A water heating device for a construction machine

Abstract

The utility model discloses an engineering machinery water heating device belongs to engineering machinery water heating technical field, engine water tank, fuel preheater, cab heating system form parallel water circulation network through first shunt valve and second shunt valve, the water outlet of engine water tank connects first shunt valve, fuel preheater, second shunt valve, engine water tank water inlet in proper order, the second water outlet of second shunt valve is connected cab heating system backwater, and the water outlet of cab heating system is connected the second water inlet of first shunt valve, sets up flow control solenoid valve on cab heating system backwater pipeline, and through stepless regulation fuel preheater heat distribution proportion, realizes the synchronous operation of engine preheating and cab heating system, not only solves the abnormal wear of engine cold start each spare part because of the lubrication deficiency in prior art under the low temperature high cold environment, can also solve the problem of the heating shortage of cab because of the slow engine temperature rise.

Description

Technical fields:

[0001] This utility model belongs to the field of water heating technology for engineering machinery, and more specifically relates to a water heating device for engineering machinery. Background technology:

[0002] With the development of the construction industry, construction machinery plays a vital role in various projects. In high-altitude and cold regions, the extreme cold winter climate poses many challenges to the normal use of construction machinery. In low-temperature environments, diesel engines are difficult to start, and the viscosity of engine lubricating oil increases significantly, leading to increased lubrication resistance. This makes it easy for abnormal wear to occur in various engine parts due to insufficient lubrication during cold starts.

[0003] Currently, to address the heating needs of construction machinery in low-temperature environments, the main method involves installing a fuel preheater on the machinery to provide initial fuel preheating to the engine. The fuel preheater draws a small amount of fuel (usually diesel or gasoline) from the fuel tank via a fuel pump and then sends the fuel into the combustion chamber. Inside the combustion chamber, the fuel mixes with air and is ignited by an igniter, producing high-temperature combustion gases. The heat generated by combustion is transferred to the coolant through a heat exchanger, thereby preheating the engine.

[0004] However, in low-temperature environments, the cab's air conditioning heating system suffers from low heating efficiency. Because it cannot quickly rely on engine heating to provide warmth, the engine warms up slowly in low temperatures, resulting in insufficient heating of the cab. The cab remains in low-temperature mode for extended periods, severely impacting the operator's working environment and comfort. Utility Model Content:

[0005] To solve the above problems and overcome the shortcomings of the existing technology, this utility model provides a water heating device for engineering machinery;

[0006] The first technical problem to be solved was: to address the issue of abnormal wear of engine components due to insufficient lubrication during cold starts in low-temperature environments.

[0007] The second technical problem to be solved is that in low-temperature environments, the engine warms up slowly, resulting in insufficient heating of the cab. The cab remains in low-temperature mode for a long time, which seriously affects the working environment and comfort of the operators.

[0008] The specific technical solution of this utility model to solve the above-mentioned technical problems is as follows: the engineering machinery water heating device includes a fuel preheater, an engine water tank, and a cab heating system; the engine water tank, fuel preheater, and cab heating system form a parallel water circulation network through a first diversion valve and a second diversion valve;

[0009] The outlet of the engine water tank is connected to the first inlet of the first diverter valve; the outlet of the first diverter valve is connected to the fuel preheater, the hot water outlet of the fuel preheater is connected to the second diverter valve, and the first outlet of the second diverter valve is connected to the inlet of the engine water tank.

[0010] The second outlet of the second diversion valve is connected to the return water outlet of the cab heating system, and the outlet of the cab heating system is connected to the second inlet of the first diversion valve.

[0011] A flow control solenoid valve is installed on the return water pipe of the heating system. The flow control solenoid valve is electrically connected to the air conditioning heating knob in the cab. The opening degree is controlled by the air conditioning heating knob to regulate the flow of coolant to the heating system in the cab.

[0012] Furthermore, in the parallel water circulation network, when the flow control solenoid valve is closed, the coolant circulates only between the engine water tank and the fuel preheater.

[0013] Furthermore, the first and second diverter valves are three-way valves.

[0014] Furthermore, the fuel supply end of the fuel preheater is connected to a fuel pumping device via a fuel delivery pipe, and the fuel pumping device is mounted on the outer wall of the fuel tank via a fixed bracket.

[0015] Furthermore, the fuel pumping device is installed at a predetermined height below the fuel tank level.

[0016] Furthermore, the fuel pumping device is installed at the location of the highest fuel level in the fuel tank.

[0017] Furthermore, the fuel pumping device is an electromagnetic oil pump.

[0018] Furthermore, the oil supply pipe includes a pre-pump oil pipe and a post-pump oil pipe. One end of the pre-pump oil pipe is connected to the oil inlet at the bottom of the fuel tank, and the other end extends to the oil inlet of the electromagnetic oil pump. One end of the post-pump oil pipe is connected to the oil outlet of the electromagnetic oil pump, and the other end is connected to the fuel inlet of the fuel preheater.

[0019] The beneficial effects of this utility model are:

[0020] One advantage of this invention is that by combining a fuel preheater, a first diverter valve, and a second diverter valve, heat can be diverted from the fuel preheater, enabling synchronous operation of engine preheating and the heating system. This not only solves the problem of abnormal wear of engine components due to insufficient lubrication during cold starts in low-temperature and cold environments, but also addresses the issue of insufficient heating of the cab caused by slow engine warm-up.

[0021] One advantage of this invention is that a flow control solenoid valve is installed on the return pipe of the heating system. The opening degree is controlled by the air conditioning heating knob to regulate the flow of coolant to the cab heating system, so as to realize independent circulation or synchronous operation of engine preheating and cab heating. It can also steplessly adjust the heat distribution ratio of the fuel preheater, so as to realize flexible switching between engine preheating and cab heating.

[0022] One advantage of this invention is that the electromagnetic oil pump is fixed to the outer wall of the fuel tank by a fixed bracket and is located at 1 / 2 of the highest liquid level in the fuel tank. The oil pipe before the pump, the oil pipe after the pump, and the interior of the electromagnetic oil pump are kept submerged in fuel. By utilizing the principle of communicating vessels, air bubbles inside the pipes are eliminated. After the electromagnetic oil pump is energized, it can directly draw liquid fuel. This design avoids the delay process that traditional high-position oil pumps need to wait for the oil pump to pre-evacuate air when starting the fuel preheater. It also reduces the ignition time of the preheater and improves the initial ignition success rate in high-altitude and cold regions. Attached image description:

[0023] Appendix Figure 1 This is a schematic diagram of the structure of this utility model;

[0024] Appendix Figure 2 This is a schematic diagram of the installation structure of the fuel tank and electromagnetic oil pump of this utility model; in the attached drawing:

[0025] 1. Fuel preheater; 2. Engine water tank; 3. Cab heating system; 4. First diverter valve; 5. Second diverter valve; 6. Flow control solenoid valve; 7. Fuel tank; 8. Electromagnetic oil pump; 81. Oil pipe before pump; 82. Oil pipe after pump; 9. Mounting bracket. Detailed implementation method:

[0026] In the description of this utility model, it should be understood that the terms "center," "upper," "lower," "left," "right," "rear," "lower left," "upper right," and "outer," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the convenience of describing this utility model 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. Therefore, they should not be construed as limiting the scope of protection of this utility model. In addition, the terms "first," "second," and "third" are used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0027] The specific embodiment of this utility model is as follows: The engineering machinery water heating device includes a fuel preheater 1, an engine water tank 2, a cab heating system 3, and a fuel tank 7.

[0028] The inventive point of this utility model is:

[0029] The engine water tank 2, fuel preheater 1, and cab heating system 3 form a parallel water circulation network through the first diversion valve 4 and the second diversion valve 5; preferably, the first diversion valve 4 and the second diversion valve 5 are three-way valves.

[0030] The outlet of the engine water tank 2 is connected to the first inlet of the first diversion valve 4; the outlet of the first diversion valve 4 is connected to the fuel preheater 1, the hot water outlet of the fuel preheater 1 is connected to the second diversion valve 5, and the first outlet of the second diversion valve 5 is connected to the inlet of the engine water tank 2.

[0031] The second outlet of the second diversion valve 5 is connected to the return outlet of the cab heating system 3, and the outlet of the cab heating system 3 is connected to the second inlet of the first diversion valve 4.

[0032] A flow control solenoid valve 6 is installed on the return water pipe of the cab heating system 3. This flow control solenoid valve 6 is electrically connected to the cab air conditioning heating knob, and its opening is controlled by the heating knob to regulate the flow of coolant to the cab heating system 3. The flow control solenoid valve 6, with its opening controlled by the heating knob, is existing technology. Its working principle is as follows: the flow control solenoid valve 6 contains a sensor and an actuator. The sensor monitors parameters such as fluid temperature and flow rate in real time and converts this data into electrical signals, which are then fed back to the actuator. The actuator adjusts the valve opening based on the sensor's feedback signal, thereby changing the coolant flow rate. By continuously adjusting the valve's opening degree, the actuator can precisely control the coolant flow rate and temperature, ensuring the stable operation of the heating system. This working principle is not within the scope of protection of this utility model and will not be elaborated upon here.

[0033] When the flow control solenoid valve 6 is closed, the coolant in the parallel water circulation network circulates only between the engine water tank 2 and the fuel preheater 1.

[0034] The fuel supply end of the fuel preheater 1 is connected to the fuel pumping device via a fuel delivery pipe. Preferably, the fuel pumping device is an electromagnetic fuel pump 8. The fuel pumping device is installed on the outer wall of the fuel tank 7 via a fixed bracket 9, and the fixed bracket 9 is fixed to the outer wall of the fuel tank 7 with bolts.

[0035] The electromagnetic oil pump 8 is installed at a preset height below the liquid level in the fuel tank 7. Preferably, the electromagnetic oil pump 8 is installed at 1 / 2 of the highest liquid level in the fuel tank 7.

[0036] The fuel supply pipe includes a pre-pump fuel pipe 81 and a post-pump fuel pipe 82. One end of the pre-pump fuel pipe 81 is connected to the fuel inlet at the bottom of the fuel tank 7, and the other end extends to the fuel inlet of the electromagnetic fuel pump 8. One end of the post-pump fuel pipe 82 is connected to the fuel outlet of the electromagnetic fuel pump 8, and the other end is connected to the fuel inlet of the fuel preheater 1. The pre-pump fuel pipe 81, the post-pump fuel pipe 82, and the interior of the electromagnetic fuel pump 8 are kept submerged in fuel, and air bubbles inside the pipes are removed using the principle of communicating vessels. This avoids the delayed process of waiting for pre-evacuation of air when starting a traditional high-level fuel pump, shortens the ignition time of the preheater, and improves the initial ignition success rate in high-altitude and cold regions.

[0037] It should be noted that this utility model is a water heating device for engineering machinery. In specific operation...

[0038] (a) The preheater operates independently before the engine starts (air conditioning is not started).

[0039] When the power is turned on by the rocker switch of the fuel preheater 1, it begins to operate. After power is turned on, the electromagnetic oil pump 8 is energized and draws fuel from the bottom of the fuel tank 7, pressurizes it, and delivers it to the combustion chamber of the fuel preheater 1. The water pump inside the fuel preheater 1 starts working. At this time, the air conditioning circulation system is blocked by the flow control solenoid valve 6 on the return pipe of the cab heating system 3, preventing circulation. Meanwhile, the engine coolant flows sequentially through the outlet of the engine water tank 2 and the first diverter valve 4 into the fuel preheater 1. The fuel preheater 1 heats the coolant, and the heated water flows back into the engine water tank 2 through the outlet of the fuel preheater 1 and the second diverter valve 5, thus achieving the purpose of heating the engine. With this structure, when the flow control solenoid valve 6 is closed, the coolant only circulates between the engine water tank 2 and the fuel preheater 1. At this time, the engine lubricating oil temperature can be raised to the critical flow state, reducing cold start wear.

[0040] (ii) During the preheating period, turn on the cab heater (air conditioner).

[0041] When the fuel preheater 1 is in operation, and the air conditioning switch is turned on and the air conditioning heating knob is adjusted, the flow control solenoid valve 6 adjusts its opening according to the air conditioning heating knob setting, resulting in a change in the internal resistance of the pipeline, which causes a change in the direction of water circulation. The first diversion valve 4 and the second diversion valve 5 activate the third diversion path, connecting to the cab heating system 3. At this time, the coolant flows out through the outlet of the cab heating system 3 and enters the first diversion valve 4. After mixing with the engine coolant in the first diversion valve 4, it enters the fuel preheater 1. The fuel preheater 1 heats the coolant. After heating, it enters the second diversion valve 5 through the preheater outlet and is then diverted. The main path returns to the engine water tank 2 to heat the engine; the branch path flows through the flow control solenoid valve 6 and enters the cab heating system 3, where it heats the cab via the heater radiator.

[0042] The air conditioning heating knob changes the internal resistance of the pipeline by controlling the opening of the flow control solenoid valve 6, thereby achieving stepless adjustment of the heat distribution ratio. When the air conditioning heating knob is turned up, the opening of the flow control solenoid valve 6 increases, and the flow of coolant to the heating system increases; when the heating knob is turned down, the opening of the flow control solenoid valve 6 decreases, and more coolant flows to the engine water tank 2, thus achieving simultaneous operation of engine preheating and cab heating and flexible heat distribution.

[0043] By combining the first and second flow divider valves and the flow control solenoid valve, independent or synchronous operation of engine preheating and cab heating can be achieved. Furthermore, the heat distribution ratio of the fuel preheater can be steplessly adjusted, enabling flexible switching between engine preheating and cab heating. This reduces cold-start wear while improving operational comfort. It not only solves the problem of abnormal wear on engine components due to insufficient lubrication during cold starts in low-temperature and high-altitude environments, but also addresses the issue of insufficient cab heating caused by slow engine warm-up.

[0044] (III) Working principle of electromagnetic oil pump 8 to prevent air suction

[0045] The electromagnetic fuel pump 8 is fixed to the outer wall of the fuel tank 7 via a fixed bracket 9, and is located at the highest liquid level of the fuel tank 7 at 1 / 2. The fuel pipe 81 before the pump extends from the fuel outlet at the bottom of the fuel tank 7 to the fuel inlet of the electromagnetic fuel pump 8, and the fuel pipe 82 after the pump is connected to the fuel inlet of the fuel preheater 1. Both pipes are fully immersed in fuel, and the principle of communicating vessels is used to remove air bubbles inside the pipes. After the electromagnetic fuel pump 8 is energized, it can directly draw liquid fuel. This design can avoid the delay process that traditional high-position fuel pumps need to wait for the fuel pump to pre-evacuate air when starting the fuel preheater 1. This design reduces the ignition time of the preheater, improves the initial ignition success rate, and avoids the problems of ignition failure or start-up delay caused by low air pressure and easy vaporization of fuel in high-altitude areas.

[0046] The foregoing has shown and described the basic principles, main features, and advantages of this utility model. Those skilled in the art should understand that this utility model is not limited to the above embodiments. The embodiments and descriptions in the specification are merely illustrative of the principles of this utility model. Various changes and modifications can be made to this utility model without departing from its spirit and scope, and all such changes and modifications fall within the scope of the claims. The scope of protection of this utility model is defined by the appended claims and their equivalents.

Claims

1. A water heating device for engineering machinery, comprising a fuel preheater (1), an engine water tank (2), and a cab heating system (3); characterized in that, The engine water tank (2), fuel preheater (1), and cab heating system (3) form a parallel water circulation network through the first diversion valve (4) and the second diversion valve (5); The outlet of the engine water tank (2) is connected to the first inlet of the first diversion valve (4); the outlet of the first diversion valve (4) is connected to the fuel preheater (1), the hot water outlet of the fuel preheater (1) is connected to the second diversion valve (5), and the first outlet of the second diversion valve (5) is connected to the inlet of the engine water tank (2). The second outlet of the second diversion valve (5) is connected to the return outlet of the cab heating system (3), and the outlet of the cab heating system (3) is connected to the second inlet of the first diversion valve (4); A flow control solenoid valve (6) is installed on the return water pipe of the heating system (3). The flow control solenoid valve (6) is electrically connected to the air conditioning heating knob in the cab. The opening degree is controlled by the air conditioning heating knob to adjust the flow rate of coolant to the heating system (3) in the cab.

2. The engineering machinery water heating device according to claim 1, characterized in that... When the flow control solenoid valve (6) is closed, the coolant in the parallel water circulation network circulates only between the engine water tank (2) and the fuel preheater (1).

3. The water heating device for engineering machinery according to claim 1, characterized in that... The first diverter valve (4) and the second diverter valve (5) are three-way valves.

4. The engineering machinery water heating device according to claim 1, characterized in that: It also includes a fuel tank (7), and the fuel supply end of the fuel preheater (1) is connected to a fuel pumping device via a fuel delivery pipe.

5. The engineering machinery water heating device according to claim 4, characterized in that: The fuel pumping device is mounted on the outer wall of the fuel tank (7) via a fixed bracket (9).

6. The engineering machinery water heating device according to claim 5, characterized in that: The fuel pumping device is installed at a predetermined height below the fuel level in the fuel tank (7).

7. A water heating device for engineering machinery according to claim 6, characterized in that: The fuel pumping device is installed at 1 / 2 of the highest liquid level in the fuel tank (7).

8. A water heating device for engineering machinery according to claim 5, characterized in that: The fuel pumping device is an electromagnetic oil pump (8).

9. A water heating device for engineering machinery according to claim 8, characterized in that: The oil supply pipe includes a pre-pump oil pipe (81) and a post-pump oil pipe (82). One end of the pre-pump oil pipe (81) is connected to the oil inlet at the bottom of the fuel tank (7), and the other end extends to the oil inlet of the electromagnetic oil pump (8). One end of the post-pump oil pipe (82) is connected to the oil outlet of the electromagnetic oil pump (8), and the other end is connected to the fuel inlet of the fuel preheater (1).

Images