and the joining passage was connected to the oil separator 76 portion. The hose length can be shortened.

  In configuring the oil separator 76, the oil separator 76 is integrated with the exhaust silencer 75, so that the number of parts can be reduced and the size can be reduced, and dew condensation can be prevented by utilizing the exhaust gas heat. Further, deterioration of the separated lubricating oil due to the generation of mayonnaise sludge can be prevented. In this case, the top wall 76c and the right wall 76d of the oil separator section 76 are shared with the wall of the exhaust silencer section 75, so that the exhaust heat utilization efficiency can be improved.

  In addition, since the lid 76f of the oil separator 76 is disposed at a position facing outward when the front side plate 37a is removed, inspection and maintenance of the oil separator 76 can be improved.

  In disposing the exhaust gas heat exchanger 23b, the front side plate 37a facing the heat exchanger 23b is made detachable, so that the inspection and maintenance of the heat exchanger 23b is easy. Further, since the heat exchanger 23b is constituted by the inner fin type heat exchanger 73 and the screw type heat exchanger 74 integrated with the inner fin type heat exchanger 73, the entire exhaust gas heat exchanger 23b is secured while securing a necessary heat exchange area. Can be reduced in size.

  The inner fin type heat exchanger 73 has a structure in which fins 73b are protruded from an exhaust passage for guiding exhaust gas to the screw type heat exchanger 74, and is directly connected to the exhaust port 5q. The exhaust passage that leads the exhaust gas can also function as a heat exchanger, and the heat exchange capacity with the exhaust gas can be increased while effectively utilizing the space. In this case, the heat transfer area is increased by the fins 73b, and the flow becomes turbulent, so that the heat exchange efficiency is improved. By the way, for example, when the partition method is used, the flow path resistance is increased, the flow is stagnated, and the heat exchange efficiency is low. Further, since the length of the spiral screw pipe 74b of the screw heat exchanger 74 is longer than the length between the exhaust ports 5q at both ends, a sufficient heat exchange area can be obtained.

  Further, since the exhaust port 5q is disposed below the tilt axis X of the engine 5, and the exhaust gas heat exchanger 23b is disposed below the exhaust port 5q, condensed water generated in the heat exchanger 23b may enter the engine. Can be reliably prevented. That is, although the water cooled by the accumulator 8 is introduced into the exhaust gas heat exchanger 23b, the temperature in the accumulator 8 is about 0 ° C., and condensed water is generated in the exhaust gas heat exchanger 23b. easy. This condensed water may enter the engine due to exhaust pulsation. Therefore, in the present embodiment, since the exhaust gas heat exchanger 23b, in particular, the screw heat exchanger 74 is disposed below the exhaust port 58, the above-mentioned intrusion can be avoided.

  Since the exhaust gas heat exchanger 23b is arranged at a lower position than the cooling water heat exchanger 13, the cooling water heated by the exhaust gas heat exchanger 23b smoothly flows to the cooling water heat exchanger 13 by natural convection during the cooling operation. Flows to

  Further, since the exhaust silencer section 75 is arranged above the exhaust gas heat exchanger 23b and the neutralizer 82 is arranged below the heat exchanger 23, the exhaust silencer section 75 and the exhaust gas heat exchanger 23b are arranged. Condensed water can be reliably guided to the neutralizer 82.

  In arranging the intake pipe 21a and the exhaust pipe 23a, the air cleaner 21c and the air inlet 77a and the exhaust gas outlet 75d of the exhaust silencer 23c protrude into the outdoor heat exchange chamber 14, and the seal member 77d is formed by the air cleaner 21c and the exhaust silencer 23c. , 75d are pressed against the center partition plate 40, so that the number of parts can be reduced and the number of assembling steps can be reduced accordingly.

  In the above embodiment, as shown in FIG. 36, the opening / closing window 63 facing the water inlet 30b may be opened at the time of water injection. As can be seen from the above description, the water injection port 30b is disposed at the front right end, and both of the water injection into the supply port 30d of the reserve tank 30a without the front side plate 37a can be easily performed. As described above, by removing the front side plate 37a, the replacement of the oil filter 62, the replacement of the element 78b of the air cleaner 21c, the replacement of the element 76b of the oil separator 76, the lubrication to the oil tank 24a, and the inclination of the engine 5 are accompanied. Inspection of the spark plug 5w facing forward, lubrication to the oiled port 5x provided on the cylinder head cover 5d, waste oil due to the position of the oil drain 5u of the oil pan 5b being shifted forward, inspection of the oil level gauge 5z, etc. Almost all the work required for the maintenance of the engine 5 can be performed from the front, and the maintainability is good.

  In the above embodiment, the case where the engine coolant heat exchanger 13 is disposed below the refrigerant heat exchanger 11 has been described. However, in the present invention, the engine coolant water heat exchanger 13 is disposed above. The present invention can also be applied to a case where the refrigerant heat exchanger 11 is disposed on the lower side. In this case, a water injection port may be provided in the upper engine cooling water heat exchanger. In addition, although the water inlet 30b is attached to the heat exchanger 13 for engine cooling water, the water inlet may be attached separately from the heat exchanger 13 as a separate body. The degree of freedom in the location of the water inlet can be improved. In any case, the water injection port is opened obliquely upward toward the inner surface of the side wall of the air conditioning unit.

  Here, in the above embodiment, the intake pipe 21a is opened outside the ceiling of the outdoor heat exchange chamber 14, but this intake pipe 21a may be opened inside the engine room 7. In this way, the relatively low temperature air in the piping chamber 10 is supplied into the engine, and the charging efficiency is improved. When the engine 5 is taken out of the engine room 7 for inspection and maintenance, the engine 5 can be taken out without removing the intake pipe, so that the inspection and maintenance can be improved accordingly.

  In addition, since the air cleaner 21c and the exhaust silencer 23c are disposed by effectively utilizing the upper space of the compressor 6 disposed on the right side of the engine, and the gas mixer 21b is disposed on the right side of the engine 5, the intake hoses 21a ', The piping length of 79 is shortened. Further, the pipes 69, 80, 23a '84a, 84b, 84c, a part of the flow control valve 22a, the solenoid valve 24b, and the oil level gauge 5z are arranged at a position where there is no obstacle ahead, so the front side plate 37a is removed. Inspection work becomes easy. Further, the neutralizing gas 82 is disposed by effectively utilizing the lower space of the compressor 6. Since all the pipes 30c, 29c, 29d, 16b, and 16c between the pipe chamber 10 and the heat exchange chamber 14 are concentrated on the right side where the accumulator 8 is disposed, the pipe work is easy. Further, the attachment and detachment of the sealing pad 49 to and from the through portion of the center partition plate 40c is easy. Since the oil tank 24a and the reserve tank 30 are arranged near the piping chamber 10 and further near the accumulator 8, there is a cooling effect. Since the main journal bearing 65 of the crankshaft 5g is disposed at the joint between the cylinder block 5a and the oil pan 5b, a bearing cap is unnecessary. Further, since a concave portion is formed in the oil pan 5b toward the joint, the rigidity and strength of the oil pan 5b increase. The cylinder block 5a is made of aluminum alloy die-cast and a steel wet liner 500a is inserted therein, and three O-rings 500b for water sealing are arranged below the wet liner 500a. With this structure, measurement of the engine 5 and improvement of workability can be achieved.

FIG. 1 is a partial cross-sectional front view of an engine-driven air conditioner according to an embodiment of the present invention. It is a partial cross section rear view of the device of the embodiment. FIG. 3 is a right side view (a sectional view taken along the line III-III in FIG. 2) of a partial cross section of the apparatus of the embodiment. FIG. 4 is a left side view (a cross-sectional view taken along the line IV-IV in FIG. 2) of a partial cross section of the apparatus according to the embodiment. It is a top view of the floor member part of the outdoor heat exchange chamber of the said embodiment apparatus. It is a sectional plan view of an engine room and a piping room of the above-mentioned embodiment device. It is a partial section side view of the engine of the embodiment. It is a schematic diagram which shows the lubrication system of the said embodiment engine. It is a partial section front view of the engine of the embodiment. It is a figure which shows the flow of the lubricating oil of the said embodiment engine. It is a figure showing an oil separation room of an engine of the above-mentioned embodiment. FIG. 4 is a piping diagram of an intake system and an exhaust system of the apparatus of the embodiment. It is a sectional front view showing an air cleaner and an intake pipe connection point of the above-mentioned embodiment device. It is a piping diagram of a lubricating oil supply system of the above-mentioned embodiment device. It is a front piping figure of the cooling system of the above-mentioned embodiment device. It is a plane piping diagram of the cooling system of the above-mentioned embodiment device. It is a right side piping diagram of the cooling system of the above-mentioned embodiment device. It is a top view of the pad of the above-mentioned embodiment device. It is sectional right side view of the water injection port of the said embodiment apparatus. It is a rear view of the electric equipment box of the above-mentioned embodiment device. It is a sectional side view of the electric equipment box of the above-mentioned embodiment device. It is a right view of the engine room of the above-mentioned embodiment device. It is a right view of the water injection port part of the said embodiment apparatus. It is a side view of the air cleaner of the above-mentioned embodiment device. It is a front view of an air cleaner of the above-mentioned embodiment device. It is a sectional plan view of an air cleaner of the above-mentioned embodiment device. It is a sectional front view of an air cleaner of the above-mentioned embodiment device. It is a partial section side view of an exhaust silencer of the device of the above-mentioned embodiment. It is a front view of the exhaust silencer of the above-mentioned embodiment device. It is sectional front view of the exhaust gas heat exchanger of the said embodiment apparatus. It is a system diagram showing the whole composition of the above-mentioned embodiment device. It is a system diagram showing the lubricating oil system of the above-mentioned embodiment device. It is a block configuration diagram of a lubricating oil amount control device of the embodiment device. It is a cross-sectional schematic diagram of the casing of the said Example apparatus. It is a flowchart figure which shows the lubricating oil amount control of the said embodiment apparatus. It is a schematic diagram which shows the example which provided the opening / closing window in the water supply port in the said Example apparatus.

Explanation of reference numerals

Reference Signs List 1 engine driven air conditioner 5 multiple cylinder engine 5a cylinder block 5c cylinder head 5d head cover 5g crankshaft 5p intake port 5q exhaust port 5x cylinder (cylinder bore)
21c Air cleaner (intake system)
69 Breather passage 73 'Intake manifold 73d Exhaust manifold (upper part)
X axis

Claims (2)

  In an engine driven air conditioner driven by a multi-cylinder engine having a plurality of cylinders, the plurality of cylinders are formed in one cylinder block, and a plurality of cylinder heads are connected to the cylinder block, Each of the cylinders has a head cover, and a common intake manifold is arranged for each cylinder, extending in the direction of the crankshaft on one side of the cylinder head with a plane including the axis of all the cylinders interposed therebetween. All the intake ports of the cylinder head are connected, and an exhaust manifold extending in the crankshaft direction is disposed on the other side of the cylinder head across the plane, and a common exhaust manifold is arranged for each cylinder. An engine-driven air conditioner, wherein all the exhaust ports are connected.   The engine-driven air conditioner according to claim 1, wherein one end of a breather passage is connected to each of the head covers, and the other end of the breather passage is connected to an intake system including the intake manifold.

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