Construction vehicle cooling system, construction vehicle and method of cooling thereof

Abstract

This invention discloses a cooling system for engineering vehicles, an engineering vehicle, and a cooling method thereof, relating to the field of construction machinery, for achieving on-demand cooling of engineering vehicles. The engineering vehicle cooling system includes an engine cooling system, a hydraulic cooling system, a transmission cooling system, and an air conditioning cooling system. The engine cooling system includes an engine, a cooling fan, and heat dissipation components; the engine and the cooling fan are driven together. The hydraulic cooling system includes a hydraulic system and a first electric fan; the first electric fan is configured to cool the hydraulic system. The transmission cooling system includes a transmission system and a second electric fan. The air conditioning cooling system includes an air conditioning system and a third electric fan. The first, second, and third electric fans are distributed around the cooling fan. The above technical solution achieves on-demand cooling of the engine, hydraulic system, transmission system, and air conditioning system.

Description

Technical Field

[0001] This invention relates to the field of engineering machinery, specifically to a cooling system for engineering vehicles, an engineering vehicle, and a cooling method thereof. Background Technology

[0002] Construction machinery mostly operates in stationary or short-distance conditions, in harsh environments, making the design of its cooling systems highly challenging. Unlike commercial vehicles and passenger cars, construction machinery requires cooling not only the engine but also the transmission and hydraulic systems.

[0003] In related technologies, construction machinery employs the following methods for heat dissipation: First, using an engine-driven fan for cooling to dissipate heat from various components of the construction vehicle. Second, using an engine-driven fan with a clutch between them to dissipate heat from various components. Third, the construction vehicle includes multiple fans, each driven by a separate motor to cool all components. Fourth, the construction vehicle includes multiple fans, with a small-power motor for each individual fan, and each small-power motor drives one or more small-power fans to cool various components.

[0004] The inventors discovered that the cooling requirements of various components in the engine, transmission system, and hydraulic system of construction machinery vary greatly. The first three cooling methods mentioned above are all unreasonable in performance and cannot meet the cooling needs of construction machinery; the fourth method requires too many motors, the cooling system structure is too complex, and it occupies too much space. Summary of the Invention

[0005] This invention proposes a cooling system for engineering vehicles, an engineering vehicle, and a cooling method for engineering vehicles, which enables on-demand cooling of at least one of the engine, transmission system, hydraulic system, and air conditioning system of an engineering vehicle while achieving a small cooling system size.

[0006] This invention provides a cooling system for engineering vehicles, comprising:

[0007] An engine cooling system includes an engine, a cooling fan, and a heat dissipation assembly; the engine is driven to the cooling fan to cool the heat dissipation assembly.

[0008] A hydraulic cooling system includes a hydraulic system and a first electric fan; the first electric fan is configured to cool the hydraulic system.

[0009] A transmission cooling system includes a transmission system and a second electric fan; the second electric fan is configured to cool the transmission system; and

[0010] An air conditioning cooling system includes an air conditioning system and a third electric fan; the third electric fan is configured to cool the air conditioning system.

[0011] The first electronic fan, the second electronic fan, and the third electronic fan are distributed around the cooling fan.

[0012] In some embodiments, the heat dissipation component includes:

[0013] A water-cooled radiator is mounted externally to the engine; a cooling fan is arranged adjacent to the water-cooled radiator to cool the water-cooled radiator; and

[0014] The intercooler is arranged adjacent to the water-cooled radiator;

[0015] The engine cooling system further includes:

[0016] A water pump is in fluid communication with the oil outlet of the water-cooled radiator; the water pump is connected to the engine drive.

[0017] A thermostat is installed upstream of the water-cooled radiator and downstream of the water pump; the thermostat includes a first outlet and a second outlet arranged in parallel; the first outlet is directly connected to the inlet of the water pump; the water-cooled radiator is installed downstream of the second outlet of the thermostat; and

[0018] A water temperature detection element is installed at the water outlet of the engine.

[0019] In some embodiments, the cooling fan is fixed to the output shaft of the engine and faces the water-cooled radiator.

[0020] In some embodiments, the engine cooling system further includes:

[0021] The first air guide shroud is fixed to the heat dissipation assembly; the cooling fan is located in the first air guide shroud; the intercooler and the water-cooled radiator are fixedly connected.

[0022] In some embodiments, the hydraulic cooling system further includes:

[0023] A hydraulic pump is connected to the engine drive.

[0024] A hydraulic oil cooler, wherein the oil inlet of the hydraulic oil cooler is in fluid communication with the first oil return port of the hydraulic system, and the oil outlet of the hydraulic oil cooler is in fluid communication with the oil tank of the hydraulic system; the oil tank of the hydraulic system is installed inside the power compartment; and the first electric fan is installed on the side of the hydraulic oil cooler facing the engine.

[0025] In some embodiments, the hydraulic cooling system further includes:

[0026] A hydraulic oil temperature sensing element is installed at the oil inlet of the hydraulic oil cooler to detect the oil temperature of the hydraulic oil in the hydraulic system; and

[0027] A hydraulic oil pressure detection element is installed in the hydraulic system to detect the oil pressure of the hydraulic system.

[0028] In some embodiments, the hydraulic cooling system further includes:

[0029] The first control element is electrically connected to the hydraulic oil temperature detection element, the hydraulic oil pressure detection element, and the first electronic fan. The first control element is configured to control the operating parameters of the first electronic fan based on the temperature parameters detected by the hydraulic oil temperature detection element.

[0030] In some embodiments, the operating parameters of the first electronic fan include at least one of the following: start, stop, rotation speed, and rotation duration.

[0031] In some embodiments, the first control element is configured to perform the following control method:

[0032] When T2≤T 2L At that time, the first electronic fan stops;

[0033] When T2>T 2L At that time, the PID control method is used to control the speed of the first electronic fan, so that the rising speed of T2 is 0 < ΔT2 / Δt ≤ X1;

[0034] When |T 2H -T2|≤X2, the first electronic fan operates at a constant speed; when T2-T 2H >X1, the first electric fan operates at full speed to ensure that the oil temperature of the hydraulic system does not exceed T. 2max ;

[0035] Wherein, T2 is the oil temperature detected by the hydraulic oil temperature detection element; T 2H The efficient operating temperature of the hydraulic oil is the set value; T 2L X1 is the starting temperature of the first electronic fan, which is a set value; X2 is the rate of temperature rise of the hydraulic oil in the hydraulic system; X3 is the fluctuation range of the hydraulic oil temperature after it stabilizes; T 2max This refers to the permissible temperature of the hydraulic oil in the hydraulic system.

[0036] In some embodiments, T 2L The temperature is 45℃~55℃; the T 2H For 65℃~75℃; and / or, T2max The temperature is 80℃~90℃; and / or, X2 is 1.5℃~2.5℃.

[0037] In some embodiments, the transmission cooling system further includes:

[0038] A transmission oil cooler, wherein the oil inlet of the transmission oil cooler is in fluid communication with the second oil return port of the gearbox of the transmission system, and the oil outlet of the transmission oil cooler is in fluid communication with the inlet of the gearbox of the transmission system; a second electric fan is installed on the transmission oil cooler.

[0039] In some embodiments, the transmission cooling system further includes:

[0040] A transmission oil temperature sensing element is installed at the oil inlet of the transmission oil cooler to detect the oil temperature of the hydraulic system; and

[0041] A transmission oil pressure detection element is installed in the gearbox of the engine to detect the oil pressure of the hydraulic system.

[0042] In some embodiments, the transmission cooling system further includes:

[0043] The second control element is electrically connected to the transmission oil temperature detection element, the transmission oil pressure detection element, and the second electric fan. The second control element is configured to control the operating parameters of the second electric fan based on the temperature parameters detected by the transmission oil temperature detection element.

[0044] In some embodiments, the operating parameters of the second electronic fan include at least one of the following: start, stop, rotation speed, and rotation duration.

[0045] In some embodiments, the second control element is configured to perform the following control method:

[0046] When T1≤T 1L When T1 > T, the second electronic fan stops; 1L At that time, the PID control method is used to control the speed of the second electronic fan, so that the rising speed of T1 is 0 < ΔT1 / Δt ≤ Y1; when |T 1H -T1|≤Y2, the second electronic fan operates at a constant speed; when T1-T 1H >Y2, the second electric fan runs at full speed so that T1 < T 1max ;

[0047] Wherein, T1 is the lubricating oil temperature detected by the transmission oil temperature detection element; T 1L The operating temperature of the first electronic fan is the set value; T 1HThe optimal operating temperature for the transmission oil is the set value; T 1max Y1 represents the maximum allowable temperature of the lubricating oil; Y2 represents the rate of temperature rise of the hydraulic oil in the hydraulic system; and Y3 represents the fluctuation range of the hydraulic oil temperature after it stabilizes.

[0048] In some embodiments, T 1L The temperature is 65℃~75℃; the T 1H For 85℃~95℃; and / or, T 1max The temperature is 115℃~125℃; and / or, Y2 is 1.5℃~2.5℃.

[0049] In some embodiments, the air conditioning cooling system further includes:

[0050] A condenser, in fluid communication with the air conditioning system, configured to circulate refrigerant within the air conditioning system; and

[0051] A third control element is electrically connected to the third electronic fan to control the operating parameters of the third electronic fan.

[0052] In some embodiments, the first electronic fan, the second electronic fan, and the third electronic fan are all located inside the power compartment of the engineering vehicle.

[0053] This invention also provides an engineering vehicle, including the engineering vehicle cooling system provided by any of the technical solutions of this invention.

[0054] This invention provides another method for cooling engineering vehicles, using the engineering vehicle cooling system provided by any of the technical solutions of this invention. The cooling method includes the following steps:

[0055] The temperature of the engine, the hydraulic oil temperature of the hydraulic system, the temperature of the transmission system, and the temperature of the air conditioning system are detected.

[0056] When the triggering conditions are met, at least one of the following cooling methods shall be used: cooling the heat dissipation components with the cooling fan of the engineering vehicle cooling system, cooling the hydraulic oil radiator with the first electric fan, cooling the transmission oil radiator with the second electric fan, and cooling the condenser with the third electric fan.

[0057] The engineering vehicle cooling system provided by the above technical solution includes an engine cooling system, a hydraulic cooling system, a transmission cooling system, and an air conditioning cooling system. Each system has its own dedicated fan, and each fan is independently controlled without affecting the others. This allows for on-demand cooling with flexible and diverse control methods, resulting in a high degree of integration for the entire engineering vehicle cooling system. Attached Figure Description

[0058] The accompanying drawings, which are included to provide a further understanding of the invention and form part of this application, illustrate exemplary embodiments of the invention and, together with their description, serve to explain the invention and do not constitute an undue limitation thereof. In the drawings:

[0059] Figure 1 This is a three-dimensional schematic diagram of an engineering vehicle cooling system provided in an embodiment of the present invention.

[0060] Figure 2 This is a front view schematic diagram of an engineering vehicle cooling system provided in an embodiment of the present invention.

[0061] Figure 3 This is a side view schematic diagram of the cooling system for engineering vehicles provided in an embodiment of the present invention.

[0062] Figure 4 This is a rear view schematic diagram of the cooling system for engineering vehicles provided in an embodiment of the present invention.

[0063] Figure 5 This is a three-dimensional schematic diagram of the engine cooling system of the engineering vehicle cooling system provided in an embodiment of the present invention.

[0064] Figure 6 This is a schematic diagram of the connection relationship of the engine cooling system of the engineering vehicle cooling system provided in an embodiment of the present invention.

[0065] Figure 7 A schematic diagram of the cooling water circulation of the engine cooling system of an engineering vehicle cooling system provided in an embodiment of the present invention.

[0066] Figure 8 This is a schematic diagram of the hydraulic cooling system connection relationship of an engineering vehicle cooling system provided in an embodiment of the present invention.

[0067] Figure 9 A three-dimensional structural diagram of the hydraulic cooling system for an engineering vehicle provided in an embodiment of the present invention.

[0068] Figure 10 This is a schematic diagram of the transmission cooling system connection relationship of an engineering vehicle cooling system provided in an embodiment of the present invention.

[0069] Figure 11 A three-dimensional structural diagram of the transmission cooling system of the engineering vehicle cooling system provided in an embodiment of the present invention.

[0070] Figure 12 This is a schematic diagram of the connection relationship of the air conditioning cooling system of the engineering vehicle cooling system provided in an embodiment of the present invention.

[0071] Figure 13 A three-dimensional schematic diagram of the air conditioning cooling system of the engineering vehicle cooling system provided in the embodiment of the present invention.

[0072] Figure label:

[0073] 1. Engine cooling system; 2. Hydraulic cooling system; 3. Transmission cooling system; 4. Air conditioning cooling system;

[0074] 11. Engine; 12. Cooling fan; 13. Radiator assembly; 14. Water pump; 15. Thermostat; 16. Water temperature sensing element; 17. First air duct; 19. Turbocharger;

[0075] 131. Water-cooled radiator; 132. Intercooler;

[0076] 151. First outlet; 152. Second outlet;

[0077] 21. Hydraulic system; 22. First electric fan; 23. Hydraulic pump; 24. Hydraulic oil cooler; 25. Hydraulic oil temperature detection element; 26. Hydraulic oil pressure detection element; 27. First control element; 28. Valve assembly; 29. ​​Actuator;

[0078] 210. First oil return port; 211. Oil tank;

[0079] 31. Transmission system; 32. Second electric fan; 33. Transmission oil cooler; 34. Transmission oil temperature detection element; 35. Transmission oil pressure detection element; 36. Second control element; 37. Transmission axle; 38. Tire;

[0080] 311, Gearbox; 3111, Second oil return port; 3112, Inlet port;

[0081] 331. Oil inlet; 332. Oil outlet;

[0082] 41. Air conditioning system; 42. Third electric fan; 43. Condenser; 44. Cab; 45. Compressor; 46. Refrigerant pipe; 47. Third control element. Detailed Implementation

[0083] The following is combined Figures 1-10 The technical solution provided by this invention will be described in more detail below.

[0084] The inventors discovered that excessively high temperatures during engine operation in construction vehicles lead to poor engine reliability; conversely, operation at excessively cold temperatures (coolant temperature 40℃~50℃) results in wear on parts several times greater than operation at normal operating temperatures (80℃~90℃). Therefore, the primary task of the engine cooling system is to ensure the internal combustion engine operates at its optimal temperature. The lubricating oil in the hydraulic and transmission systems of construction machinery generates significant heat during hydraulic and hydraulic transmission processes. Excessively high oil temperatures lead to decreased transmission efficiency, rapid aging of oil seals, thinning of the oil, and accelerated wear on parts; conversely, excessively low oil temperatures result in significant power loss in oil churning and lower efficiency. The optimal operating temperature for the transmission system is around 80℃; the optimal operating temperature for the hydraulic pumps and valves in the hydraulic system is around 60℃. Furthermore, the air conditioning system of construction machinery also requires cooling. Currently, no existing cooling system can comprehensively cool the engine, hydraulic, transmission, and air conditioning systems.

[0085] See Figure 1 This invention provides a cooling system for an engineering vehicle, including an engine cooling system 1, a hydraulic cooling system 2, a transmission cooling system 3, and an air conditioning cooling system 4.

[0086] The engine cooling system 1 includes an engine 11, a cooling fan 12, and a heat dissipation assembly 13. The engine 11 is driven to the cooling fan 12 to cool the heat dissipation assembly 13.

[0087] Engine 11 is configured to provide power. Cooling fan 12 is directly driven by engine 11 and rotates directly. The rotational speed of cooling fan 12 is positively correlated with the rotational speed of engine 11. The faster the rotational speed of engine 11, the faster the rotational speed of cooling fan 12 and the higher the cooling efficiency; conversely, the slower the rotational speed of engine 11, the slower the rotational speed of cooling fan 12.

[0088] See Figure 4 The heat dissipation assembly 13 includes a water-cooled radiator 131 and an intercooler 132. The water-cooled radiator 131 is mounted externally to the engine 11. A cooling fan 12 is arranged adjacent to the water-cooled radiator 131 to cool it. The intercooler 132 is arranged adjacent to the water-cooled radiator 131.

[0089] See Figure 5 and Figure 6 The engine system includes an engine 11, a cooling assembly 13 including a water radiator and intercooler, a cooling fan 10, a water pump 14, and a turbocharger 19. The engine 11 is directly driven by the cooling fan 10 to cool the cooling assembly 13.

[0090] The engine system also includes a water pump 14, a thermostat 15, a water temperature detection element 16, and a turbocharger 19. The engine 11 is connected to the water pump 14 and the turbocharger 19, which deliver water and high-temperature, high-pressure air to the heat dissipation assembly 13. After being cooled by the cooling fan 10, the water is delivered to the engine water jacket for cooling, and the low-temperature, high-pressure air is delivered to the engine combustion chamber for combustion.

[0091] See Figure 6 and Figure 7 The water pump 14 is in fluid communication with the oil outlet 332 of the water-cooled radiator 131; the water pump 14 is driven by the engine 11. The thermostat 15 is installed upstream of the water-cooled radiator 131 and downstream of the water pump 14; the thermostat 15 includes a first outlet 151 and a second outlet 152 arranged in parallel; the first outlet 151 is directly connected to the inlet 141 of the water pump 14; the water-cooled radiator 131 is installed downstream of the second outlet 152 of the thermostat 15. A water temperature sensing element 16 is installed at the outlet of the engine 11.

[0092] See Figure 6 and Figure 7 Under the action of water pump 14, the water in the water-cooled radiator 131 can flow through two circulation loops: a large loop and a small loop. One of these loops can be selectively activated. Water pump 14 drives the water in the water-cooled radiator 131 to flow towards the engine 11. The cooling water flowing out of the engine 11 passes through the thermostat 15 and flows directly back to water pump 14; this loop is called the small loop. Water pump 14 drives the water in the water-cooled radiator 131 to flow towards the engine 11. The cooling water flowing out of the engine 11 passes through the thermostat 15 and flows towards the intercooler 132, then flows back to water pump 14; this loop is called the large loop.

[0093] The thermostat 15 has a certain temperature regulation function. When the cooling demand of the engine 11 is not high, the intercooler 132 and the cooling fan 12 do not need to work, and a small circulation is sufficient to meet the cooling demand of the engine 11. When the cooling demand of the engine 11 is relatively high, the intercooler 132 and the cooling fan 12 work, and a large circulation is carried out to meet the cooling demand of the engine 11.

[0094] See Figure 6 and Figure 7The cooling fan 12 is directly connected to the output shaft of the engine 11 and faces the water-cooled radiator 131. Driven by the engine 11, it rotates. The cooling air blown by the cooling fan 12 cools the water-cooled radiator 131 and the intercooler 132, increasing their heat dissipation capacity. The intercooler 132 is located within the large and small circulation loops of the water pump 14. The water-cooled radiator 131 cools the water in both loops. The faster the engine 11 rotates, the greater the heat dissipation demand. Because the cooling fan 12 is directly connected to the engine 11, its rotation speed is also faster, resulting in a lower temperature for the intercooler 132. This improves the cooling effect of the water-cooled radiator 131 on the water output from the water pump 14, which in turn flows into the engine 11 to dissipate heat from its interior.

[0095] See also Figure 6 and Figure 7 The cooling fan 12 is located between the engine 11 and the heat dissipation assembly 13. The cooling air output by the cooling fan 12 can blow towards both the engine 11 and the heat dissipation assembly 13 to directly cool them. The cooling fan 12 is larger than the various electric fans described later, and the air blown by the cooling fan 12 can also have a certain cooling effect on the components around the cooling fan 12, such as the hydraulic oil cooler 24 and the transmission oil cooler 33 described later.

[0096] Back Figure 1 The engine cooling system 1 also includes a first air guide shroud 17, which is fixed to the heat dissipation assembly 13. A cooling fan 12 is located within the first air guide shroud 17. An intercooler 132 and a water-cooled radiator 131 are fixedly connected. The water-cooled radiator 131 and the intercooler 132 are mechanically fixed together, and the cooling fan 12 is installed in the water-cooled radiator 131 and / or the intercooler 132. This arrangement results in a very small footprint for the water-cooled radiator 131, intercooler 132, and cooling fan 12, allowing them to be installed inside the engine compartment of the engineering vehicle. Furthermore, it results in very short cooling water connection pipes between the intercooler 132, the water-cooled radiator 131, and the engine 11, making the cooling system of the engineering vehicle compact. Moreover, the cooling fan 12 directly cools the intercooler 132 and the engine 11, and further cools the cooling water in the water-cooled radiator 131.

[0097] The water-cooled radiator 131 adopts the above-mentioned structure, which, while satisfying its own cooling water circulation, also realizes the installation of the cooling fan 12, the direct cooling of the intercooler 132 and the engine 11, and the high integration of the engine cooling system 1.

[0098] See Figure 1 and Figure 7The hydraulic cooling system 2 also includes a hydraulic oil radiator 24, which is a component for cooling the hydraulic oil. The hydraulic oil radiator 24 is arranged side-by-side with the water-cooled radiator 131, roughly flush, and the two can be fixedly connected. The oil inlet 331 of the hydraulic oil radiator 24 is in fluid communication with the first oil return port 210 of the hydraulic system 21, and the oil outlet 332 of the hydraulic oil radiator 24 is in fluid communication with the oil tank 211 of the hydraulic system 21. The oil tank 211 of the hydraulic system 21 is installed inside the engine compartment. A first electric fan 22 is installed on the side of the hydraulic oil radiator 24 facing the engine 11.

[0099] See Figure 8 The hydraulic cooling system 2 also includes a hydraulic oil radiator 24, a hydraulic pump 23, a valve group 28, and an actuator 29. The hydraulic pump 23 is driven by the engine 11. The oil inlet 331 of the hydraulic oil radiator 24 is in fluid communication with the first oil return port 210 of the hydraulic system 21, and the oil outlet 332 of the hydraulic oil radiator 24 is in fluid communication with the oil tank 211 of the hydraulic system 21; the oil tank 211 of the hydraulic system 21 is installed inside the engine compartment; the first electric fan 22 is installed on the side of the hydraulic oil radiator 24 facing the engine 11.

[0100] Engine 11 is driven by hydraulic pump 23. Hydraulic oil flows through valve group 28 to actuator 29 to realize vehicle operation. The hydraulic oil performs work in actuator 29, its temperature rises, and it flows into hydraulic oil cooler 22. After being cooled by the first electric fan 22, it returns to hydraulic oil tank 201. The high-temperature hydraulic oil in hydraulic system 21 flows into hydraulic oil cooler 24 through the first return port 210 of hydraulic system 21. Hydraulic oil cooler 24 cools the hydraulic oil and then delivers the cooled hydraulic oil to oil tank 211 of hydraulic system 21. The hydraulic oil in oil tank 211 of hydraulic system 21 then flows into other components of hydraulic system 21 for hydraulic oil circulation.

[0101] The first electronic fan 22 provides cooling for the hydraulic oil cooler 24. The first electronic fan 22 is driven by a separate motor. Two first electronic fans 22 can be installed for each hydraulic oil cooler 24, and the two fans operate synchronously. Alternatively, only one of the first electronic fans 22 can be controlled to operate as needed. The air blown by the first electronic fan 22 not only cools the hydraulic oil cooler 24 but also provides some cooling to surrounding components, such as the engine 11, intercooler 132, and water-cooled radiator 131.

[0102] See also Figure 8In some embodiments, the hydraulic cooling system 2 further includes a hydraulic oil temperature detection element 25 and a hydraulic oil pressure detection element 26. The hydraulic oil temperature detection element 25 is installed at the oil inlet 331 of the hydraulic oil radiator 24 to detect the temperature of the hydraulic oil in the hydraulic system 21. The hydraulic oil pressure detection element 26 is installed in the hydraulic system 21 to detect the oil pressure of the hydraulic system 21. The hydraulic oil temperature detection element 25 may be a sensor, for example. The hydraulic oil temperature detection element 25 detects the temperature of the hydraulic oil entering the hydraulic oil radiator 24. If the hydraulic oil temperature is high, it indicates that a large amount of heat dissipation is required; conversely, if the temperature is low, the heat dissipation is small.

[0103] The hydraulic system 21 is judged to be working properly based on the hydraulic oil pressure measured by the hydraulic oil pressure detection element 26. If a fluctuation in the hydraulic oil pressure of the hydraulic system 21 is detected, it indicates that the hydraulic system 21 is in working condition, and the operation of the hydraulic cooling system 2 can be controlled as needed.

[0104] See Figure 8 and Figure 9 The hydraulic cooling system 2 also includes a first control element 27. The first control element 27 is electrically connected to the hydraulic oil temperature detection element 25, the hydraulic oil pressure detection element 26, and the first electric fan 22. The first control element 27 is configured to control the operating parameters of the first electric fan 22 based on the temperature parameters detected by the hydraulic oil temperature detection element 25.

[0105] In some embodiments, the operating parameters of the first electronic fan 22 include at least one of the following: start, stop, rotation speed, and rotation duration.

[0106] Before introducing the control method of hydraulic system 21, let's first explain the meaning of each parameter: T2 is the oil temperature detected by hydraulic oil temperature detection element 25. 2H The optimal operating temperature for the hydraulic oil is T, which is a set value. 2H The temperature range is 65℃ to 75℃, specifically 65℃, 70℃, and 75℃. 2L The starting temperature of the first electronic fan 22 is the set value T. 2L The temperature range is 45℃ to 55℃, specifically 45℃, 50℃, and 55℃. X1 represents the rate of temperature rise of the hydraulic oil in hydraulic system 21, which can be set according to actual conditions. X2 represents the temperature fluctuation range of the hydraulic oil in hydraulic system 21 after stabilization, specifically 1.5℃ to 2.5℃, specifically 1.5℃, 2℃, and 2.5℃. T 2max T is the allowable temperature of the hydraulic oil in hydraulic system 21. 2max The temperature range is 80℃ to 90℃, specifically 80℃, 85℃, and 90℃.

[0107] In some embodiments, the first control element 27 is configured to perform the following control method:

[0108] When T2≤T 2L When the temperature of the hydraulic oil in the hydraulic system 21 is low, no cooling is needed, and the first electric fan 22 stops, thus not cooling the hydraulic oil cooler 24. The hydraulic oil cooler 24 can meet the cooling requirements of the hydraulic oil in the hydraulic system 21 by exchanging heat with the air.

[0109] When T2>T 2L At that time, the PID control method is used to control the speed of the first electronic fan 22, so that the rising speed of T2 is 0 < ΔT2 / Δt ≤ X1. The PID control method causes the oil temperature to gradually increase.

[0110] When |T 2H -T2|≤X2, the first electronic fan 22 operates at a constant speed; when T2-T 2H >X1, the first electric fan 22 runs at full speed to ensure that the oil temperature of the hydraulic system 21 does not exceed T. 2max In this situation, the hydraulic oil temperature is close to the maximum allowable value, so the first electric fan 22 operates at a constant speed to achieve maximum heat dissipation, ensuring that the hydraulic oil temperature remains below T. 2max .

[0111] See Figure 1 and Figure 10 In some embodiments, the transmission cooling system 3 further includes a transmission oil cooler 33. The oil inlet 331 of the transmission oil cooler 33 is in fluid communication with the second oil return port 3111 of the gearbox 311 of the transmission system 31, and the oil outlet 332 of the transmission oil cooler 33 is in fluid communication with the inlet 3112 of the gearbox 311 of the transmission system 31. A second electric fan 32 is mounted on the transmission oil cooler 33. The second electric fan 32 can be controlled independently.

[0112] The transmission cooling system 3 includes a transmission oil cooler 33, a gearbox 311, a drive axle 37, and tires 38. The engine 11 is connected to the gearbox 311 and the drive axle 37, transmitting power to the tires 304 to enable vehicle movement. The transmission oil performs work within the gearbox 311, increasing its temperature, and flows into the transmission oil cooler 33. After being cooled by the second electric fan 32, it returns to the oil pan of the gearbox 311.

[0113] See Figure 4 The water-cooled radiator 131 is located between the transmission oil radiator 33 and the hydraulic oil radiator 24. The transmission oil radiator 33 and the water-cooled radiator 131 are fixedly connected. This arrangement has a high degree of integration, with all fans distributed in one place, allowing sufficient space in the engine compartment to install other components.

[0114] See Figure 11 In some embodiments, the transmission cooling system 3 further includes a transmission oil temperature detection element 34 and a transmission oil pressure detection element 35. The transmission oil temperature detection element 34 is, for example, a temperature sensor. The transmission oil temperature detection element 34 is installed at the oil inlet 331 of the transmission oil radiator 33 to detect the oil temperature of the hydraulic system 21. The transmission oil pressure detection element 35 is installed in the transmission 311 of the engine 11 to detect the oil pressure of the hydraulic system 21.

[0115] When the transmission oil pressure detection element 35 detects fluctuations in the lubricating oil pressure of the transmission system 31, it indicates that the transmission system 31 is in operation, and the transmission cooling system 3 may need to operate at this time. If the transmission oil pressure detection element 35 detects no fluctuations in the lubricating oil pressure of the transmission system 31, the transmission cooling system 3 does not need to operate.

[0116] In some embodiments, the transmission cooling system 3 further includes a second control element 36. The second control element 36 is electrically connected to the transmission oil temperature detection element 34, the transmission oil pressure detection element 35, and the second electric fan 32. The second control element 36 is configured to control the operating parameters of the second electric fan 32 based on the temperature parameters detected by the transmission oil temperature detection element 34.

[0117] In some embodiments, the operating parameters of the second electric fan 32 include at least one of the following: start, stop, rotation speed, and rotation duration.

[0118] Before introducing the control method of the second control element 36, let's first introduce the relevant parameters. T1 is the lubricating oil temperature detected by the transmission oil temperature detection element 34. 1L The operating temperature for the first electronic fan 22 is the set value. (T) 1L The temperature range is 65℃ to 75℃, specifically 65℃, 70℃, and 75℃. 1H This refers to the efficient operating temperature of the transmission oil, which is a set value. Efficient operation of the transmission oil refers to the temperature of the lubricating oil required when the transmission system 31 operates at a relatively high efficiency. For each product, the operating efficiency of the transmission system 31 has specific parameter requirements. T 1H The temperature range is 85℃ to 95℃, specifically 85℃, 90℃, and 95℃. Y1 represents the rate of temperature rise of the hydraulic oil in hydraulic system 21. Y2 represents the temperature fluctuation range of the hydraulic oil in hydraulic system 21 after it stabilizes. Y2 ranges from 1.5℃ to 2.5℃, specifically 1.5℃, 2℃, and 2.5℃. T 1max This refers to the maximum permissible temperature of the lubricating oil. (T) 1max The temperature ranges from 115℃ to 125℃, specifically 115℃, 120℃, and 125℃.

[0119] In some embodiments, the second control element 36 is configured to perform the following control method:

[0120] When T1≤T 1L When the temperature of the lubricating oil in the transmission system 31 is relatively low, there is no need for heat dissipation or the heat dissipation need is very low. The cooling requirements can be met by using the transmission oil cooler 33 alone. In this case, the second electric fan 32 stops.

[0121] When T1>T 1L At that time, the PID control method is used to control the speed of the second electric fan 32, so that the rising speed of T1 is 0 < ΔT1 / Δt ≤ Y1. The PID control method makes the speed of the second electric fan 32 gradually change to correspond to the gradually increasing temperature of the lubricating oil in the transmission system 31. Y1 is the rising speed of the hydraulic oil temperature in the hydraulic system 21.

[0122] When |T 1H -T1|≤Y2 indicates that the lubricating oil temperature of the transmission system 31 is close to the maximum allowable value. In this case, the second electric fan 32 operates at a constant speed to ensure that the lubricating oil temperature is always equal to T. 1H T 1H The temperature ranges from 85℃ to 95℃.

[0123] When T1-T 1H >Y2 indicates that the lubricating oil temperature of the transmission system 31 has reached or even exceeded the maximum allowable value. In this case, the second electric fan 32 runs at full speed to ensure that T1 < T 1max As mentioned above, T 1max This refers to the maximum permissible temperature of the lubricating oil. (T) 1max The temperature ranges from 115℃ to 125℃, specifically 115℃, 120℃, and 125℃.

[0124] See Figure 9 In some embodiments, the air conditioning cooling system 4 further includes a condenser 43 and a compressor 45, which are fluidly connected via a refrigerant pipe 46. The condenser 43 and compressor 45 are in fluid communication, and the cooled air after heat exchange in the condenser 43 enters the cab 44 to achieve cooling of the cab 44. A second electric fan 32 is driven and connected to a third control element 47. The third electric fan 42 is installed on the condenser 43 and dissipates heat from the condenser 43 to further improve its heat dissipation capacity. The third electric fan 42 can be controlled independently.

[0125] The hydraulic oil radiator 24, transmission oil radiator 33, cooling fan 12, first electronic fan 22, second electronic fan 32 and third electronic fan 42 are all fixedly connected to form an integrated whole.

[0126] This invention also provides an engineering vehicle, including the engineering vehicle cooling system provided by any of the technical solutions of this invention.

[0127] This invention provides another method for cooling engineering vehicles, using the engineering vehicle cooling system provided by any of the technical solutions of this invention. The cooling method includes the following steps:

[0128] Step S100: Detect the temperatures of the engine 11, the hydraulic oil in the hydraulic system 21, the transmission system 31, and the air conditioning system 41. Specifically, the engine 11 temperature can be the engine 11 outlet temperature. The hydraulic oil temperature of the hydraulic system 21 can be, for example, the hydraulic oil return temperature or the outlet temperature of the hydraulic system 21. The transmission system 31 temperature can be, for example, the transmission system 31 hydraulic oil temperature. The air conditioning system 41 temperature can be, for example, the refrigerant temperature or the air temperature at the air outlet of the air conditioning system 41.

[0129] Step S200: When the triggering condition is met, at least one of the following cooling methods shall be adopted: cooling the heat dissipation component 13 by the cooling fan 12 of the engineering vehicle cooling system, cooling the hydraulic oil radiator 24 by the first electric fan 22, cooling the transmission oil radiator 33 by the second electric fan 32, and cooling the condenser 43 by the third electric fan 42.

[0130] The following section provides a detailed description of each working condition, taking into account the actual working conditions of engineering vehicles.

[0131] When the engineering vehicle is in driving condition, only the engine 11 and transmission system 31 are working. The cooling fan 12 of the engine cooling system 1 cools the heat dissipation component 13, and the second electric fan 32 cools the transmission oil cooler 33. The engine cooling system 1 utilizes all or part of the thermostat to ensure the engine 11 operates at an efficient water temperature, while the transmission cooling system 3 utilizes the independently operating second electric fan 32 to ensure the lubricating oil temperature is optimal, allowing the transmission system 31 to operate at its highest efficiency point. Under this condition, the first electric fan 22 does not operate and does not cool the hydraulic oil cooler 24; the third electric fan 42 does not operate and does not cool the condenser 43, reducing unnecessary fan power consumption and achieving a dual energy-saving effect.

[0132] When the engineering vehicle is in operation, only the engine 11 and hydraulic system 21 are working. At this time, the transmission cooling system 3 and air conditioning cooling system 4 can be shut down, reducing the power consumption of unnecessary fans. At the same time, it ensures that the engine 11 and hydraulic system 21 operate at their highest efficiency, achieving a dual energy-saving effect.

[0133] The above technical solution distributes the total cooling capacity of the engine 11, transmission cooling system 3, hydraulic cooling system 2, and air conditioning cooling system 4 into various independent cooling units, reducing the cooling load of the direct-connected cooling fan 12 and dispersing the fan noise source from a large to a small one, thus greatly reducing the overall vehicle noise.

[0134] In the description of this invention, it should be understood that the terms "center," "longitudinal," "lateral," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," and "outer," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only used to facilitate the description of this invention and to simplify the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limiting the scope of protection of this invention.

[0135] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, and not to limit them. Although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. However, these modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of the present invention.

Claims

1. An engineering vehicle cooling system characterized by, include: An engine cooling system (1) includes an engine (11), a cooling fan (12), and a heat dissipation assembly (13); the engine (11) is driven to the cooling fan (12) to cool the heat dissipation assembly (13). The hydraulic cooling system (2) includes a hydraulic system (21) and a first electric fan (22); the first electric fan (22) is configured to cool the hydraulic system (21). A transmission cooling system (3) includes a transmission system (31) and a second electric fan (32); the second electric fan (32) is configured to cool the transmission system (31); and An air conditioning cooling system (4) includes an air conditioning system (41) and a third electric fan (42); the third electric fan (42) is configured to cool the air conditioning system (41). The first electronic fan (22), the second electronic fan (32), and the third electronic fan (42) are distributed around the cooling fan (12); The hydraulic cooling system (2) further includes a hydraulic pump (23), a hydraulic oil radiator (24), a hydraulic oil temperature detection element (25), a hydraulic oil pressure detection element (26), and a first control element (27). The first control element (27) is electrically connected to the hydraulic oil temperature detection element (25), the hydraulic oil pressure detection element (26), and the first electronic fan (22). The first control element (27) is configured to control the operating parameters of the first electronic fan (22) based on the temperature parameters detected by the hydraulic oil temperature detection element (25). The first control element (27) is configured to perform the following control method: When T2≤T 2L the first electronic fan (22) is stopped; When T2>T 2L At that time, the PID control method is used to control the speed of the first electronic fan (22) so that the rising speed of T2 is 0 < △T2 / △t ≤ X1; When |T 2H -T2|≤X2, the first electronic fan (22) operates at a constant speed; when T2-T 2H >X1, the first electric fan (22) operates at full speed so that the oil temperature of the hydraulic system (21) does not exceed T. 2max ; Wherein, T2 is the oil temperature detected by the hydraulic oil temperature detection element (25); T 2H The efficient operating temperature of the hydraulic oil is the set value; T 2L X1 is the starting temperature of the first electronic fan (22), which is a set value; X2 is the rate of temperature rise of the hydraulic oil in the hydraulic system (21); X2 is the fluctuation range of the hydraulic oil temperature after it stabilizes; T 2max The allowable temperature of the hydraulic oil in the hydraulic system (21).

2. The work vehicle cooling system of claim 1, wherein, The heat dissipation component (13) includes: A water-cooled radiator (131) is mounted outside the engine (11); a cooling fan (12) is arranged adjacent to the water-cooled radiator (131) to cool the water-cooled radiator (131); and An intercooler (132) is arranged adjacent to the water-cooled radiator (131); The engine cooling system (1) further includes: A water pump (14) is in fluid communication with the oil outlet (332) of the water-cooled radiator (131); the water pump (14) is driven by the engine (11); A thermostat (15) is installed upstream of the water-cooled radiator (131) and downstream of the water pump (14); the thermostat (15) includes a first outlet (151) and a second outlet (152) arranged in parallel; the first outlet (151) is directly connected to the inlet (141) of the water pump (14); the water-cooled radiator (131) is installed downstream of the second outlet (152) of the thermostat (15); and A water temperature detection element (16) is installed at the water outlet of the engine (11).

3. The work vehicle cooling system of claim 2, wherein, The cooling fan (12) is fixed to the output shaft of the engine (11) and faces the water-cooled radiator (131).

4. The work vehicle cooling system of claim 2, wherein, The engine cooling system (1) also includes: The first air guide shroud (17) is fixed to the heat dissipation assembly (13); the cooling fan (12) is located in the first air guide shroud (17); the intercooler (132) and the water-cooled radiator (131) are fixedly connected.

5. The engineering vehicle cooling system according to claim 1, characterized in that, The hydraulic pump (23) is driven by the engine (11); The inlet (331) of the hydraulic oil radiator (24) is in fluid communication with the first return port (210) of the hydraulic system (21), and the outlet (332) of the hydraulic oil radiator (24) is in fluid communication with the oil tank (211) of the hydraulic system (21); the oil tank (211) of the hydraulic system (21) is installed inside the power compartment; the first electric fan (22) is installed on the side of the hydraulic oil radiator (24) facing the engine (11).

6. The engineering vehicle cooling system according to claim 5, characterized in that, The hydraulic oil temperature detection element (25) is installed at the oil inlet (331) of the hydraulic oil radiator (24) to detect the oil temperature of the hydraulic oil in the hydraulic system (21); The hydraulic oil pressure detection element (26) is installed in the hydraulic system (21) to detect the oil pressure of the hydraulic system (21).

7. The work vehicle cooling system of claim 1, wherein, The operating parameters of the first electronic fan (22) include at least one of the following: start, stop, rotation speed, and rotation duration.

8. The work vehicle cooling system of claim 1, wherein, T 2L The temperature is 45℃~55℃; the T 2H For 65℃~75℃; and / or, T 2max The temperature is 80℃~90℃; and / or, X2 is 1.5℃~2.5℃.

9. The engineering vehicle cooling system according to claim 1, characterized in that, The transmission cooling system (3) also includes: The transmission oil cooler (33) has an oil inlet (331) that is fluidly connected to the second oil return port (3111) of the gearbox (311) of the transmission system (31), and an oil outlet (332) that is fluidly connected to the inlet (3112) of the gearbox (311) of the transmission system (31); and a second electric fan (32) is installed on the transmission oil cooler (33).

10. The work vehicle cooling system of claim 9, wherein, The transmission cooling system (3) also includes: A transmission oil temperature sensing element (34) is installed at the oil inlet (331) of the transmission oil radiator (33) to detect the oil temperature of the hydraulic system (21); and A transmission oil pressure detection element (35) is installed in the gearbox (311) of the engine (11) to detect the oil pressure of the hydraulic system (21).

11. The work vehicle cooling system of claim 10, wherein, The transmission cooling system (3) also includes: The second control element (36) is electrically connected to the transmission oil temperature detection element (34), the transmission oil pressure detection element (35), and the second electronic fan (32). The second control element (36) is configured to control the operating parameters of the second electronic fan (32) based on the temperature parameters detected by the transmission oil temperature detection element (34).

12. The work vehicle cooling system of claim 11, wherein, The operating parameters of the second electronic fan (32) include at least one of the following: start, stop, rotation speed, and rotation duration.

13. The work vehicle cooling system of claim 11, wherein, The second control element (36) is configured to perform the following control method: When T1≤T 1L When T1 > T, the second electronic fan (32) stops; when T1 > T 1L At that time, the PID control method is used to control the speed of the second electronic fan (32), so that the rising speed of T1 is 0 < ΔT1 / Δt ≤ Y1; when |T 1H -T1|≤Y2, the second electronic fan (32) operates at a constant speed; when T1-T 1H >Y2, the second electronic fan (32) runs at full speed so that T1 < T 1max ; Wherein, T1 is the temperature of the lubricating oil detected by the transmission oil temperature detection element (34); T 1L The operating temperature of the first electronic fan (22) is the set value; T 1H The optimal operating temperature for the transmission oil is the set value; T 1max Y1 is the maximum allowable temperature of the lubricating oil; Y2 is the rate of temperature rise of the hydraulic oil in the hydraulic system (21); Y3 is the fluctuation range of the hydraulic oil temperature after it stabilizes.

14. The work vehicle cooling system of claim 13, wherein, T 1L The temperature is 65℃~75℃; the T 1H For 85℃~95℃; and / or, T 1max The temperature is 115℃~125℃; and / or, Y2 is 1.5℃~2.5℃.

15. The work vehicle cooling system of claim 1, wherein, The air conditioning cooling system (4) also includes: A condenser (43) in fluid communication with the air conditioning system (41), the condenser (43) being configured to circulate refrigerant within the air conditioning system (41); and The third control element (47) is electrically connected to the third electronic fan (42) to control the operating parameters of the third electronic fan (42).

16. The work vehicle cooling system of claim 1, wherein, The first electronic fan (22), the second electronic fan (32) and the third electronic fan (42) are all located inside the power compartment of the engineering vehicle.

17. An engineering vehicle characterized by, Includes the engineering vehicle cooling system as described in any one of claims 1 to 16.

18. An engineering vehicle cooling method characterized by, Cooling is performed using the engineering vehicle cooling system according to any one of claims 1 to 16, the cooling method comprising the following steps: The temperature of the engine (11), the hydraulic oil temperature of the hydraulic system (21), the temperature of the transmission system (31), and the temperature of the air conditioning system (41) are detected. When the triggering conditions are met, at least one of the following cooling methods is used: the cooling fan (12) of the engineering vehicle cooling system is used to cool the heat dissipation component (13), the first electronic fan (22) is used to cool the hydraulic oil radiator (24), the second electronic fan (32) is used to cool the transmission oil radiator (33), and the third electronic fan (42) is used to cool the condenser (43).

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