An integrated tunnel arm counterweight cooling system and cooling method

Abstract

The application discloses an integrated tunnel arm counterweight cooling system and a cooling method, and relates to the technical field of tunnel arm optimization and improvement. The application is configured with an electronic control unit electrically connected with a first temperature sensor, a second temperature sensor, an engine load signal communication module and an electrically-controlled three-way valve. The electronic control unit is configured to perform the following control: based on the engine load signal, the engine coolant temperature and the diesel temperature, the basic cooling demand index and the diesel heat capacity availability are calculated, and the opening degree control instruction of the electrically-controlled three-way regulating valve is output according to the rule determined by the basic cooling demand index, the diesel heat capacity availability and the engine coolant temperature. The problem that the heat dissipation capacity of the system has an upper limit under the strict structure that only relies on the heat dissipation of the cooling water tank in the counterweight tank, and the coolant temperature continuously rises under the condition of continuous high load of the engine is solved.

Description

Technical Field

[0001] This invention relates to the field of tunnel arm optimization and improvement technology, specifically, to an integrated tunnel arm counterweight cooling system. Background Technology

[0002] The counterweight box of construction machinery such as excavators not only balances the weight of the machine, but its internal space is also often used to integrate auxiliary systems. Existing technologies have solutions that integrate radiators, hydraulic oil coolers, and other components within the counterweight box to optimize the overall machine layout and cooling airflow. Further improvements have led to solutions that integrate the counterweight box into a single cooling system, such as simultaneously housing a coolant tank and a diesel fuel tank, and using pipes flowing through the coolant tank to water-cool the engine's high-temperature coolant. This design saves space and can potentially utilize the counterweight box's large surface area for heat dissipation.

[0003] However, these existing integrated cooling solutions still have significant shortcomings. First, the cooling capacity of the system is usually passively or simply controlled by switching, mainly relying on thermostats or temperature-controlled fans. When the engine faces harsh conditions such as sudden load increases or high-temperature environments, the fixed heat dissipation capacity may lead to excessively high coolant temperatures, affecting engine performance and reliability; while at low temperatures or low loads, it may cause overcooling, increasing fan energy consumption and resulting in lower engine operating temperatures, reduced combustion efficiency, and worsened emissions. Second, these solutions typically treat engine cooling and fuel management as two independent systems. Diesel temperature, especially its critical impact on flowability and atomization in cold environments, is not coordinated with the engine's thermal management system. Although the diesel tank is also located within the counterweight box, its temperature changes are not actively utilized or managed, and the system's energy utilization efficiency needs improvement.

[0004] A more prominent issue is that, under the strict architecture of relying solely on the cooling water tank within the counterweight box for heat dissipation, the system's heat dissipation capacity has an upper limit. Under continuous high-load conditions, the enormous waste heat generated by the engine can cause the coolant temperature to rise continuously. Traditional solutions lack effective active control methods to optimize the allocation of limited heat dissipation resources, and cannot utilize other heat-capacity components within the system to buffer heat fluctuations. Existing control methods mostly focus on single-point coolant temperature, lacking the ability to coordinate and dynamically control the engine's real-time thermal load, diesel thermal state, and the overall system heat capacity, resulting in room for improvement in energy efficiency, thermal safety, and environmental adaptability. Summary of the Invention

[0005] The purpose of this invention is to provide an integrated tunnel arm counterweight cooling system and cooling method to solve the problems mentioned in the background art.

[0006] To solve the above problems, the present invention employs the following technical means: An integrated tunnel arm counterweight cooling system includes an integrated box, which has a first auxiliary cavity and a second auxiliary cavity inside, and also has a first functional cavity and a second functional cavity. The integrated box is equipped with the tail of the tunnel arm, and several counterweights are distributed on the side of the integrated box opposite to the tunnel arm. The first functional cavity and the second functional cavity are horizontally disposed on the same plane, and the first auxiliary cavity and the second auxiliary cavity are respectively disposed below the first functional cavity and the second functional cavity. The first auxiliary cavity and the second auxiliary cavity are symmetrically arranged about the vertical midplane of the integrated box. The first functional chamber is a cooling water tank with a cooling pipe inside. The inlet end of the cooling pipe extends out of the first functional chamber and connects to the outlet side of the engine coolant. The outlet end of the cooling pipe extends out of the first functional chamber and connects to the inlet side of the engine coolant. The side wall of the first functional chamber is connected to an inlet pipe and an outlet pipe. The second functional chamber is a diesel tank, used to supply fuel to the engine; A heat exchange box is constructed between the first functional cavity and the second functional cavity. The first flow channel of the heat exchange box is connected to the second functional cavity. The liquid outlet of the first flow channel is connected to the oil inlet of the engine through an oil supply pipe. The second flow channel of the heat exchange box is connected to the cooling pipe through an electronically controlled three-way valve. The liquid outlet of the second flow channel is connected to the inflow side of the engine coolant through a liquid supply pipe. A first temperature sensor is installed inside the cooling pipe, and a second temperature sensor for detecting the diesel temperature is installed inside the first flow channel.

[0007] Preferably, the integrated box includes a first U-shaped plate and a second U-shaped plate with the opening facing downwards. The second U-shaped plate is sleeved around the first U-shaped plate. The ends of the first U-shaped plate and the second U-shaped plate are connected by a horizontal support plate. A horizontal partition is installed inside the second U-shaped plate. The space below the horizontal partition serves as the first auxiliary cavity and the second auxiliary cavity, respectively. A first front baffle, a first rear baffle, a second front baffle, and a second rear baffle are respectively installed on the other two sides of the first functional cavity and the second functional cavity. A counterweight plate is installed on the side of the first U-shaped plate and the second U-shaped plate away from the tunnel arm. The counterweight is detachably installed on the counterweight plate.

[0008] Furthermore, an installation gap is formed between the top surface of the first U-shaped plate and the horizontal partition. First support plates are respectively installed on both sides of the top surface of the first U-shaped plate within the installation gap. The lower part of the horizontal partition is divided into a first auxiliary cavity, a support cavity, and a second auxiliary cavity by the first support plates. A bracket for connecting with the tunnel arm is installed on the outside of the first U-shaped plate and below the support cavity. The support cavity is constructed with a support structure that connects the top surface of the first U-shaped plate and the horizontal partition.

[0009] Furthermore, the support mechanism includes a support column and a second support plate; The support column is installed directly above the connection point between the bracket and the first U-shaped plate, and the second support plate is installed in the middle of the support cavity, extending away from the tunnel arm.

[0010] Furthermore, there are two sets of support columns, which are symmetrically arranged about the second support plate. The set of support columns located on one side of the second support plate has at least two columns, which are respectively located on the side of the support cavity closer to the tunnel arm and on the side farther from the tunnel arm.

[0011] Furthermore, a first reinforcing angle steel is installed at the corner where the horizontal support plate connects to the first U-shaped plate or the second U-shaped plate.

[0012] Furthermore, a second reinforcing angle steel is installed on the top sidewall of the first U-shaped plate. One end of the second reinforcing angle steel is connected to the sidewall of the first U-shaped plate, and the other end is connected to the bottom surface of the horizontal partition.

[0013] Furthermore, the counterweight plate has several through slots for mounting counterweight blocks. A positioning plate is installed on the inner wall of the counterweight plate at the position of the through slot. The plate body of the positioning plate extends into the through slot. The counterweight block and the positioning plate are detachably connected by bolts.

[0014] In this way, the entire integrated box is installed at the rear seat counterweight device of the carriage. The main counterweight function is achieved by installing counterweight blocks of varying numbers and weights. Furthermore, during the operation of the tunnel arm, if the counterweight state needs to be adjusted (i.e., when adding counterweight), there is no need to adjust the number and weight of the counterweight blocks; counterweights can be added directly into the first or second auxiliary cavity. Initial counterweighting can be achieved by combining counterweights and counterweight blocks placed in the first or second auxiliary cavity. This way, even if a subsequent reduction in counterweight is needed, it can be done by removing the counterweights from the first or second auxiliary cavity. After the counterweight blocks are installed onto the side wall of the integrated box using a detachable installation method, there is free space inside the integrated box for setting up the first and second functional cavities.

[0015] Furthermore, by configuring the first and second functional chambers as cooling water tanks for cooling engine coolant and configuring the second functional chamber as a diesel tank, the high-temperature coolant can be allowed to enter the heat exchange box by controlling the electronically controlled three-way valve on the cooling pipe. This preheats the diesel flowing through the heat exchange box, allowing it to enter the engine in its optimal state.

[0016] Regarding the cooling and preheating method, a cooling method based on the aforementioned integrated tunnel arm counterweight cooling system includes an electronic control unit electrically connected to the first temperature sensor, the second temperature sensor, the engine load signal communication module, and the electronically controlled three-way valve. This unit is configured to perform the following control: based on the engine load signal, engine coolant temperature, and diesel temperature, calculate the basic cooling demand index and diesel heat capacity availability; and according to a rule jointly determined by the basic cooling demand index, the diesel heat capacity availability, and the engine coolant temperature, output an opening control command for the electronically controlled three-way regulating valve.

[0017] Furthermore, the electronic control unit is configured to operate in such a way as to calculate the basic cooling demand index. CDI ( t ): ; Among them, among them, L ( t This represents the normalized real-time engine load rate. T c ( t ( ) represents the engine coolant temperature. T a ( t ( ) represents the ambient temperature. α , β , c These are the calibrated weighting coefficients; Calculate the diesel fuel thermal capacity availability (FCA(t)): ; Among them, among them, C f The specific heat capacity of diesel fuel. r f For diesel fuel density, V f This refers to the effective volume of the diesel tank. T f_opt The target temperature for diesel fuel. T f ( t ( ) represents the diesel fuel temperature. Q scale These are the normalization coefficients; in accordance with CDI ( t ), FCA ( t )and T c ( t The value of ) is used to determine the initial target opening degree of the electrically controlled three-way regulating valve by applying a predetermined set of rules. K target ( t ).

[0018] Furthermore, the predetermined rule set includes at least the following rules: when FCA ( t When )≤0, set K target ( t =0, so as to completely cut off the engine coolant flowing through the diesel heat exchanger.

[0019] Furthermore, the electronic control unit controls the initial target opening degree. K target ( t Make corrections to obtain the final execution opening. K ( t ): ; in, e ( t )= T c_set - T c ( t ), T c_set The target temperature for the coolant. K p , K i , Kd For control coefficients; And, when FCA ( t When )≤0, pause the integration term. K i ·∫ e ( t ) dt Integration operations.

[0020] Furthermore, the predetermined rule set also includes: when T c ( t ) within the normal temperature range and FCA ( t When )>0, according to the formula K target ( t )= CDI ( t )·(1- FCA ( t The initial target opening degree is dynamically set; Furthermore, the electronic control unit is also connected to a small circulation pump located in the diesel circuit and is configured to, when T c ( t Exceeding the high temperature threshold and FCA ( t When ) > 0, in improving K target ( t At the same time, start or accelerate the small circulation pump.

[0021] In this way, by establishing a collaborative model of diesel temperature, engine load, and cooling demand, bidirectional intelligent scheduling of thermal energy is achieved. Under low-temperature conditions, the system can prioritize the use of engine waste heat to raise diesel temperature, improve fuel atomization and combustion efficiency, and reduce cold start energy consumption and emissions. Under high-temperature or high-load conditions, the diesel can also serve as an additional heat buffer, assisting in the absorption and dissipation of heat. This achieves the recovery and utilization of waste heat and the dynamic allocation of heat dissipation resources, significantly improving the overall energy utilization efficiency of the entire machine.

[0022] By introducing diesel fuel as an auxiliary cooling medium, when encountering instantaneous high heat loads, a portion of the coolant's heat can be dynamically allocated to the diesel tank, preventing a rapid surge in coolant temperature and enhancing the system's thermal buffering capacity. Furthermore, based on a multivariable feedforward / feedback control strategy, the system can respond to load changes in advance and automatically adapt to complex environments such as extreme cold, high temperatures, and high altitudes. Without over-designing the radiator size, this effectively broadens the equipment's safe operating range and improves reliability under extreme conditions.

[0023] Furthermore, through adaptive control methods, and by calculating the availability of diesel heat capacity and the cooling demand index, precise and proactive adjustment of the three-way valve opening is achieved. This stabilizes the coolant temperature within a more optimal target range, reducing engine thermal stress fluctuations. Simultaneously, the introduction of diesel thermal buffering reduces reliance on continuous high-speed operation of the main cooling fan, especially under non-extreme operating conditions, effectively reducing fan energy consumption and achieving energy saving and noise reduction.

[0024] Moreover, when the model determines the availability of diesel heat capacity FCA When the temperature is ≤0, the coolant flow to the diesel heat exchanger is forcibly cut off, preventing continuous heating of the diesel fuel at its source. Utilizing the shared wall between the heat exchange box and the cooling water tank, the diesel fuel about to enter the engine and be heated in the heat exchange box indirectly transfers heat to the cooling medium in the cooling water tank through this wall, and finally dissipates through the outer surface of the counterweight box. This solves the diesel fuel overheating protection problem without adding an additional fan or radiator. Attached Figure Description

[0025] Figure 1 This is a schematic diagram of the structure of the present invention.

[0026] Figure 2 This is a schematic diagram of the structure from a first-view frontal perspective of the present invention.

[0027] Figure 3 This is a schematic diagram of the structure from a second perspective, front view, of the present invention.

[0028] Among them, 1-integrated box, 2-first auxiliary cavity, 3-second auxiliary cavity, 4-first functional cavity, 5-second functional cavity, 6-counterweight block, 7-first U-shaped plate, 8-second U-shaped plate, 9-horizontal support plate, 10-horizontal partition, 12-counterweight plate, 13-first support plate, 14-support cavity, 15-support column, 16-second support plate, 17-first reinforcing angle steel, 18-second reinforcing angle steel, 19-cooling pipe, 20-heat exchange box, 21-first flow channel, 22-oil delivery pipe, 23-electrically controlled three-way valve, 24-second flow channel, 25-liquid delivery pipe. Detailed Implementation

[0029] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. The components of the embodiments of the present invention described and shown in the accompanying drawings can generally be arranged and designed in various different configurations.

[0030] Therefore, the following detailed description of the embodiments of the invention provided in the accompanying drawings is not intended to limit the scope of the claimed invention, but merely to illustrate selected embodiments of the invention. All other embodiments obtained by those skilled in the art based on the embodiments of the invention without inventive effort are within the scope of protection of the invention.

[0031] It should be noted that, unless otherwise specified, the embodiments and features described in this invention can be combined with each other.

[0032] It should be noted that similar labels and letters in the following figures indicate similar items. Therefore, once an item is defined in one figure, it does not need to be further defined and explained in subsequent figures.

[0033] In the description of this invention, it should be noted that the terms "center," "upper," "lower," "left," "right," "vertical," "horizontal," "inner," and "outer," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, or the orientation or positional relationship commonly used when the product of this invention is in use, or the orientation or positional relationship commonly understood by those skilled in the art. They are only used for the convenience of describing this invention and simplifying 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, and therefore should not be construed as a limitation of this invention. In addition, the terms "first," "second," etc., are only used to distinguish descriptions and should not be construed as indicating or implying relative importance.

[0034] In the description of this invention, it should also be noted that, unless otherwise explicitly specified and limited, the terms "set," "install," "connect," and "link" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this invention based on the specific circumstances.

[0035] Please refer to Figure 1 and Figure 2 As shown, an integrated tunnel arm counterweight cooling system includes an integrated box 1, which has a first auxiliary cavity 2 and a second auxiliary cavity 3 inside, and is also provided with a first functional cavity 4 and a second functional cavity 5. The integrated box 1 is equipped with the tail of the tunnel arm, and several counterweights 6 are distributed on the side of the integrated box 1 opposite to the tunnel arm. The first functional cavity 4 and the second functional cavity 5 are horizontally arranged on the same plane. The first auxiliary cavity 2 and the second auxiliary cavity 3 are respectively arranged below the first functional cavity 4 and the second functional cavity 5. The first auxiliary cavity 2 and the second auxiliary cavity 3 are symmetrically arranged about the vertical midplane of the integrated box 1. The first functional cavity 4 is a cooling water tank, and a cooling pipe 19 is constructed inside it. The inlet end of the cooling pipe 19 extends out of the first functional cavity 4 and connects to the outlet side of the engine coolant. The outlet end of the cooling pipe 19 extends out of the first functional cavity 4 and connects to the inlet side of the engine coolant. The side wall of the first functional cavity 4 is connected to an inlet pipe and an outlet pipe. The second functional chamber 5 is a diesel tank, used to supply fuel to the engine; A heat exchange box 20 is constructed between the first functional cavity 4 and the second functional cavity 5. The first flow channel 21 of the heat exchange box 20 is connected to the second functional cavity 5. The liquid outlet end of the first flow channel 21 is connected to the oil inlet end of the engine through the oil supply pipe 22. The second flow channel 24 of the heat exchange box 20 is connected to the cooling pipe 19 through the electronically controlled three-way valve 23. The liquid outlet end of the second flow channel 24 is connected to the inflow side of the engine coolant through the liquid supply pipe 25. A first temperature sensor is installed inside the cooling pipe 19, and a second temperature sensor for detecting the diesel temperature is installed inside the first flow channel 21.

[0036] Thus, the entire integrated box 1 is installed in the rear seat counterweight device of the carriage. The main counterweight function is achieved by installing counterweight blocks 6 of varying numbers and weights. Furthermore, during the operation of the tunnel arm, if the counterweight state needs to be adjusted (i.e., when adding counterweight), there is no need to adjust the number and weight of the counterweight blocks 6; the counterweight can be added directly into the first auxiliary cavity 2 or the second auxiliary cavity 3. Initial counterweighting can be achieved by combining counterweights placed in the first auxiliary cavity 2 or the second auxiliary cavity 3 with the counterweight blocks 6. This way, even if a subsequent reduction in counterweight is needed, it can be achieved by removing the counterweights from the first auxiliary cavity 2 or the second auxiliary cavity 3. After the counterweight blocks 6 are installed onto the side wall of the integrated box 1 using a detachable installation method, the interior of the integrated box 1 will have free space for the first functional cavity 4 and the second functional cavity 5.

[0037] Furthermore, by configuring the first functional chamber 4 and the second functional chamber 5 as cooling water tanks for cooling engine coolant, and configuring the second functional chamber 5 as a diesel tank, the high-temperature coolant can be allowed to enter the heat exchange box 20 by controlling the electronically controlled three-way valve 23 on the cooling pipe 19, and the diesel flowing through the heat exchange box 20 can be preheated so that it enters the engine in the best condition.

[0038] Specifically, the integrated box 1 includes a first U-shaped plate 7 and a second U-shaped plate 8 with the opening facing downwards. The second U-shaped plate 8 is sleeved around the first U-shaped plate 7. The ends of the first U-shaped plate 7 and the second U-shaped plate 8 are connected by a horizontal support plate 9. A horizontal partition 10 is installed inside the second U-shaped plate 8. The space below the horizontal partition 10 serves as the first auxiliary cavity 2 and the second auxiliary cavity 3, respectively. The other two sides of the first functional cavity 4 and the second functional cavity 5 are respectively covered and installed with a first front baffle, a first rear baffle, a second front baffle, and a second rear baffle. A counterweight plate 12 is covered and installed on the side of the first U-shaped plate 7 and the second U-shaped plate 8 away from the tunnel arm. The counterweight block 6 is detachably installed on the counterweight plate 12.

[0039] In this way, the connection between the first U-shaped plate 7 and the second U-shaped plate 8 makes the entire integrated box 1 have a U-shaped structure. In the recessed position of the U-shaped structure, a fixing device for connecting with the machine body can be set. After the entire integrated box 1 is fixed and connected to the machine body by the fixing device, the center of gravity of the entire integrated box 1 can be lowered, making the positioning and assembly of the entire integrated box 1 with the machine body more stable.

[0040] Furthermore, an installation gap is constructed between the top surface of the first U-shaped plate 7 and the horizontal partition 10. First support plates 13 are respectively installed on both sides of the top surface of the first U-shaped plate 7 within the installation gap. The lower part of the horizontal partition 10 is divided into the first auxiliary cavity 2, the support cavity 14 and the second auxiliary cavity 3 by the first support plates 13. A bracket for connecting with the tunnel arm is installed on the outside of the first U-shaped plate 7 and located below the support cavity 14. The support cavity 14 is constructed with a support structure that connects the top surface of the first U-shaped plate 7 and the horizontal partition 10.

[0041] Furthermore, the support mechanism includes a support column 15 and a second support plate 16; The support column 15 is installed directly above the connection position between the bracket and the first U-shaped plate 7, and the second support plate 16 is installed in the middle position of the support cavity 14, and the second support plate 16 extends away from the tunnel arm.

[0042] Meanwhile, there are two sets of support columns 15, which are symmetrically arranged about the second support plate 16. The set of support columns 15 located on one side of the second support plate 16 has at least two columns, which are respectively located on the side of the support cavity 14 near the tunnel arm and on the side away from the tunnel arm.

[0043] In addition, a first reinforcing angle steel 17 is installed at the corner where the horizontal support plate 9 connects with the first U-shaped plate 7 or the second U-shaped plate 8.

[0044] Furthermore, a second reinforcing angle steel 18 is installed on the top side wall of the first U-shaped plate 7. One end of the second reinforcing angle steel 18 is connected to the side wall of the first U-shaped plate 7, and the other end is connected to the bottom surface of the horizontal partition 10.

[0045] For the installation of the counterweight plate 12, the counterweight plate 12 is provided with a plurality of through slots for installing the counterweight blocks 6. A positioning plate is installed on the inner wall of the counterweight plate 12 at the position of the through slot. The plate body of the positioning plate extends into the through slot. The counterweight blocks 6 are detached and connected to the positioning plate by bolts.

[0046] In addition, a cooling method based on the aforementioned integrated tunnel arm counterweight cooling system includes an electronic control unit electrically connected to the first temperature sensor, the second temperature sensor, the engine load signal communication module, and the electronically controlled three-way valve 23. This unit is configured to perform the following control: based on the engine load signal, engine coolant temperature, and diesel temperature, calculate a basic cooling demand index and diesel heat capacity availability; and according to a rule jointly determined by the basic cooling demand index, the diesel heat capacity availability, and the engine coolant temperature, output an opening control command for the electronically controlled three-way valve.

[0047] Furthermore, the electronic control unit is configured to operate in such a way as to calculate the basic cooling demand index. CDI ( t ): ; Among them, among them, L ( t This represents the normalized real-time engine load rate. T c ( t ( ) represents the engine coolant temperature. T a ( t ( ) represents the ambient temperature. α , β , c These are the calibrated weighting coefficients; Calculate diesel heat capacity availability FCA ( t ): ; Among them, among them, C f The specific heat capacity of diesel fuel. r f For diesel fuel density, V f This refers to the effective volume of the diesel tank. T f_op t The target temperature for diesel fuel.T f ( t ( ) represents the diesel fuel temperature. Q scale These are the normalization coefficients; in accordance with CDI ( t ), FCA ( t )and T c ( t The value of ) is used to determine the initial target opening degree of the electrically controlled three-way regulating valve by applying a predetermined set of rules. K target ( t ).

[0048] Furthermore, the predetermined rule set includes at least the following rules: when FCA ( t When )≤0, set K target ( t =0, so as to completely cut off the engine coolant flowing through the diesel heat exchanger.

[0049] Furthermore, the electronic control unit controls the initial target opening degree. K target ( t Make corrections to obtain the final execution opening. K ( t ): ; in, e ( t )= T c_set - T c ( t ), T c_set The target temperature for the coolant. K p , K i , K d For control coefficients; And, when FCA ( t When )≤0, pause the integration term. K i ·∫ e ( t ) dt Integration operations.

[0050] Furthermore, the predetermined rule set also includes: when T c ( t ) within the normal temperature range and FCA ( t When )>0, according to the formula K target ( t )= CDI ( t )·(1- FCA ( t The initial target opening degree is dynamically set; Furthermore, the electronic control unit is also connected to a small circulation pump located in the diesel circuit and is configured to, when T c ( t Exceeding the high temperature threshold and FCA ( t When )>0, in improving K target ( t At the same time, start or accelerate the small circulation pump.

[0051] In this way, by establishing a collaborative model of diesel temperature, engine load, and cooling demand, bidirectional intelligent scheduling of thermal energy is achieved. Under low-temperature conditions, the system can prioritize the use of engine waste heat to raise diesel temperature, improve fuel atomization and combustion efficiency, and reduce cold start energy consumption and emissions. Under high-temperature or high-load conditions, the diesel can also serve as an additional heat buffer, assisting in the absorption and dissipation of heat. This achieves the recovery and utilization of waste heat and the dynamic allocation of heat dissipation resources, significantly improving the overall energy utilization efficiency of the entire machine.

[0052] By introducing diesel fuel as an auxiliary cooling medium, when encountering instantaneous high heat loads, a portion of the coolant's heat can be dynamically allocated to the diesel tank, preventing a rapid surge in coolant temperature and enhancing the system's thermal buffering capacity. Furthermore, based on a multivariable feedforward / feedback control strategy, the system can respond to load changes in advance and automatically adapt to complex environments such as extreme cold, high temperatures, and high altitudes. Without over-designing the radiator size, this effectively broadens the equipment's safe operating range and improves reliability under extreme conditions.

[0053] Furthermore, through adaptive control methods, and by calculating the availability of diesel heat capacity and the cooling demand index, precise and proactive adjustment of the three-way valve opening is achieved. This stabilizes the coolant temperature within a more optimal target range, reducing engine thermal stress fluctuations. Simultaneously, the introduction of diesel thermal buffering reduces reliance on continuous high-speed operation of the main cooling fan, especially under non-extreme operating conditions, effectively reducing fan energy consumption and achieving energy saving and noise reduction.

[0054] Moreover, when the model determines the availability of diesel heat capacity FCA When the temperature is ≤ 0, the coolant flow to the diesel heat exchanger is forcibly cut off, preventing continuous heating of the diesel fuel at its source. Utilizing the shared wall between the heat exchange box 20 and the cooling water tank, the diesel fuel about to enter the engine and be heated within the heat exchange box 20 indirectly transfers heat to the cooling medium in the cooling water tank through this wall, and finally dissipates through the outer surface of the counterweight box. This solves the diesel fuel overheating protection problem without adding an additional fan or radiator.

[0055] Specifically, key parameters in the model were calibrated through engine bench testing and vehicle testing: Weighting coefficient α , β , c ; Diesel fuel physical properties C f , r f and effective fuel tank volume V f ; Optimal target temperature for diesel fuel T f_opt and coolant target temperature T c_set .

[0056] Each temperature threshold and PID Control coefficient K p , K i , K d .

[0057] During operation, the engine load rate is read in real time. L (t), Coolant temperature T c ( t diesel temperature T f ( t ) and ambient temperature T a ( t ).

[0058] The cooling demand index and diesel fuel heat capacity availability are calculated in real time based on the formula. T c ( t ), CDI ( t )and FCA ( t Input a preset set of collaborative decision-making rules, and output the initial target opening degree of the three-way valve. Ktarget ( t The core rules include: like FCA ( t If 0 ≤ 0 (diesel fuel is sufficiently hot or overheated), then force K target ( t If ) = 0, immediately cut off the heating of diesel fuel.

[0059] like T c ( t ) normal and FCA ( t If )>0, then proceed as follows K target (t) = CDI ( t )·(1 - FCA ( t Dynamic adjustment to achieve optimal heat distribution.

[0060] like T c ( t Too high and FCA ( t If )>0, then let K target ( t The temperature approaches 1, and the small circulation pump is started to maximize the use of diesel-assisted cooling.

[0061] according to K target ( t ) and current coolant temperature deviation e ( t ) = T c_set - T c ( t ),pass PID The controller calculates the final execution opening. K ( t ).

[0062] The critical protection logic is executed. PID During the operation, if FCA ( t If ) ≤ 0, the integral term is frozen to prevent the heating of diesel fuel from restarting due to excessively high coolant temperature.

[0063] The final control signal K ( t The signal is sent to the electronically controlled three-way regulating valve to precisely regulate the flow rate of coolant through the diesel heat exchanger.

[0064] When the rule is determined FCA ( t When ) ≤ 0, the system cuts off the diesel heating path and, relying on the shared wall between the heat exchange box 20 and the cooling water tank, transfers the residual heat in the diesel to the cooling medium in the cooling water tank, and finally dissipates it through the outer surface of the counterweight box, thus achieving diesel overheat protection without the addition of a fan.

[0065] Although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art can still modify the technical solutions described in the foregoing embodiments or make equivalent substitutions for some of the technical features. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

Claims

1. An integrated tunnel arm counterweight cooling system, characterized in that, It includes an integrated box (1), which has a first auxiliary cavity (2) and a second auxiliary cavity (3) inside, and also has a first functional cavity (4) and a second functional cavity (5); The integrated box (1) is equipped with the tail of the tunnel arm, and several counterweights (6) are distributed on the side of the integrated box (1) opposite to the tunnel arm. The first functional cavity (4) and the second functional cavity (5) are horizontally arranged on the same plane. The first auxiliary cavity (2) and the second auxiliary cavity (3) are respectively arranged below the first functional cavity (4) and the second functional cavity (5). The first auxiliary cavity (2) and the second auxiliary cavity (3) are symmetrically arranged about the vertical midplane of the integrated box (1). The first functional cavity (4) is a cooling water tank, and a cooling pipe (19) is constructed inside it. The inlet end of the cooling pipe (19) extends out of the first functional cavity (4) and connects to the outlet side of the engine coolant. The outlet end of the cooling pipe (19) extends out of the first functional cavity (4) and connects to the inlet side of the engine coolant. The side wall of the first functional cavity (4) is connected to an inlet pipe and an outlet pipe. The second functional chamber (5) is a diesel tank, used to supply fuel to the engine; A heat exchange box (20) is constructed between the first functional cavity (4) and the second functional cavity (5). The first flow channel (21) of the heat exchange box (20) is connected to the second functional cavity (5). The liquid outlet of the first flow channel (21) is connected to the oil inlet of the engine through the oil supply pipe (22). The second flow channel (24) of the heat exchange box (20) is connected to the cooling pipe (19) through the electronically controlled three-way valve (23). The liquid outlet of the second flow channel (24) is connected to the inflow side of the engine coolant through the liquid supply pipe (25). A first temperature sensor is installed inside the cooling pipe (19), and a second temperature sensor for detecting the diesel temperature is installed inside the first flow channel (21).

2. The integrated box (1) includes a first U-shaped plate (7) and a second U-shaped plate (8) with the opening facing downwards. The second U-shaped plate (8) is sleeved around the first U-shaped plate (7). The ends of the first U-shaped plate (7) and the second U-shaped plate (8) are connected by a horizontal support plate (9). A horizontal partition (10) is installed inside the second U-shaped plate (8). The space below the horizontal partition (10) serves as the first auxiliary cavity (2) and the second auxiliary cavity (3), respectively. The other two sides of the first functional cavity (4) and the second functional cavity (5) are covered and installed with a first front baffle, a first rear baffle, a second front baffle, and a second rear baffle, respectively. A counterweight plate (12) is covered and installed on the side of the first U-shaped plate (7) and the second U-shaped plate (8) away from the tunnel arm. The counterweight block (6) is detached and installed on the counterweight plate (12).

3. The integrated tunnel arm counterweight cooling system according to claim 2, characterized in that, An installation gap is constructed between the top surface of the first U-shaped plate (7) and the horizontal partition (10). A first support plate (13) is installed on both sides of the top surface of the first U-shaped plate (7) in the installation gap. The bottom of the horizontal partition (10) is divided into a first auxiliary cavity (2), a support cavity (14) and a second auxiliary cavity (3) by the first support plate (13). A bracket for connecting with the tunnel arm is installed on the outside of the first U-shaped plate (7) and below the support cavity (14). A support structure is constructed in the support cavity (14) to connect the top surface of the first U-shaped plate (7) and the horizontal partition (10).

4. The integrated tunnel arm counterweight cooling system according to claim 3, characterized in that, The support mechanism includes a support column (15) and a second support plate (16); The support column (15) is installed directly above the connection position between the bracket and the first U-shaped plate (7), the second support plate (16) is installed in the middle position of the support cavity (14), and the second support plate (16) extends away from the tunnel arm.

5. The integrated tunnel arm counterweight cooling system according to claim 4, characterized in that, There are two sets of support columns (15). The two sets of support columns (15) are symmetrically arranged about the second support plate (16). The set of support columns (15) located on one side of the second support plate (16) has at least two columns, and they are respectively located on the side of the support cavity (14) near the tunnel arm and on the side away from the tunnel arm.

6. A cooling method based on the integrated tunnel arm counterweight cooling system according to any one of claims 1 to 5, characterized in that, An electronic control unit is constructed to be electrically connected to the first temperature sensor, the second temperature sensor, the engine load signal communication module, and the electronically controlled three-way valve (23). It is configured to perform the following control: based on the engine load signal, the engine coolant temperature, and the diesel temperature, calculate the basic cooling demand index and the diesel heat capacity availability, and output the opening control command of the electronically controlled three-way regulating valve according to the rules jointly determined by the basic cooling demand index, the diesel heat capacity availability, and the engine coolant temperature.

7. The cooling method according to claim 6, characterized in that, The electronic control unit is configured to operate in the following manner to calculate the basic cooling demand index. CDI ( t ): ； Among them, among them, L ( t This represents the normalized real-time engine load rate. T c ( t ( ) represents the engine coolant temperature. T a ( t ( ) represents the ambient temperature. α , β , γ These are the calibrated weighting coefficients; Calculate diesel heat capacity availability FCA ( t ): ； Among them, among them, C f The specific heat capacity of diesel fuel. ρ f For diesel fuel density, V f This refers to the effective volume of the diesel tank. T f_opt The target temperature for diesel fuel. T f ( t ( ) represents the diesel fuel temperature. Q scale These are the normalization coefficients; in accordance with CDI ( t ), FCA ( t )and T c ( t The value of ) is used to determine the initial target opening degree of the electrically controlled three-way regulating valve by applying a predetermined set of rules. K target ( t ).

8. The cooling method according to claim 7, characterized in that, The predetermined rule set includes at least the following rules: when FCA ( t When )≤0, set K target ( t =0, so as to completely cut off the engine coolant flowing through the diesel heat exchanger.

9. The cooling method according to claim 7 or 8, characterized in that, The electronic control unit sets the initial target opening degree. K target ( t Make corrections to obtain the final execution opening. K ( t ): ； in, e ( t) = T c_set - T c ( t ), T c_set The target temperature for the coolant. K p , K i , K d For control coefficients; And, when FCA ( t When )≤0, pause the integration term. K i ·∫ e ( t ) dt Integration operations.

10. The cooling method according to claim 7, characterized in that, The predetermined rule set also includes: when T c ( t ) within the normal temperature range and FCA ( t When ) > 0, according to the formula K target ( t )= CDI ( t )·(1- FCA ( t The initial target opening degree is dynamically set; Furthermore, the electronic control unit is also connected to a small circulation pump located in the diesel circuit and is configured to, when T c ( t Exceeding the high temperature threshold and FCA ( t When )>0, in improving K target ( t At the same time, start or accelerate the small circulation pump.

Images