Parking constant-temperature system of large mining dump truck

Abstract

The utility model discloses a parking constant temperature system of a large-scale mining dump truck, which belongs to the technical field of mining dump trucks and comprises a left deck, an instrument desk, a cab and a hydraulic control cabinet, the cab is arranged on the left deck, a parking refrigeration system is arranged on one side of the upper portion of the left deck and arranged between the cab and the left deck, and the hydraulic control cabinet is arranged on the left deck. A parking heating system is arranged on one side of the upper portion of the cab, a center console is arranged in the cab, and a running refrigerating system is arranged below the left deck. According to the parking constant-temperature system, constant-temperature control can be achieved without diesel engine idling, long-time idling running of an engine in the loading process can be avoided, and therefore fuel consumption is reduced; the temperature in the cab is ensured to be appropriate, the comfort and the working efficiency of a driver are improved, and the fuel cost is reduced by reducing the idling time.

Description

Technical Field

[0001] The utility model belongs to the technical field of mining dump trucks, and particularly relates to a parking constant temperature system for large mining dump trucks. Background Art

[0002] At present, only driving constant temperature systems are equipped for large mining dump trucks in mines. When driving, the diesel engine runs, drives an air compressor through a belt, the diesel engine fan dissipates heat from the condenser, and then completes the refrigeration function through the evaporator in the indoor unit. For the heating function, hot water during the operation of the diesel engine completes the heating function through the heat exchanger in the indoor unit.

[0003] In the prior art, the constant temperature system in the driving state needs to completely rely on the rotation speed of the diesel engine to ensure the comfort in the cab. When the vehicle is parked, only the diesel engine idling can be used for constant temperature control. However, in the diesel engine idling state, there are easily phenomena such as insufficient work power of the compressor and insufficient hot water flow, resulting in poor constant temperature effect. On the other hand, maintaining the constant temperature system during parking by diesel engine idling will increase diesel consumption, engine wear and carbon emissions. Summary of the Utility Model

[0004] The purpose of the utility model is to provide a parking constant temperature system for large mining dump trucks to solve at least one of the problems and defects mentioned in the above background art.

[0005] To achieve the above purpose, the utility model provides the following technical solutions:

[0006] A parking constant temperature system for large mining dump trucks includes a left deck, an instrument panel, a cab and a hydraulic control cabinet. The cab is arranged on the left deck. A parking refrigeration system is arranged on one side of the upper part of the left deck, and the parking refrigeration system is arranged between the cab and the left deck. A parking heating system is arranged on one side of the upper part of the cab. A central control console is arranged inside the cab. A driving refrigeration system is also arranged below the left deck.

[0007] Further solution: The parking refrigeration system includes an indoor unit, a five-way pipe, a three-way pipe, an outdoor unit, a first solenoid valve, and a second solenoid valve. The indoor unit is installed in the cab, and the outdoor unit is installed on the left deck. A five-way pipe is arranged between the outdoor unit and the indoor unit, and a first solenoid valve is arranged on the five-way pipe. A three-way pipe is also arranged between the outdoor unit and the indoor unit, and a second solenoid valve is arranged on the three-way pipe. The liquefied refrigerant exits from the lower outlet of the condenser assembly in the outdoor unit, enters the first solenoid valve through the three-way pipe, and the high-pressure liquid refrigerant enters the expansion valve in the indoor unit through this parking refrigeration channel. The expansion valve transforms the incoming high-pressure liquid refrigerant into low-pressure liquid refrigerant. After coming out of the expansion valve, the low-pressure liquid refrigerant enters the evaporator in the indoor unit. The evaporator sublimates the low-pressure liquid refrigerant into low-pressure gaseous refrigerant by absorbing the heat of the surrounding air. The air whose heat has been absorbed is introduced into the cab through the centrifugal fan and air duct in the indoor unit for cooling. After coming out of the evaporator in the indoor unit, the low-pressure gaseous refrigerant enters the electric compressor in the outdoor unit through the five-way pipe. When the vehicle is parked, it ensures a comfortable temperature in the cab. The electric compressor powered by the battery avoids the engine idling, thus reducing fuel consumption.

[0008] Further solution: Both the five-way pipe and the three-way pipe are filled with liquid refrigerant. The flow of the liquid refrigerant in the pipeline helps to conduct heat more efficiently. Since the liquid refrigerant has a higher density and specific heat capacity than the gaseous refrigerant, it can absorb or release more heat when flowing through the pipeline, thereby improving the heat exchange efficiency of the entire system.

[0009] Further solution: The parking heating system includes a fuel tank, an oil pump, an oil pipe, an intake pipe, an exhaust pipe, and a heater. The fuel tank is arranged on one side of the upper part of the cab. The fuel tank is connected to the heater through an oil pipe. An intake pipe is arranged below the heater, and an exhaust pipe is arranged below the heater. An oil pump is arranged on the oil pipe. When the oil pump is powered on and starts working, it sucks diesel from the fuel tank, and the diesel enters the heater through the oil pump for combustion. The fuel tank, the oil pump, and the heater are connected through the oil pipe. External air enters the heater through the intake pipe after passing through the air filter to assist in burning the diesel in the heater. The exhaust gas generated after the diesel burns is discharged through the exhaust pipe. The air in the cab enters the heater from the cold air inlet of the heater, absorbs the heat released by the combustion of the diesel in the heater to become hot air, and then comes out of the hot air outlet of the heater and enters the cab. In this cycle, all the cold air in the cab is replaced with hot air to complete the heating function of the cab.

[0010] Further solution: Hot air outlets and cold air inlets are arranged on both sides of the heater. Cold air absorbs the heat released by diesel combustion in the heater and becomes hot air. The heated hot air enters the cab through the hot air outlets to raise the temperature of the cab. The air in the cab continuously circulates into the heater, absorbs heat to become hot air, and then enters the cab again to achieve continuous heating of the cab.

[0011] Compared with the prior art, the beneficial effects of the present utility model are:

[0012] The parking refrigeration system is arranged on the cab and the left deck. The refrigeration temperature of the parking refrigeration system and the switching between parking and driving refrigeration modes can be adjusted through the control panel on the instrument panel. The heating temperature of the parking heating system can be adjusted through the control panel for parking heating arranged on the console. It can cyclically replace all the cold air in the cab with hot air to complete the heating function of the cab. This parking constant temperature system does not need to use the diesel engine idling for constant temperature control, can avoid the engine running at idle for a long time during the loading process, thereby reducing fuel consumption. During the vehicle stop, it ensures that the temperature in the cab is appropriate, improves the comfort and work efficiency of the driver, and reduces fuel costs by reducing the idling time. Description of the Drawings

[0013] For the convenience of those skilled in the art to understand, the present utility model will be further described below with reference to the drawings.

[0014] Figure 1 It is an exploded structural schematic diagram of a parking constant temperature system for a large mining dump truck;

[0015] Figure 2 It is a structural schematic diagram of the parking refrigeration system provided by the present utility model;

[0016] Figure 3 It is a structural schematic diagram of the parking heating system provided by the present utility model;

[0017] Figure 4 It is a structural schematic diagram of the driving refrigeration system provided by the present utility model.

[0018] In the figure: 1. Left deck; 2. Instrument panel; 3. Cab; 4. Hydraulic control cabinet; 5. Parking refrigeration system; 51. Indoor unit; 52. Five-way pipe; 53. Three-way pipe; 54. Outdoor unit; 55. First solenoid valve; 56. Second solenoid valve; 6. Parking heating system; 61. Fuel tank; 62. Oil pump; 63. Oil pipe; 64. Intake pipe; 65. Exhaust pipe; 66. Heater; 661. Hot air outlet; 662. Cold air inlet; 7. Console; 8. Driving refrigeration system; 81. Driving three-way pipe; 82. Driving five-way pipe; 83. Dryer; 84. Driving four-way pipe; 85. Condenser; 86. Compressor. Detailed implementation manners

[0019] The embodiments of the present utility model will be described in detail below. The examples of the embodiments are shown in the accompanying drawings, where the same or similar reference numerals denote the same or similar elements or elements with the same or similar functions throughout. The embodiments described below by referring to the accompanying drawings are exemplary and are only used to explain the present utility model, and should not be construed as a limitation to the present utility model.

[0020] In the description of the present utility model, it should be understood that the orientation or positional relationship indicated by terms such as up, down, front, back, left, right, etc. is based on the orientation or positional relationship shown in the accompanying drawings. It is only for the convenience of describing the present utility model and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and thus should not be construed as a limitation to the present utility model.

[0021] In the description of the present utility model, the meaning of "several" is one or more, the meaning of "multiple" is two or more, "greater than", "less than", "exceeding", etc. are understood as not including the recited number, and "above", "below", "within", etc. are understood as including the recited number. If there is a description of "first", "second", it is only for the purpose of distinguishing technical features and should not be understood as indicating or implying relative importance or implicitly indicating the quantity of the indicated technical features or implicitly indicating the sequence relationship of the indicated technical features.

[0022] In the description of the present utility model, unless otherwise clearly defined, terms such as "set", "installed", "connected", etc. should be understood in a broad sense. Those skilled in the art can reasonably determine the specific meanings of the above terms in the present utility model in combination with the specific content of the technical solution.

[0023] In order to make the purpose, technical solution and advantages of the present utility model more clear and understandable, the present utility model will be further described in detail below in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present utility model and are not used to limit the present utility model, that is, the described embodiments are only a part of the embodiments of the present utility model, rather than all of the embodiments. Generally, the components of the embodiments of the present utility model described and shown in the accompanying drawings herein can be arranged and designed in various different configurations.

[0024] Therefore, the detailed description of the embodiments of the present utility model provided in the accompanying drawings is not intended to limit the scope of the present utility model to be protected, but only represents the selected embodiments of the present utility model. All other embodiments obtained by those skilled in the art based on the embodiments of the present utility model without creative efforts belong to the scope of protection of the present utility model.

[0025] Please refer to Figures 1 to 4, in the embodiment of the present utility model, a parking constant temperature system for a large mining dump truck includes a left deck 1, an instrument panel 2, a cab 3, and a hydraulic control cabinet 4. The cab 3 is arranged on the left deck 1. A parking refrigeration system 5 is arranged on one side of the upper part of the left deck 1. The parking refrigeration system 5 is arranged between the cab 3 and the left deck 1. A parking heating system 6 is arranged on one side of the upper part of the cab 3. A central control console 7 is arranged inside the cab 3. A driving refrigeration system 8 is also arranged below the left deck 1;

[0026] The parking refrigeration system 5 is arranged on the cab 3 and the left deck 1. The parking refrigeration system 5 and the driving refrigeration system 8 share an indoor unit 51 for refrigeration function. The control panel of the parking refrigeration (not shown in the figure) is arranged on the instrument panel 2. The refrigeration temperature of the parking refrigeration system 5 can be adjusted and the parking and driving refrigeration modes can be switched through the control panel. The parking heating system 6 is arranged between the cab 3 and the hydraulic control cabinet 4. The control panel of the parking heating system 6 (not shown in the figure) is arranged on the central control console 7. The heating temperature of the parking heating system 6 can be adjusted through the control panel of the parking heating system 6 arranged on the central control console 7. It can circulate to replace all the cold air in the cab 3 with hot air to complete the heating function of the cab 3. This parking constant temperature system does not need to use the diesel engine idling for constant temperature control, can avoid the engine running at idle speed for a long time during the loading process, thereby reducing fuel consumption, ensuring a suitable temperature inside the cab 3 during vehicle parking, improving the comfort and work efficiency of the driver, reducing fuel costs by reducing the idle time, and saving expenses for customers.

[0027] In one embodiment, please refer to Figure 1 and Figure 2 As shown, the parking refrigeration system 5 includes an indoor unit 51, a five-way pipe 52, a three-way pipe 53, an outdoor unit 54, a first solenoid valve 55, and a second solenoid valve 56. The indoor unit 51 is arranged inside the cab 3. The outdoor unit 54 is arranged on the left deck 1. The outdoor unit 54 includes an electric compressor and a condenser assembly, etc. A five-way pipe 52 is arranged between the outdoor unit 54 and the indoor unit 51. A first solenoid valve 56 is arranged on the five-way pipe 52. A three-way pipe 53 is also arranged between the outdoor unit 54 and the indoor unit 51. A second solenoid valve 55 is arranged on the three-way pipe 53. When parking refrigeration is required, press the parking refrigeration button on the control panel (not marked in the figure) on the instrument panel 2. The controller in the outdoor unit 54 receives the signal and controls the electric compressor in the outdoor unit 54 to start. The electric compressor in the outdoor unit 54 is powered by the battery on the dump truck to work. At this time, the high-pressure gaseous refrigerant comes out from the electric compressor in the outdoor unit 54 and enters the upper inlet of the condenser assembly in the outdoor unit 54 through the four-way pipe in the outdoor unit 54. The condenser assembly condenses the high-pressure gaseous refrigerant into a high-pressure liquid refrigerant. The heat generated during the liquefaction process of the refrigerant is taken away by the electronic fan in the outdoor unit 54;

[0028] The liquefied refrigerant exits from the lower outlet of the condenser assembly in the outdoor unit 54 and enters the first solenoid valve 55 through the three-way pipe 53. When the first solenoid valve 55 on the three-way pipe 53 is opened, the high-pressure liquid refrigerant enters the expansion valve in the indoor unit 51 through this parking refrigeration channel. The expansion valve converts the incoming high-pressure liquid refrigerant into low-pressure liquid refrigerant. After coming out of the expansion valve, the low-pressure liquid refrigerant enters the evaporator in the indoor unit 51. The evaporator sublimates the low-pressure liquid refrigerant into low-pressure gaseous refrigerant by absorbing the heat of the surrounding air. The air whose heat has been absorbed is introduced into the cab 3 through the centrifugal fan and air duct in the indoor unit 51 for cooling. At the same time, after coming out of the evaporator in the indoor unit 51, the low-pressure gaseous refrigerant enters the electric compressor in the outdoor unit 54 through the five-way pipe 52. In this way, the parking refrigeration function is realized through circulation. By effective refrigeration means, the comfortable temperature in the cab 3 is ensured when the vehicle is parked. The use of an electric compressor powered by a battery avoids the engine idling, thereby reducing fuel consumption.

[0029] In one embodiment, refer to Figure 1 and Figure 2 As shown, liquid refrigerant flows in both the five-way pipe 52 and the three-way pipe 53. The flow of the liquid refrigerant in the pipeline helps to conduct heat more efficiently. Since the liquid refrigerant has a higher density and specific heat capacity than the gaseous refrigerant, it can absorb or release more heat when flowing through the pipeline, thereby improving the heat exchange efficiency of the entire system.

[0030] In one embodiment, refer to Figure 1 and Figure 3As shown in the figure, the parking heating system 6 includes a fuel tank 61, a fuel pump 62, a fuel pipe 63, an intake pipe 64, an exhaust pipe 65, and a heater 66. The fuel tank 61 is arranged on one side of the upper part of the cab 3. The fuel tank 61 contains a liquid fuel. The fuel tank 61 is connected to the heater 66 through the fuel pipe 63. The intake pipe 64 is arranged below the heater 66, and the exhaust pipe 65 is arranged below the heater 66. The fuel pump 62 is arranged on the fuel pipe 63. When parking heating is required, press the start button on the control panel. The fuel pump 62 is powered on and starts to work, sucking diesel oil from the fuel tank 61, passing through the fuel pump 62 and entering the heater 66 for combustion. The fuel tank 61, the fuel pump 62, and the heater 66 are connected through the fuel pipe 63. External air enters the heater 66 through the intake pipe 64 after passing through the air filter to assist in burning the diesel oil in the heater 66. The exhaust gas generated after the diesel oil burns is discharged through the exhaust pipe 65. On the other hand, the air in the cab 3 enters the heater 66 from the cold air inlet 662 of the heater 66, absorbs the heat released by the combustion of the diesel oil in the heater 66 to become hot air, and then comes out from the hot air outlet 661 of the heater 66 and enters the cab 3. In this way, the cold air in the cab 3 is completely replaced with hot air to complete the heating function of the cab 3. When the vehicle is parked, through effective heating means, the temperature in the cab 3 is ensured to be appropriate, improving the comfort of the driver. Using the heat generated by the combustion of diesel oil for heating avoids the engine idling, thereby reducing fuel consumption.

[0031] In one embodiment, please refer to Figure 1 and Figure 3 As shown in the figure, a hot air outlet 661 and a cold air inlet 662 are arranged on both sides of the heater 66. The cold air in the cab 3 enters the heater 66 from the cold air inlet 662. The cold air absorbs the heat released by the combustion of the diesel oil in the heater 66 and becomes hot air. The heated hot air enters the cab 3 through the hot air outlet 661, raising the temperature of the cab 3. The air in the cab 3 continuously circulates into the heater 66, absorbs heat to become hot air, and then enters the cab 3 again. This circulation process continues to achieve continuous heating of the cab 3.

[0032] In one embodiment, please refer to Figure 1 and Figure 2 As shown in the figure, the parking refrigeration system 5 shares an indoor unit 51 with the driving refrigeration system 8, and integrates the electric drive compressor, the condenser assembly, and the electric fan as a whole in the housing of the outdoor unit 54, solving the problems of scattered installation and inconvenient maintenance of components.

[0033] In one embodiment, please refer to Figure 1 and Figure 3, the fuel tank 61 of the parking heating system 6 is installed in the cab 3, and diesel is separately provided to enter the heater 66 for combustion to heat the cab 3. The structural layout is simple and centralized, and the function control is independent and stable, solving the problems of complex pipelines and inconvenient maintenance caused by the scattered installation and layout of components.

[0034] In one embodiment, please refer to Figure 1 and Figure 4 As shown, the driving refrigeration system 8 includes a driving three-way pipe 81, a driving five-way pipe 82, a dryer bottle 83, a driving four-way pipe 84, a condenser 85 and a compressor 86. The indoor unit 51 is arranged in the cab 3 and shared with the parking refrigeration system 5. When driving refrigeration is required, press the driving refrigeration button on the control panel (not marked in the figure) on the instrument panel 2, and the clutch of the compressor 86 is powered on and starts. At this time, the high-pressure gaseous refrigerant comes out from the compressor 86 and enters the upper inlet of the condenser 85 through the driving four-way pipe 84. The condenser 85 condenses the high-pressure gaseous refrigerant into a high-pressure liquid refrigerant, and the heat generated during the liquefaction process of the refrigerant is carried away by the radiator of the water tank at the front end of the vehicle frame (not marked in the figure); the liquefied refrigerant comes out from the lower outlet of the condenser 85, and the high-pressure liquid refrigerant in the driving three-way pipe 81 enters the indoor unit 51 through this driving refrigeration channel. The solenoid valve (not marked in the figure) of the driving three-way pipe 81 is opened, and the high-pressure liquid refrigerant enters the expansion valve in the indoor unit 51 through this parking refrigeration channel. The expansion valve transforms the incoming high-pressure liquid refrigerant into a low-pressure liquid refrigerant. The low-pressure liquid refrigerant comes out from the expansion valve and enters the evaporator in the indoor unit 51. The evaporator sublimates the low-pressure liquid refrigerant into a low-pressure gaseous refrigerant by absorbing the heat of the surrounding air. The air whose heat is absorbed is introduced into the cab 3 through the centrifugal fan and air duct in the indoor unit 51 for cooling. In this way, the driving refrigeration function is realized through circulation. The low-pressure gaseous refrigerant comes out from the indoor unit 51 and flows back into the compressor 86 through the driving five-way pipe 82, and the driving refrigeration function is realized through this circulation.

[0035] The above content is only an example and description of the structure of the present invention. Those skilled in the art of this technology can make various modifications or supplements to the described specific embodiments or use similar methods for substitution. As long as it does not deviate from the structure of the invention or exceed the scope defined by this claim book, it shall fall within the protection scope of the present invention.

Claims

1. A parking thermostatic system for a large-scale mining dump truck, comprising a left deck (1), an instrument panel (2), a cab (3) and a hydraulic control cabinet (4), characterized in that: The left deck (1) is provided with a cab (3), the hydraulic control cabinet (4) is provided on the left deck (1), a parking refrigeration system (5) is provided on one side of the upper part of the left deck (1), the parking refrigeration system (5) is provided between the cab (3) and the left deck (1), a parking heating system (6) is provided on one side of the upper part of the cab (3), a center console (7) is provided inside the cab (3), and a driving refrigeration system (8) is also provided below the left deck (1).

2. A parking thermostatic system for a large-scale mining dump truck according to claim 1, characterized in that: The parking refrigeration system (5) comprises an indoor unit (51), a five-branch pipe (52), a three-branch pipe (53), an outdoor unit (54), a first solenoid valve (55), and a second solenoid valve (56); the indoor unit (51) is arranged in the cab (3); the outdoor unit (54) is arranged on the left deck (1); a five-branch pipe (52) is arranged between the outdoor unit (54) and the indoor unit (51); the five-branch pipe (52) is provided with a first solenoid valve (55); a three-branch pipe (53) is further arranged between the outdoor unit (54) and the indoor unit (51); the three-branch pipe (53) is provided with a second solenoid valve (56).

3. A parking thermostatic system for a large-scale mining dump truck according to claim 2, characterized in that: Liquid refrigerant flows through the five-branch pipe (52) and the three-branch pipe (53).

4. A parking thermostatic system for a large-scale mining dump truck according to claim 1, characterized in that: The parking heating system (6) comprises an oil tank (61), an oil pump (62), an oil pipe (63), an air intake pipe (64), an exhaust pipe (65) and a heater (66); the oil tank (61) is arranged on one side of the upper part of the cab (3); the oil tank (61) is connected to the heater (66) through the oil pipe (63); an air intake pipe (64) is arranged below the heater (66); an exhaust pipe (65) is arranged below the heater (66); and the oil pump (62) is arranged on the oil pipe (63).

5. A parking thermostatic system for a large-scale mining dump truck according to claim 4, characterized in that: The heater (66) is provided with a hot air outlet (661) and a cold air inlet (662) on both sides.

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