工程机械电液混合驱动冷却系统液压驱动装置的研究
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摘要
当前工程机械冷却系统风扇主要是采用了曲轴前端皮带轮的定传动比驱动,且同一冷却风扇同时担负着发动机的散热任务和液力变矩器液压油的散热任务,散热强度极大。这种驱动方式使工程机械发动机起动转矩大、预热时间长、低速大负荷时冷却不足、高速中小负荷时冷却能力过剩,从而造成发动机冷却不合理、风扇耗能较大,降低了发动机的动力输出效率,而且风扇安装位置受限,工作噪声大。
针对此问题,设计了电液混合驱动冷却系统,将原冷却系统分成发动机冷却系统和液压油冷却系统两个相对独立的部分,两部分冷却系统通过同一单片机进行智能控制。发动机冷却系统风扇采用了液压驱动方式实现了转速的无级调节,由单片机根据水温信号控制溢流阀的溢流量来控制风扇转速;液压油冷却系统风扇采用了电机驱动,由单片机根据液压油的温度信号控制电机的起停来控制风扇转速。两种风扇分别根据不同的冷却要求,独立工作。
本文对电液混合驱动冷却系统的工作原理作了详细论述,并在以往试验的基础上对发动机冷却系统液压驱动装置的热力学参数和主要液压元件参数作了重新选择;拟定匹配的发动机是额定功率为45 kW的R4105T型柴油机,以此为样机对发动机冷却系统的风扇和散热器、液压驱动装置的各元件和各管件及电磁比例溢流阀进行了重新选型,并完成了冷却风扇与散热器及系统的匹配设计;鉴于试验条件的限制设计了电动水泵,由单片机根据冷却液的温度信号控制伺服电动机的启停来控制发动机冷却系统的水循环,改善了以往试验中冷却水泵未实现水循环的弊端;根据对电液比例控制回路的理论分析,确定了电液比例调压回路的循环形式-无级调压回路;最后,在CLG816小型装载机上对改装前后的发动机冷却系统进行了发动机水温、预热时间及油耗的对比试验。
电液混合驱动冷却方式使散热器和冷却风扇离开发动机而灵活布置,减小了风扇安装的径向间隙,提高了容积效率。试验表明:该电液混合驱动冷却系统能够解决工程机械发动机过热问题,同时还具有预热迅速、节省燃油、降低噪声、体积小、功率大等优点,符合现代发动机冷却系统的发展趋势,将之推广运用到工程机械中,将会获得良好的社会效益和经济效益。
At present, the fan of the construction machinery cooling system mainly uses the traditional crankshaft fixed transmission ratio driving, at the same time, it bears heat engine dissipation task and hydraulic oil dissipation task of transmission system, hydraulic lifting and steering system, so its heat dissipation strength is heavy. This driving method makes engine starting torque larger, preheating time longer, cooling deficient at low speed with heavy loading and cooling excessive at high speed with light loading. Therefore, it will cause the engine cooling unreasonable, the consumption of fan energy larger, decrease the dynamic output of engine, meanwhile, the installation position of the fan is limited and the working noises become larger.
In order to solve this problem, we design a new electro-hydraulic mixed driving cooling control system, which divides the original cooling system into two independent parts, the engine cooling system and the hydraulic oil cooling system. They are controlled by the same SCM. In engine cooling system, the fan has been designed into hydraulic driving way and realized stepless regulation. According to control current of the proportion valve, the system can adjust the peripheral discharge of proportion valve to control speed of the fan, while hydraulic oil cooling system uses electromotor to drive hydraulic oil cooling fan. Both the engine cooling system and the hydraulic oil cooling system work independently based on their cooling requirements.
The principles of this new cooling system are discussed in detail in the paper, and the thermodynamic parameters and the main hydraulic element parameters in hydraulic driving system of engine cooling system are reselected. Each element and pipe fitting in hydraulic system, each heat dissipation element and the Electromagnetic Proportion Overflow Valve are selected renewably by taking the R4105T-diesel engine whose rated power is 45kw for prototype, and the matching design between fan and radiator is also completed. In order to control water cycle, the electric pump is designed. The water is not cycled in previous experiments, but is controlled by the SCM which is based on the coolant temperature, and the loop of the electrohydraulic proportion voltage regulation- stepless voltage regulation has also been determined. At last, we complete the contrastive experiments in preheating time and fuel consumption at the CLG816- miniature loader.
The cooling fan and radiator can be disposed separately and flexibly in this system. When the cooling fans and pumps are installed coaxially, they can reduce the radial clearance of the fan installation and improve the volumetric efficiency. The experiment shows that the new electro-hydraulic mixed driving intelligent cooling control system can solve the problem of engine overheating in the engineering machinery, and also has the advantage of preheating quickly, saving fuel land decreasing noise with small size and strong power. So the new system corresponds to the development trend of the modern engine cooling system. When it is popularized and applied in the engineering machinery, we will get well social and economic benefit.
针对此问题,设计了电液混合驱动冷却系统,将原冷却系统分成发动机冷却系统和液压油冷却系统两个相对独立的部分,两部分冷却系统通过同一单片机进行智能控制。发动机冷却系统风扇采用了液压驱动方式实现了转速的无级调节,由单片机根据水温信号控制溢流阀的溢流量来控制风扇转速;液压油冷却系统风扇采用了电机驱动,由单片机根据液压油的温度信号控制电机的起停来控制风扇转速。两种风扇分别根据不同的冷却要求,独立工作。
本文对电液混合驱动冷却系统的工作原理作了详细论述,并在以往试验的基础上对发动机冷却系统液压驱动装置的热力学参数和主要液压元件参数作了重新选择;拟定匹配的发动机是额定功率为45 kW的R4105T型柴油机,以此为样机对发动机冷却系统的风扇和散热器、液压驱动装置的各元件和各管件及电磁比例溢流阀进行了重新选型,并完成了冷却风扇与散热器及系统的匹配设计;鉴于试验条件的限制设计了电动水泵,由单片机根据冷却液的温度信号控制伺服电动机的启停来控制发动机冷却系统的水循环,改善了以往试验中冷却水泵未实现水循环的弊端;根据对电液比例控制回路的理论分析,确定了电液比例调压回路的循环形式-无级调压回路;最后,在CLG816小型装载机上对改装前后的发动机冷却系统进行了发动机水温、预热时间及油耗的对比试验。
电液混合驱动冷却方式使散热器和冷却风扇离开发动机而灵活布置,减小了风扇安装的径向间隙,提高了容积效率。试验表明:该电液混合驱动冷却系统能够解决工程机械发动机过热问题,同时还具有预热迅速、节省燃油、降低噪声、体积小、功率大等优点,符合现代发动机冷却系统的发展趋势,将之推广运用到工程机械中,将会获得良好的社会效益和经济效益。
At present, the fan of the construction machinery cooling system mainly uses the traditional crankshaft fixed transmission ratio driving, at the same time, it bears heat engine dissipation task and hydraulic oil dissipation task of transmission system, hydraulic lifting and steering system, so its heat dissipation strength is heavy. This driving method makes engine starting torque larger, preheating time longer, cooling deficient at low speed with heavy loading and cooling excessive at high speed with light loading. Therefore, it will cause the engine cooling unreasonable, the consumption of fan energy larger, decrease the dynamic output of engine, meanwhile, the installation position of the fan is limited and the working noises become larger.
In order to solve this problem, we design a new electro-hydraulic mixed driving cooling control system, which divides the original cooling system into two independent parts, the engine cooling system and the hydraulic oil cooling system. They are controlled by the same SCM. In engine cooling system, the fan has been designed into hydraulic driving way and realized stepless regulation. According to control current of the proportion valve, the system can adjust the peripheral discharge of proportion valve to control speed of the fan, while hydraulic oil cooling system uses electromotor to drive hydraulic oil cooling fan. Both the engine cooling system and the hydraulic oil cooling system work independently based on their cooling requirements.
The principles of this new cooling system are discussed in detail in the paper, and the thermodynamic parameters and the main hydraulic element parameters in hydraulic driving system of engine cooling system are reselected. Each element and pipe fitting in hydraulic system, each heat dissipation element and the Electromagnetic Proportion Overflow Valve are selected renewably by taking the R4105T-diesel engine whose rated power is 45kw for prototype, and the matching design between fan and radiator is also completed. In order to control water cycle, the electric pump is designed. The water is not cycled in previous experiments, but is controlled by the SCM which is based on the coolant temperature, and the loop of the electrohydraulic proportion voltage regulation- stepless voltage regulation has also been determined. At last, we complete the contrastive experiments in preheating time and fuel consumption at the CLG816- miniature loader.
The cooling fan and radiator can be disposed separately and flexibly in this system. When the cooling fans and pumps are installed coaxially, they can reduce the radial clearance of the fan installation and improve the volumetric efficiency. The experiment shows that the new electro-hydraulic mixed driving intelligent cooling control system can solve the problem of engine overheating in the engineering machinery, and also has the advantage of preheating quickly, saving fuel land decreasing noise with small size and strong power. So the new system corresponds to the development trend of the modern engine cooling system. When it is popularized and applied in the engineering machinery, we will get well social and economic benefit.
引文
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