A cooling system for amphibious armored vehicles

Abstract

This invention belongs to the field of amphibious armored vehicle technology, specifically relating to a cooling system for amphibious armored vehicles. When the vehicle is on land, the intake and exhaust louvers are open, relying on the atmosphere to cool the heat source components, with heat exchange occurring between the hot and cold media through a land-based radiator. When the vehicle is at sea, the intake and exhaust louvers are closed, relying on seawater to cool the heat source components, with heat exchange occurring between the hot and cold media through a seawater heat exchanger and a seawater intercooler. The land-based radiator, seawater heat exchanger, and engine intercooler are all integrated, effectively utilizing the vehicle's interior space. This cooling system can meet the cooling needs of amphibious vehicles equipped with high-power-density engines under multiple operating conditions, with multiple heat sources and multiple temperature targets, exhibiting high heat exchange efficiency. The cooling system also features real-time monitoring of heat exchanger fouling and an emergency seawater shut-off function.

Description

Technical Field

[0001] This invention belongs to the field of amphibious armored vehicle technology, specifically relating to a cooling system for amphibious armored vehicles. This cooling system is equipped with a high-power-density engine and has real-time monitoring of heat exchanger fouling and emergency seawater shut-off functions. Background Technology

[0002] Amphibious armored vehicles are crucial equipment for amphibious landing operations. To meet current tactical requirements, compact and powerful amphibious armored vehicles are becoming the development trend. With the application of high-power-density engines and new integrated transmission and electronic equipment technologies such as controllers and generator electronic controls, diverse heat dissipation needs have arisen. Simultaneously, the compact spatial layout of the vehicle presents significant challenges to cooling system design. Traditional amphibious equipment, constrained by the difficulty of titanium alloy welding processes, typically uses plate or shell-and-tube structures for titanium alloy heat exchangers, enabling heat dissipation from only a single heat source. In marine operations, to address the heat dissipation needs of multiple heat sources, the heat from engine coolant, pressurized air, transmission oil, and hydraulic oil must be carried away by fresh water before being exchanged through seawater heat exchangers. This results in bulky engine intercoolers and heat exchangers, which is detrimental to the high-power, compact layout requirements of modern vehicles.

[0003] After amphibious armored vehicles complete their maritime missions, seawater remains inside the heat exchangers or intercoolers, leading to salt precipitation. The salt in the seawater, along with sediment and other substances, precipitates out and, under the high temperatures of the engine compartment, forms scale, clogging the finned channels inside the heat exchanger and significantly reducing its heat exchange efficiency. Current practice involves flushing the seawater pipelines and the seawater-side channels of the heat exchanger with fresh water after operations. This method is time-consuming and labor-intensive, cannot monitor the scale buildup in real time, and lacks a timely, accurate, and controllable method for assessment.

[0004] When amphibious armored vehicles are operating at sea, if the heat exchanger body or pipelines are damaged or the seals at the joints fail, seawater will continuously flood into the cabin, causing a major safety accident. Summary of the Invention

[0005] (a) Technical problems to be solved

[0006] The technical problem to be solved by this invention is: how to solve the cooling problem of amphibious vehicles equipped with high-power-density engines and new integrated transmission and electronic equipment.

[0007] (II) Technical Solution

[0008] To solve the above-mentioned technical problems, the present invention provides a cooling system for amphibious armored vehicles, characterized in that the cooling system is used to cool and dissipate heat from amphibious armored vehicles equipped with high-power-density engines, generators, and integrated transmission boxes;

[0009] In onshore operation, the primary heat exchange components of the cooling system include: engine cylinder liners, freshwater coolers, generator controllers, DC-DC converters, integrated transmission oil tanks, and hydraulic oil tanks.

[0010] In marine operations, the primary heat exchange components of the cooling system include: engine cylinder liners, freshwater intercoolers, seawater intercoolers, generator controllers, DC-DC converters, and integrated transmission oil tanks.

[0011] The cooling system also includes: an engine thermostat, a high-temperature water pump, a land-based radiator, a seawater heat exchanger, a low-temperature water pump, a generator, a transmission oil pump, a combined transmission box, a hydraulic oil pump, a seawater pump, an intake louver, and an exhaust louver.

[0012] The land-based radiator includes: a first engine high-temperature water module, a first generator low-temperature water module, a first transmission oil module, and a first hydraulic oil module;

[0013] The seawater heat exchanger includes: a second engine high-temperature water module, a first generator low-temperature water module, a second transmission oil module, and a second hydraulic oil module;

[0014] The flow path of the high-temperature water is as follows: When the engine thermostat is fully closed, the high-temperature water is driven by the high-temperature water pump, flows through the engine cylinder liner and returns to the high-temperature water pump, forming a closed loop; when the engine thermostat is fully open, the high-temperature water is driven by the high-temperature water pump, flows through the engine cylinder liner, freshwater cooler, the first engine high-temperature water module of the land-based radiator, and the second engine high-temperature water module of the seawater heat exchanger, and returns to the high-temperature water pump, forming a closed loop.

[0015] The flow path of the cryogenic water is as follows: The cryogenic water is driven by the cryogenic water pump, flows through the generator controller, DC-DC converter, the first generator cryogenic water module of the land radiator, the first generator cryogenic water module of the seawater heat exchanger, and then returns to the cryogenic water pump, forming a closed loop.

[0016] The transmission oil flows through the following channels: The transmission oil is driven by the transmission oil pump, flows through the integrated transmission box, the first transmission oil module of the land-based radiator, and the second transmission oil module of the seawater heat exchanger, and then returns to the transmission oil pump, forming a closed loop.

[0017] The hydraulic oil flows through the following channels: the hydraulic oil is driven by the hydraulic oil pump, flows through the hydraulic oil tank, the first hydraulic oil module of the land-based radiator, the second hydraulic oil module of the seawater heat exchanger, and then returns to the hydraulic oil pump, forming a closed loop.

[0018] The seawater flows through the following channels: the seawater is driven by a seawater pump and splits into two paths from the pump outlet. One path passes through a seawater heat exchanger and is discharged into the seawater outside the vehicle, while the other path passes through a seawater intercooler and is discharged into the seawater outside the vehicle, forming a two-way open circulation.

[0019] In land-based operation, the air intake louvers and exhaust louvers are open, and the heat medium undergoes secondary heat exchange with the atmosphere through the land-based radiator. Each module of the seawater heat exchanger is a resistance element and does not participate in heat exchange.

[0020] In offshore operation, the air intake louvers and exhaust louvers are closed, and the heat medium undergoes secondary heat exchange with seawater through the seawater heat exchanger and seawater intercooler. The land-based radiator is a resistance element and does not participate in heat exchange.

[0021] The high-temperature water pump, generator, and low-temperature water pump share a common drive shaft and are mechanically driven by the engine; the seawater pump is mechanically driven by an integrated transmission box.

[0022] The cooling system also includes a cooling fan;

[0023] The cooling fan is driven by a hydraulic pump motor and can achieve stepless speed regulation according to the heat load.

[0024] The land-based radiator consists of a first generator low-temperature water module, a first transmission oil module, and a first hydraulic oil module placed side by side, and then stacked with a first engine high-temperature water module.

[0025] The land-based radiator has a plate-fin structure and is manufactured using an integrated welding process.

[0026] The cooling system includes an engine intercooler, which is internally divided into two chambers by a partition, namely the freshwater intercooler and the seawater intercooler.

[0027] The freshwater intercooler exchanges heat between the engine's high-temperature water and the pressurized air, while the seawater intercooler exchanges heat between seawater and the pressurized air.

[0028] The engine intercooler has a plate-fin structure and is manufactured using an integrated brazing process.

[0029] The seawater heat exchanger consists of a first generator low-temperature water module, a second transmission oil module, and a second hydraulic oil module placed side by side, and then stacked vertically with a second engine high-temperature water module, with the second engine high-temperature water module located at the bottom.

[0030] A drain port is provided at the bottom of the high-temperature water module of the second engine;

[0031] The seawater heat exchanger has a plate-fin structure and is manufactured using an integrated brazing process.

[0032] In the cooling system, an integrated emergency valve filter is installed at the seawater inlet pipe section on the seawater side to filter impurities in the seawater, effectively preventing silt from entering the pipes and components. In the event of a leak at the pipe seal, the valve can be closed to cut off the seawater from entering the cabin, thus providing an emergency seawater shut-off function.

[0033] In the cooling system, an inducer wheel is installed at the front end of the seawater pump impeller, and a guide shield is installed at the water inlet to reduce the impact of air masses generated by the vehicle body hitting the water when the vehicle is traveling at high speed on the water intake of the seawater pump and to avoid air binding phenomenon in the seawater pump.

[0034] During the operation of the cooling system, the following judgment formula is followed. When the following formula is true, it is determined that there is too much dirt accumulation in the seawater side channel inside the seawater heat exchanger or seawater intercooler, and the seawater side fins need to be cleaned and maintained.

[0035]

[0036] in:

[0037] λ is the thermal conductivity of the seawater-side fluid in the heat exchanger under fouling-free conditions, W / (m·℃);

[0038] G represents the mass flow rate of the seawater-side fluid in the heat exchanger under fouling-free conditions, in kg / s.

[0039] C p The specific heat of the seawater-side fluid in the heat exchanger under fouling-free conditions, J / (kg·℃);

[0040] μ represents the hydrodynamic viscosity of the seawater side of the heat exchanger under fouling-free conditions, and P represents the viscosity of the seawater side of the heat exchanger. a ·s;

[0041] d represents the height of the inner side of the seawater-side fins of the heat exchanger in a foul-free state, in meters.

[0042] A represents the heat dissipation area of ​​the inner surface of the seawater-side fin, in meters. 2 ;

[0043] t H1 t H2 Here, K represents the inlet and outlet temperatures of the hot-side medium.

[0044] t L1 t L2 The inlet and outlet temperatures on the seawater side, in K;

[0045] Q is the water flow rate of the seawater pump, in meters. 3 / h;

[0046] P i P represents the inlet pressure on the seawater side.a ;

[0047] P o P represents the outlet pressure on the seawater side. a ;

[0048] η p For seawater pump efficiency;

[0049] η s For the efficiency of the seawater pump mechanical drive system;

[0050] α and β are the coefficients of the regression equation between the power consumption of the seawater pump and the heat dissipation of the system over the entire life cycle. They were obtained by fitting a large number of experimental values ​​and the correctness of the formula was judged by sampling inspection.

[0051] ε0 is the limiting fouling thermal resistance coefficient on the seawater side of the heat exchanger, which can be obtained by referring to the appendix of GB / T 151-2014 "Heat Exchangers".

[0052] Preferably, the high-temperature ring of the engine and the low-temperature ring of the generator are integrated into an expansion tank for balancing the water-side pressure of the system and for system exhaust and water replenishment.

[0053] Preferably, drain ports are provided at the bottom of both the seawater heat exchanger and the engine intercooler to periodically remove the dirt deposited in the heat exchanger.

[0054] (III) Beneficial Effects

[0055] Compared with the prior art, the present invention has the following beneficial effects:

[0056] (1) The cooling system for amphibious armored vehicles provided by the present invention can solve the heat dissipation requirements of power transmission devices with multiple heat sources and multiple temperature targets, and provide strong technical support for new technologies such as high power density engines and new integrated transmissions.

[0057] (2) The cooling system for amphibious armored vehicles provided by the present invention has a plate-fin structure for its land-based radiator and seawater heat exchanger. It is made of multiple modules welded together, which is compact, has high heat exchange efficiency, and improves heat dissipation performance by 10% compared with a single structure.

[0058] (3) The cooling system for amphibious armored vehicles provided by the present invention has an engine intercooler with a seawater cavity, which can directly exchange heat through seawater. It can make full use of the characteristics of low specific heat and low temperature of seawater, effectively reduce the intake temperature of the pressurized air, provide a suitable intake temperature for the engine, and effectively solve the heat dissipation requirements of high power in marine working conditions.

[0059] (4) The cooling system for amphibious armored vehicles provided by the present invention uses titanium alloy for the seawater heat exchanger and engine intercooler, which can effectively prevent seawater corrosion.

[0060] (5) The cooling system for amphibious armored vehicles provided by this invention uses mechanical drives for the engine high-temperature water pump, generator low-temperature water pump, and seawater pump, which are more efficient and reliable than electric or hydraulic drives. Additionally, an integrated emergency valve filter is installed in the water inlet pipe section to effectively ensure safety during maritime navigation.

[0061] (6) The cooling system for amphibious armored vehicles provided by the present invention has sensors installed near the heat exchanger and engine intercooler. According to the fouling evaluation standard of the heat exchanger, the fouling blockage status of the heat exchanger can be monitored in real time, which facilitates maintenance and prevents overheating caused by blockage of the heat exchanger channel. Attached Figure Description

[0062] Figure 1 This is a schematic diagram illustrating the working principle of the cooling system for amphibious armored vehicles according to the present invention.

[0063] Figure 2 This is a schematic diagram of the integrated emergency valve filter in the technical solution of the present invention. Detailed Implementation

[0064] To make the objectives, contents, and advantages of the present invention clearer, the specific embodiments of the present invention will be described in further detail below with reference to the accompanying drawings and examples.

[0065] To solve the above-mentioned technical problems, the present invention provides a cooling system for amphibious armored vehicles, characterized in that the cooling system is used to cool and dissipate heat from amphibious armored vehicles equipped with high-power-density engines, generators, and integrated transmission boxes;

[0066] In onshore operation, the primary heat exchange components of the cooling system include: engine cylinder liners, freshwater coolers, generator controllers, DC-DC converters, integrated transmission oil tanks, and hydraulic oil tanks.

[0067] In marine operations, the primary heat exchange components of the cooling system include: engine cylinder liners, freshwater intercoolers, seawater intercoolers, generator controllers, DC-DC converters, and integrated transmission oil tanks.

[0068] The cooling system also includes: an engine thermostat, a high-temperature water pump, a land-based radiator, a seawater heat exchanger, a low-temperature water pump, a generator, a transmission oil pump, a combined transmission box, a hydraulic oil pump, a seawater pump, an intake louver, and an exhaust louver.

[0069] The land-based radiator includes: a first engine high-temperature water module, a first generator low-temperature water module, a first transmission oil module, and a first hydraulic oil module;

[0070] The seawater heat exchanger includes: a second engine high-temperature water module, a first generator low-temperature water module, a second transmission oil module, and a second hydraulic oil module;

[0071] The flow path of the high-temperature water is as follows: When the engine thermostat is fully closed, the high-temperature water is driven by the high-temperature water pump, flows through the engine cylinder liner and returns to the high-temperature water pump, forming a closed loop; when the engine thermostat is fully open, the high-temperature water is driven by the high-temperature water pump, flows through the engine cylinder liner, freshwater cooler, the first engine high-temperature water module of the land-based radiator, and the second engine high-temperature water module of the seawater heat exchanger, and returns to the high-temperature water pump, forming a closed loop.

[0072] The flow path of the cryogenic water is as follows: The cryogenic water is driven by the cryogenic water pump, flows through the generator controller, DC-DC converter, the first generator cryogenic water module of the land radiator, the first generator cryogenic water module of the seawater heat exchanger, and then returns to the cryogenic water pump, forming a closed loop.

[0073] The transmission oil flows through the following channels: The transmission oil is driven by the transmission oil pump, flows through the integrated transmission box, the first transmission oil module of the land-based radiator, and the second transmission oil module of the seawater heat exchanger, and then returns to the transmission oil pump, forming a closed loop.

[0074] The hydraulic oil flows through the following channels: the hydraulic oil is driven by the hydraulic oil pump, flows through the hydraulic oil tank, the first hydraulic oil module of the land-based radiator, the second hydraulic oil module of the seawater heat exchanger, and then returns to the hydraulic oil pump, forming a closed loop.

[0075] The seawater flows through the following channels: the seawater is driven by a seawater pump and splits into two paths from the pump outlet. One path passes through a seawater heat exchanger and is discharged into the seawater outside the vehicle, while the other path passes through a seawater intercooler and is discharged into the seawater outside the vehicle, forming a two-way open circulation.

[0076] In land-based operation, the air intake louvers and exhaust louvers are open, and the heat medium undergoes secondary heat exchange with the atmosphere through the land-based radiator. Each module of the seawater heat exchanger is a resistance element and does not participate in heat exchange.

[0077] In offshore operation, the air intake louvers and exhaust louvers are closed, and the heat medium undergoes secondary heat exchange with seawater through the seawater heat exchanger and seawater intercooler. The land-based radiator is a resistance element and does not participate in heat exchange.

[0078] The high-temperature water pump, generator, and low-temperature water pump share a common drive shaft and are mechanically driven by the engine; the seawater pump is mechanically driven by an integrated transmission box.

[0079] The cooling system also includes a cooling fan;

[0080] The cooling fan is driven by a hydraulic pump motor and can achieve stepless speed regulation according to the heat load.

[0081] The land-based radiator consists of a first generator low-temperature water module, a first transmission oil module, and a first hydraulic oil module placed side by side, and then stacked with a first engine high-temperature water module.

[0082] The land-based radiator has a plate-fin structure and is manufactured using an integrated welding process.

[0083] The cooling system includes an engine intercooler, which is internally divided into two chambers by a partition, namely the freshwater intercooler and the seawater intercooler.

[0084] The freshwater intercooler exchanges heat between the engine's high-temperature water and the pressurized air, while the seawater intercooler exchanges heat between seawater and the pressurized air.

[0085] The engine intercooler has a plate-fin structure and is manufactured using an integrated brazing process.

[0086] The seawater heat exchanger consists of a first generator low-temperature water module, a second transmission oil module, and a second hydraulic oil module placed side by side, and then stacked vertically with a second engine high-temperature water module, with the second engine high-temperature water module located at the bottom.

[0087] A drain port is provided at the bottom of the high-temperature water module of the second engine;

[0088] The seawater heat exchanger has a plate-fin structure and is manufactured using an integrated brazing process.

[0089] In the cooling system, an integrated emergency valve filter is installed at the seawater inlet pipe section on the seawater side to filter impurities in the seawater, effectively preventing silt from entering the pipes and components. In the event of a leak at the pipe seal, the valve can be closed to cut off the seawater from entering the cabin, thus providing an emergency seawater shut-off function.

[0090] In the cooling system, an inducer wheel is installed at the front end of the seawater pump impeller, and a guide shield is installed at the water inlet to reduce the impact of air masses generated by the vehicle body hitting the water when the vehicle is traveling at high speed on the water intake of the seawater pump and to avoid air binding phenomenon in the seawater pump.

[0091] During the operation of the cooling system, the following judgment formula is followed. When the following formula is true, it is determined that there is too much dirt accumulation in the seawater side channel inside the seawater heat exchanger or seawater intercooler, and the seawater side fins need to be cleaned and maintained.

[0092]

[0093] in:

[0094] λ is the thermal conductivity of the seawater-side fluid in the heat exchanger under fouling-free conditions, W / (m·℃);

[0095] G represents the mass flow rate of the seawater-side fluid in the heat exchanger under fouling-free conditions, in kg / s.

[0096] C p The specific heat of the seawater-side fluid in the heat exchanger under fouling-free conditions, J / (kg·℃);

[0097] μ represents the hydrodynamic viscosity of the seawater side of the heat exchanger under fouling-free conditions, and P represents the viscosity of the seawater side of the heat exchanger. a ·s;

[0098] d represents the height of the inner side of the seawater-side fins of the heat exchanger in a foul-free state, in meters.

[0099] A represents the heat dissipation area of ​​the inner surface of the seawater-side fin, in meters. 2 ;

[0100] t H1 t H2 Here, K represents the inlet and outlet temperatures of the hot-side medium.

[0101] t L1 t L2 The inlet and outlet temperatures on the seawater side, in K;

[0102] Q is the water flow rate of the seawater pump, in meters. 3 / h;

[0103] P i P represents the inlet pressure on the seawater side. a ;

[0104] P o P represents the outlet pressure on the seawater side. a ;

[0105] η p For seawater pump efficiency;

[0106] η s For the efficiency of the seawater pump mechanical drive system;

[0107] α and β are the coefficients of the regression equation between the power consumption of the seawater pump and the heat dissipation of the system over the entire life cycle. They were obtained by fitting a large number of experimental values ​​and the correctness of the formula was judged by sampling inspection.

[0108] ε0 is the limiting fouling thermal resistance coefficient on the seawater side of the heat exchanger, which can be obtained by referring to the appendix of GB / T 151-2014 "Heat Exchangers".

[0109] Preferably, the high-temperature ring of the engine and the low-temperature ring of the generator are integrated into an expansion tank for balancing the water-side pressure of the system and for system exhaust and water replenishment.

[0110] Preferably, drain ports are provided at the bottom of both the seawater heat exchanger and the engine intercooler to periodically remove the dirt deposited in the heat exchanger.

[0111] Example 1

[0112] This embodiment provides a cooling system for amphibious armored vehicles to solve the cooling problem of amphibious vehicles equipped with high-power-density engines and advanced transmission and electronic equipment. In land operation, the primary heat exchange components of the cooling system include an engine cylinder liner 3, a freshwater intercooler 4-1, a generator controller 5, a DC-DC converter 6, a combined transmission oil tank 7, and a fan hydraulic pump oil tank 8. In sea operation, the heat exchange components include an engine cylinder liner 3, a freshwater intercooler 4-1, a seawater intercooler 4-2, a generator controller 5, a DC-DC converter 6, and a combined transmission oil tank 7.

[0113] When the engine thermostat 18 is fully closed, high-temperature water is driven by the engine high-temperature water pump 11, flows through the engine cylinder liner 3, and returns to the engine high-temperature water pump 11, forming a closed loop. When the engine thermostat 18 is fully open, high-temperature water is driven by the engine high-temperature water pump 11, flows through the engine cylinder liner 3, freshwater cooler 4-1, land-based radiator (engine high-temperature water module) 9-4, and seawater heat exchanger (engine high-temperature water module) 10-2, and returns to the engine high-temperature water pump 11, forming a closed loop. Low-temperature water is driven by the low-temperature water pump 12, flows through the generator controller 5, DC-DC converter 6, land-based radiator (generator low-temperature water module) 9-1, and seawater heat exchanger (generator low-temperature water module) 10-3, and returns to the low-temperature water pump 12, forming a closed loop. Transmission oil is driven by the oil pump 14, flows through the integrated transmission box 7, land-based radiator (transmission oil module) 9-2, and seawater heat exchanger (integrated transmission oil module) 10-1, and returns to the oil pump 14, forming a closed loop. Hydraulic oil is driven by oil pump 15, flowing through hydraulic oil tank 8, land-based radiator (hydraulic oil module) 9-3, and seawater heat exchanger (hydraulic oil module) 10-4 before returning to oil pump 15. Seawater is driven by seawater pump 13, and the outlet of seawater pump 13 is divided into two paths: one path passes through seawater heat exchanger 10 before being discharged into seawater, and the other path passes through seawater intercooler 4 before being discharged into seawater, forming a two-path open circulation. In land-based operation, the air intake louvers 1 and exhaust louvers 2 are open, and the heat medium undergoes secondary heat exchange with the atmosphere through land-based radiator 9. Seawater heat exchanger 10 is a resistance element and does not participate in heat exchange. In marine operation, the air intake louvers 1 and exhaust louvers 2 are closed, and the heat medium undergoes secondary heat exchange with seawater through seawater heat exchanger 10 and seawater intercooler 4 respectively. Land-based radiator 9 is a resistance element and does not participate in heat exchange.

[0114] Among them, the engine high-temperature water pump 11 and the generator and controller low-temperature water pump 12 share a drive shaft integrated design and are directly driven by the engine.

[0115] The cooling fan 16 is driven by a hydraulic pump motor and can achieve stepless speed regulation according to the heat load. The cooling fan 16 performs high, medium, and low speed control based on the engine outlet water temperature, generator controller inlet water temperature, hydraulic oil tank inlet oil temperature, and integrated transmission oil tank inlet oil temperature. The cooling fan 16 has manual forced high speed and stop control functions.

[0116] The land-based radiator 9 consists of a generator low-temperature water module 9-1, a comprehensive transmission oil module 9-2, and a hydraulic oil module 9-3 arranged side-by-side, which are then stacked with the engine high-temperature water module 9-4. The land-based radiator has a plate-fin structure and is constructed using an integrated welded frame.

[0117] The engine intercooler 4 is internally divided into two chambers by a partition: a freshwater intercooler 4-1 and a seawater intercooler 4-2, for use in both onshore and offshore applications. The freshwater intercooler 4-1 exchanges heat between high-temperature water and pressurized air, while the seawater intercooler 4-2 exchanges heat between seawater and pressurized air. The engine intercooler 4 has a plate-fin structure and is made of titanium alloy resistant to seawater corrosion.

[0118] The seawater heat exchanger 10 is composed of a generator low-temperature water module 10-2, a comprehensive transmission oil module 10-3, and a hydraulic oil module 10-4 arranged side by side, and then stacked on top of the engine high-temperature water module 10-1. The seawater heat exchanger 10 has a plate-fin structure and is made of titanium alloy that is resistant to seawater corrosion.

[0119] The engine high-temperature loop and the generator low-temperature loop are integrated into an expansion tank 17, which is used to balance the water-side pressure of the system and the system exhaust and water replenishment.

[0120] Preferably, both the bottom of the seawater heat exchanger 9 and the bottom of the intercooler 4 are equipped with a drain device to periodically remove the dirt deposited in the heat exchanger.

[0121] Preferably, the inlet pipe section at the front end of the seawater pump 14 is equipped with an integrated emergency valve filter 19, which can effectively prevent mud and sand from entering the pipe and components. Once a leak occurs at the pipe seal, the valve can be closed to stop the continuous entry of seawater into the cabin and prevent a safety accident.

[0122] Preferably, the impeller of the seawater pump 14 is equipped with an inducer wheel at the front end and a guide shroud 20 is installed at the water inlet. This can effectively reduce the impact of air masses generated by the vehicle body hitting the water when the vehicle is traveling at high speed on the water intake of the seawater pump 14 and prevent the seawater pump 14 from experiencing air binding.

[0123] A first pressure sensor 22 and a flow meter 21 are installed on the connecting pipe between the seawater pump 13 and the integrated emergency valve filter 19. A second pressure sensor 23 is installed on the connecting pipe at the outlet of the seawater pump 13. The flow meter 21, the first pressure sensor 22, and the second pressure sensor 23 are used to detect the flow rate, inlet pressure, and outlet pressure of the seawater pump 13, respectively. A temperature sensor 24 is installed on the pipe between the seawater heat exchanger (high-temperature water module) 10-2 and the land-based radiator (high-temperature water module) 9-4; a temperature sensor 25 is installed on the pipe between the seawater heat exchanger (high-temperature water module) 10-2 and the engine high-temperature water pump 11; a temperature sensor 26 is installed on the pipe between the seawater heat exchanger (high-temperature water module) 10-2 and the seawater pump 13; and a temperature sensor 27 is installed on the pipe between the seawater heat exchanger (high-temperature water module) 10-2 and the vehicle body drain outlet. Temperature sensors 24 and 25 are used to detect the temperature of the inlet and outlet water on the high-temperature side of the seawater heat exchanger (high-temperature water module) 10-2, while temperature sensors 26 and 27 are used to detect the temperature of the inlet and outlet water on the seawater side of the seawater heat exchanger (high-temperature water module) 10-2. The control and data acquisition unit 18 monitors and records the data from each sensor.

[0124] As a preferred embodiment, this invention has determined a new fouling evaluation and judgment formula for heat exchangers through extensive research, and automatically calculates whether the heat exchanger needs maintenance by using data collected from the control and data acquisition power supply.

[0125] Heat exchanger fouling cleaning judgment formula:

[0126]

[0127] in:

[0128] λ is the thermal conductivity of the seawater-side fluid in the seawater heat exchanger under fouling-free conditions, W / (m·℃), obtained from a table;

[0129] G represents the mass flow rate of the seawater-side fluid in the seawater heat exchanger under fouling-free conditions, in kg / s.

[0130] C p The specific heat of the seawater-side fluid in the seawater heat exchanger under fouling-free conditions is given in J / (kg·℃), obtained from a table.

[0131] μ represents the hydrodynamic viscosity of the seawater side of the seawater heat exchanger under fouling-free conditions, and P represents the viscosity of the seawater side of the seawater heat exchanger. a ·s, obtained by looking up a table;

[0132] d represents the inner height of the seawater side fins of the seawater heat exchanger in a non-fouling state, in meters, and the fin specifications.

[0133] A represents the heat dissipation area of ​​the inner surface of the seawater-side fin, in meters. 2 This is obtained through geometric calculations of the heat exchanger.

[0134] t H1 t H2 The inlet and outlet temperatures of the hot-side medium, in K, are measured by thermometers 24 and 25.

[0135] t L1 t L2 The seawater inlet and outlet temperatures, in K, are measured by thermometers 26 and 27.

[0136] Q is the water flow rate of the seawater pump, in meters. 3 / h, measured by flow meter 21;

[0137] P i P represents the inlet pressure on the seawater side. a The pressure is measured by pressure sensor 22;

[0138] P o P represents the outlet pressure on the seawater side. a The pressure is measured by pressure sensor 23;

[0139] η p The efficiency of the seawater pump is determined by pump performance testing.

[0140] η s The efficiency of the seawater pump's mechanical drive system is determined by a mechanical drive system performance test.

[0141] α and β are the coefficients of the regression equations between the power consumption of the seawater pump and the heat dissipation of the system under different operating conditions throughout the entire life cycle, which were obtained by fitting a large number of experimental values.

[0142] ε0 is the limiting fouling thermal resistance coefficient on the seawater side of the heat exchanger, which can be obtained by referring to the appendix of GB / T 151-2014 "Heat Exchangers".

[0143] The above-mentioned judgment formula was obtained through a large number of experiments and research. Using the above judgment formula, it is possible to automatically determine whether the heat exchanger needs to be cleaned, thus improving the intelligence of maintenance.

[0144] In summary, this invention belongs to the field of amphibious armored vehicle technology, specifically relating to a cooling system for amphibious armored vehicles. When the vehicle is on land, the intake and exhaust louvers are open, relying on the atmosphere to cool the heat source components, with the hot and cold media exchanging heat through a land-based radiator. When the vehicle is at sea, the intake and exhaust louvers are closed, relying on seawater to cool the heat source components, with the hot and cold media exchanging heat through a seawater heat exchanger and a seawater intercooler. The land-based radiator, seawater heat exchanger, and engine intercooler are all integrated, effectively utilizing the vehicle's interior space. This cooling system can meet the cooling needs of amphibious vehicles equipped with high-power-density engines under multiple operating conditions, with multiple heat sources and multiple temperature targets, exhibiting high heat exchange efficiency. The cooling system also features real-time monitoring of heat exchanger fouling and an emergency seawater shut-off function.

[0145] The above description is only a preferred embodiment of the present invention. It should be noted that for those skilled in the art, several improvements and modifications can be made without departing from the technical principles of the present invention, and these improvements and modifications should also be considered within the scope of protection of the present invention.

Claims

1. A cooling system for amphibious armored vehicles, characterized in that, The cooling system is used to cool and dissipate heat from amphibious armored vehicles equipped with high-power-density engines, generators, and integrated transmission boxes. In onshore operation, the primary heat exchange components of the cooling system include: engine cylinder liners, freshwater coolers, generator controllers, DC-DC converters, integrated transmission oil tanks, and hydraulic oil tanks. In marine conditions, the primary heat exchange components of the cooling system include: engine cylinder liners, freshwater intercoolers, seawater intercoolers, generator controllers, DC-DC converters, and integrated transmission oil tanks. The cooling system also includes: an engine thermostat, a high-temperature water pump, a land-based radiator, a seawater heat exchanger, a low-temperature water pump, a generator, a transmission oil pump, a combined transmission box, a hydraulic oil pump, a seawater pump, an intake louver, and an exhaust louver. The land-based radiator includes: a first engine high-temperature water module, a first generator low-temperature water module, a first transmission oil module, and a first hydraulic oil module; The seawater heat exchanger includes: a second engine high-temperature water module, a first generator low-temperature water module, a second transmission oil module, and a second hydraulic oil module; The flow path of the high-temperature water is as follows: When the engine thermostat is fully closed, the high-temperature water is driven by the high-temperature water pump, flows through the engine cylinder liner and returns to the high-temperature water pump, forming a closed loop; when the engine thermostat is fully open, the high-temperature water is driven by the high-temperature water pump, flows through the engine cylinder liner, freshwater cooler, the first engine high-temperature water module of the land-based radiator, and the second engine high-temperature water module of the seawater heat exchanger, and returns to the high-temperature water pump, forming a closed loop. The flow path of the cryogenic water is as follows: The cryogenic water is driven by the cryogenic water pump, flows through the generator controller, DC-DC converter, the first generator cryogenic water module of the land radiator, the first generator cryogenic water module of the seawater heat exchanger, and then returns to the cryogenic water pump, forming a closed loop. The transmission oil flows through the following channels: The transmission oil is driven by the transmission oil pump, flows through the integrated transmission box, the first transmission oil module of the land-based radiator, and the second transmission oil module of the seawater heat exchanger, and then returns to the transmission oil pump, forming a closed loop. The hydraulic oil flows through the following channels: the hydraulic oil is driven by the hydraulic oil pump, flows through the hydraulic oil tank, the first hydraulic oil module of the land-based radiator, the second hydraulic oil module of the seawater heat exchanger, and then returns to the hydraulic oil pump, forming a closed loop. The seawater flows through the following channels: the seawater is driven by a seawater pump and splits into two paths from the pump outlet. One path passes through a seawater heat exchanger and is discharged into the seawater outside the vehicle, while the other path passes through a seawater intercooler and is discharged into the seawater outside the vehicle, forming a two-way open circulation. In land-based operation, the air intake louvers and exhaust louvers are open, and the heat medium undergoes secondary heat exchange with the atmosphere through the land-based radiator. Each module of the seawater heat exchanger is a resistance element and does not participate in heat exchange. In offshore operation, the air intake louvers and exhaust louvers are closed, and the heat medium undergoes secondary heat exchange with seawater through the seawater heat exchanger and seawater intercooler. The land-based radiator is a resistance element and does not participate in heat exchange.

2. The cooling system for amphibious armored vehicles as described in claim 1, characterized in that, The high-temperature water pump, generator, and low-temperature water pump share a common drive shaft and are mechanically driven by the engine; the seawater pump is mechanically driven by an integrated transmission box.

3. The cooling system for amphibious armored vehicles as described in claim 1, characterized in that, The cooling system also includes a cooling fan; The cooling fan is driven by a hydraulic pump motor and can achieve stepless speed regulation according to the heat load.

4. The cooling system for amphibious armored vehicles as described in claim 1, characterized in that, The land-based radiator consists of a first generator low-temperature water module, a first transmission oil module, and a first hydraulic oil module placed side by side, and then stacked with a first engine high-temperature water module. The land-based radiator has a plate-fin structure and is manufactured using an integrated welding process.

5. The cooling system for amphibious armored vehicles as claimed in claim 1, characterized in that, The cooling system includes an engine intercooler, which is internally divided into two chambers by a partition, namely the freshwater intercooler and the seawater intercooler. The freshwater intercooler exchanges heat between the engine's high-temperature water and the pressurized air, while the seawater intercooler exchanges heat between seawater and the pressurized air. The engine intercooler has a plate-fin structure and is manufactured using an integrated brazing process.

6. The cooling system for amphibious armored vehicles as claimed in claim 1, characterized in that, The seawater heat exchanger consists of a first generator low-temperature water module, a second transmission oil module, and a second hydraulic oil module placed side by side, and then stacked vertically with a second engine high-temperature water module, with the second engine high-temperature water module located at the bottom. A drain port is provided at the bottom of the high-temperature water module of the second engine; The seawater heat exchanger has a plate-fin structure and is manufactured using an integrated brazing process.

7. The cooling system for amphibious armored vehicles as claimed in claim 1, characterized in that, In the cooling system, an integrated emergency valve filter is installed at the seawater inlet pipe section to filter impurities in the seawater and to cut off the seawater supply in an emergency.

8. The cooling system for amphibious armored vehicles as claimed in claim 1, characterized in that, In the cooling system, an inducer wheel is installed at the front end of the seawater pump impeller, and a guide shield is installed at the water inlet to reduce the impact of air masses generated by the vehicle body hitting the water when the vehicle is traveling at high speed on the water intake of the seawater pump and to avoid air binding phenomenon in the seawater pump.

9. The cooling system for amphibious armored vehicles as claimed in claim 1, characterized in that, During the operation of the cooling system, the following judgment formula is followed. When the formula is true, it is determined that there is excessive dirt accumulation in the seawater side channels of the seawater heat exchanger or seawater intercooler, and the seawater side fins need to be cleaned and maintained. in: The thermal conductivity of the seawater-side fluid in the heat exchanger under fouling-free conditions. This represents the seawater-side fluid mass flow rate of the heat exchanger under fouling-free conditions. ; The specific heat of the seawater-side fluid in the heat exchanger under fouling-free conditions. ; The fluid dynamic viscosity of the seawater side of the heat exchanger under fouling-free conditions. ; The height of the inner side of the seawater-side fins of the heat exchanger under fouling-free conditions. ; This refers to the heat dissipation area of ​​the inner surface of the seawater-side fins. ; , The inlet and outlet temperatures of the hot-side medium. ; , The inlet and outlet temperatures on the seawater side. ; This refers to the water flow rate of the seawater pump. ; This represents the inlet pressure value on the seawater side. ; This represents the outlet pressure value on the seawater side. ; For seawater pump efficiency; For the efficiency of the seawater pump mechanical drive system; , The coefficients of the regression equation for the power consumption of the seawater pump and the heat dissipation of the system over the entire life cycle are: This is the limiting fouling thermal resistance coefficient on the seawater side of the heat exchanger.

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