RU2137617C1 - Tank power plant - Google Patents

Abstract

FIELD: mechanical engineering; fighting tracked vehicles. SUBSTANCE: fighting tracked vehicle has liquid cooling system and centrifugal fan for building cooling air flow. Fan drive reduction gear is furnished with synchronizers, and Rank pipes are installed on oil coolers. When oil temperature in engine lubrication system rises to critical value, higher gear of reduction gear is cut in automatically, and compressed air is delivered into Rank pipes. Flow of cooled air is directed from pipe holes onto frontal surface of oil coolers. When oil temperature drops below critical value, air delivery into Rank pipes is cut off, and when temperature drops to preset value, reduction gear automatically shifts to low gear. EFFECT: enhanced operation reliability at heat stresses. 4 cl, 4 dwg

Description

 The invention relates to mechanical engineering and can be used in tracked combat vehicles having a liquid cooling system, in which a centrifugal fan is used to create a flow of cooling air.

 Known power plants of tanks with a liquid cooling system and forced circulation of coolant (Tank T-62. Technical description and instruction manual - M .: Military Publishing House, 1978, p. 259 - 281). To create an air flow through oil and water radiators, a centrifugal fan driven by the main engine is used. When operating in the spring-summer period, the power plant engine often works in conditions of increased thermal tension, at elevated temperatures of the coolant and oil. Operation in the mode of critical values of the temperature of the coolant and oil is associated with the danger of violation of the lubrication conditions of engine components and assemblies. If the temperature of the oil leaving the engine exceeds the maximum permissible, it is necessary to reduce the load and increase the engine speed. When conducting combat operations, the driver may either not pay attention to the readings of the oil temperature sensor, or in order to carry out the combat mission, not respond to it, or still be forced to reduce the speed of the tank. This can lead either to engine failure, or to failure to fulfill a combat mission.

 The prototype adopted the power plant of the T-72 tank (T-72A tank. Technical description and operating instructions. Book 2, part 1. - M.: Military Publishing, 1988, p. 345 - 407), containing a diesel engine, a closed system liquid cooling with water radiators, a lubrication system with a temperature sensor and oil radiators, a centrifugal fan with a drive and an air system with a compressor, air cylinders and an air reducer.

The disadvantages of the prototype is the need to manually turn on the increased stage in the fan drive at an ambient temperature above 25 ^o C, if during movement the temperature of the coolant and oil exceeds the critical temperature. Switching requires a complete engine shutdown, which is unacceptable in combat conditions. In addition, the main mode of operation of the fan drive is a low gear, and when the temperature drops to the operating range, switching to the main mode is required. A short-term increase in temperature when making marches is eliminated by movement in a lower transmission of the transmission at an increased rotational speed of the crankshaft, which leads to a decrease in the average marching speed. The operation of the engine at elevated temperatures of the coolant and oil leads to increased wear of the elements of the connecting rod and piston group and, ultimately, to reduce the life of the engine and reliability.

 The objective of the present invention is to increase the reliability of a tank power plant when operating in the mode of maximum thermal tension.

 This problem is solved by using synchronizers in the fan drive of the fan drive to automate the gear shifting process, and installing Rank vortex tubes on the edges of the engine oil coolers with air supply to them from compressed air cylinders.

 The invention is illustrated in FIG. 1, FIG. 2, FIG. 3 and FIG. 4.

 FIG. 1. Tank power plant.

 FIG. 2. Tank power plant. Schematic diagrams of an electronic control unit and a reversible electromagnet.

 FIG. 3. Tank power plant. An oil cooler with installed Rank pipes and a Rank vortex tube diagram.

 FIG. 4. Tank power plant. Kinematic diagram of a centrifugal fan drive gearbox with synchronizers.

 In FIG. 1 and 2, electrical and mechanical connections are shown in single lines, air flows and air pipelines are shown in double, and hydraulic connections are shown in triple lines. Existing elements and relationships are shown by solid lines, and new additional elements and relationships by dashed lines.

In FIG. 1 shows a diagram of a power plant, which contains:
1 - cylinders of compressed air;
2 - air gear;
3 - control throttle;
4 - high pressure compressor;
5 - electro-pneumatic valve;
6 - Rank vortex tube;
7 - electronic control unit;
8 - reverse electromagnet;
9 - centrifugal fan drive;
10 - centrifugal fan;
11 - oil temperature sensor;
12 - engine oil radiators;
13 - diesel engine.

In FIG. 2 is a schematic diagram of an electronic control unit and a reversible electromagnet. The diagram indicates:
REM - reversible electromagnet;
SEM - the core of the electromagnet;
D ₁ - the position sensor of the core of the reversible electromagnet with a high gear stage;
OEM ₁ - winding of an electromagnet for switching on a high gear stage;
OEM ₀ - winding of an electromagnet of inclusion of a reduced gear stage;
D ₀ - the position sensor of the core of the reversible electromagnet when the reduced gear stage is on;
ECU - electronic control unit;
K ₁ - amplifier of an electric circuit for switching on a high gear stage;
To ₀ is an amplifier of an electric circuit for switching on a reduced gear stage;
HE ₁ - logical circuit "NOT" of the electric circuit of inclusion of a high gear stage;
And ₁ - logical circuit "AND" of the electrical circuit of the inclusion of a high gear stage;
NOT ₀ - logic circuit "NOT" of the electric circuit for switching on the lowered gear stage;
OR ₀ - logic circuit "OR" of the electric circuit for switching on the lowered gear stage;
KU - switching unit;
K ₂ - an amplifier of an electric circuit for switching on an electro-pneumatic valve;
OR ₂ - logical circuit "OR" of the main electrical circuit of the electronic control unit;
And ₂ - logical circuit "AND" of the main electrical circuit of the electronic control unit;
SS _in - comparator of the electric circuit of the upper threshold temperature of the oil;
DOS _in - the reference signal sensor of the upper threshold oil temperature;
DOS _n - reference signal sensor of the lower threshold oil temperature;
SS _n - comparator of the electric circuit of the lower threshold oil temperature.

 In FIG. Figure 3 shows one of the options for installing Rank vortex tubes on the fins of an engine oil cooler and the basic design of Rank vortex tubes (A.P. Klimenko et al. Cold in mechanical engineering. -M.: Mechanical Engineering, 1969, p. 136 - 141). The vortex tube consists of a housing 14 with a nozzle 15 and a diaphragm 18, sections of the pipe warm 17 and cold 20 flows. At the end of the heat flow pipe section, a control choke 16 is installed, and the cold stream pipe section 20 has openings 19 from which cooled air enters the core of the oil cooler.

 Figure 4 shows the kinematic diagram of the gearbox of the fan drive, consisting of the gears of the guitar 21, small 26 and large 23 cylindrical gears of the gearbox, the front coupling 25 with synchronizers 24 and the shaft 22 with gears of the gearbox of the fan drive. To align the frequencies of rotation of the gears of the guitar and the shaft of the gearbox and shock-free engagement of the increased and lower gears of the fan drive, synchronizers of the corresponding standard size used in the gearbox of a car can be used (Automobiles AZLK 2141-01 and 2141-02 / L.I. Belkin, N.S. .Buchenkov, L.R. Gorelov et al. - 2nd ed., Revised and additional - M .: Mashinostroenie, 1993, p. 162 - 167).

The work of the alleged invention is as follows. When the power plant is operating, oil from the lubrication system of the engine 13 enters the radiators 12, is cooled, and then again enters the system. The high-pressure compressor 4, having a mechanical connection with the engine 13, fills the high-pressure cylinders 1 with compressed air. At nominal temperatures of the oil, the fan drive 9 is included in the lower gear stage. The signal from the temperature sensor. 11 enters the electronic control unit 7 at the first inputs of the comparators SS _in and SS _n , where it is compared with the signals from the outputs of the sensors of the reference signals DOS _in and DOS _n at the second inputs of the comparators SS _in and SS _n, respectively. The reference signal for the upper threshold value is formed on the basis of the critical oil temperature determined by the manufacturer of a particular diesel engine. The reference signal for the lower threshold oil temperature is selected from the value of the operating temperature range 8-10 ^o C below the upper limit.

The electronic control unit operates in several modes. The first mode of operation at the nominal value of the oil temperature and the lowered gear stage. The signal at the output of the SS comparator _is absent. The signal from the sensor Д _о arrives at the first input of the logic circuit OR _о , the output of which goes to the input of the logic circuit NOT _о . At the output of the NAND gate _{of the} signal is present, and the inclusion of an electromagnet coil low gear stage _of REM remains de-energized. If the oil temperature is in the operating range, but the oil temperature is above the lower threshold value, then the signal from the output of the comparator CC _{n is} fed to the first input of the AND ₂ logic circuit. There is no signal at the output of the logic circuit AND ₂ , because there is no signal at its second input. When the oil temperature decreases, the signal at the output of the comparator CC _n disappears. The winding of the electromagnet activate a lower gear stage _of REM still remains de-energized.

The electronic control unit switches to the second mode of operation at the nominal value of the oil temperature or when the lowered stage is off, or when the lowered stage of the gearbox is turned off spontaneously. In this case, the sensor D _о does not produce _a signal, there is no signal OR at the first input of the logic circuit, _{and there} is no signal at the second input of the signal at the operating temperature range either. From the output of the logic circuit OR _о to the input of the logic circuit NOT _{about the} signal is not received, but at the output of the logic circuit NOT _{о the} signal appears and goes to the input of the amplifier К _о , the output of which is connected to the input of the winding of the low-speed reduction gearbox ОЭ _о . Supply voltage to the coil of the electromagnet _of REM turns on the low gear stage. After turning on the lowered stage from the sensor Д _{о, the} signal goes to the first input of the logic circuit OR _о , from the output of which to the input of the logic circuit NOT _о . At its output there is a signal _{on the} REM winding is de-energized. Thus, at the nominal temperature of the oil, the possibility of turning off the fan or the operation of the engine with the fan turned off is excluded, thereby increasing the reliability of the cooling system.

In the third mode, the electronic control unit operates when a critical oil temperature is reached. From the first output of the SS comparator, _the signal through the amplifier K _{2 is} supplied to the electro-pneumatic valve 5, providing air to the Rank pipes and blowing cold air to the front surface of the radiators 12. From the second output of the SS comparator, _the signal goes to the first input of the OR logic ₂ circuit, from the output of which - to the input of the switching unit KU. The signal output from the first switch node CS is supplied to the second input _{of the} OR gate providing tripping electromagnet winding _of REM, if it has been enabled. The signal from the second output of the switching unit KU enters the first input of the logic circuit And ₁ . Since the high gear stage is not turned on, there is no signal from the output of the sensor D ₁ to the input of the logic circuit HE ₁ , and from the output of the logic circuit HE _{1, the} signal goes to the second input of the logic circuit I ₁ . The presence of two signals at the input of the logic circuit And ₁ leads to the formation of a signal at its output. The output of the logic circuit And ₁ is connected to the input of the amplifier K ₁ , where the signal is amplified and fed to the input of the winding of the high-speed gearbox 0EM ₁ . The supply of voltage to the winding of the electromagnet OEM ₁ leads to the inclusion of a high stage of the gearbox of the fan drive 9 and an increase in the air flow passing through the radiators 12 by increasing the speed of the fan 10. The inclusion of an increased stage of the gearbox of the drive of the fan 9 using the electromagnet 8 without stopping the motor 13 has become possible thanks to the use of synchronizers 24 for aligning the rotational speeds of the gears of the gearbox 26 and fan 10 and the shockless inclusion of an increased transmission of the drive. After switching on the high gear stage, the D ₁ sensor generates a signal, which from its output is fed to the input of the logic circuit HE ₁ . There is no signal at its output, respectively, there is no signal at the second input of the AND ₁ logic circuit either. Now the signal at the output of the logic circuit And _{1 is} absent and the winding of the electromagnet 0EM _{1 is} de-energized.

The fourth mode ensures that the electro-pneumatic valve 5 is switched off when the oil is cooled below the critical temperature and the fan gearbox automatically switches to a lower stage when the set value is reached in the operating temperature range. The signal generation on the SS comparator _c stops when the oil is cooled below the critical temperature, while the signal at the first input of the OR ₂ logic circuit is absent. The absence of a signal at the input of the amplifier K ₂ leads to the shutdown of the electro-pneumatic valve 5, which limits the flow of compressed air. The gearbox switches to the main mode of operation when the oil temperature drops to a predetermined value. The signal from the temperature sensor 11 is supplied to the first input of the comparator CC _n , where it is compared with the reference signal generated by the DOS _n . Since the signal from the temperature sensor has become lower than the reference signal, the output of comparator CC _n signal is present, respectively, and have it at the second input logic OR _2, the output of the logical OR circuit ₂ and outputs a switching node CG. No signal at the second input _{of the} OR gate leads to the appearance of the signal at the output of the NAND gate _of which is amplified and fed to the coil of the electromagnet _of REM, the inclusion providing low gear stage without stopping the engine. After switching on from the sensor Д _{о, the} signal goes to the first input of the logic circuit OR _о , from the output of which to the input of the logic circuit NOT _о . At its output there is no signal, REM solenoid coil is de-energized _about. The electronic control unit switches to the first mode of operation.

 Rank vortex tubes work as follows. The inclusion of the electro-pneumatic valve 5 connects the high-pressure cylinders 1 through the air reducer 2 to the vortex tubes of Rank 6. Compressed air from the high-pressure cylinders 1 flows tangentially through the nozzle 15 into the housing 14, swirls in it, and is divided into two flows. The cold stream through the diaphragm 18 goes into the tube 20, and the warm stream is discharged through the tube 17 and the choke 16. From the tube 20 of each vortex tube of the Rank, cooled air through the holes enters the front surface of the radiators 12. The quantitative relations between the temperatures of the flows and their flow rates depend on many design factors of the vortex tube Rank and can be regulated by a control choke 16 and an air gear 2.

 Thus, the present invention is able to maintain the optimum oil temperature at elevated ambient temperatures and extreme engine loads, and thereby improve the reliability of the tank power plant in high thermal stress mode.

Claims (4)

 1. Tank power plant comprising a diesel engine, a closed liquid cooling system with water radiators, a lubrication system with a temperature sensor and oil radiators, a centrifugal fan with a drive and an air system with a compressor, air cylinders and an air reactor, characterized in that it is equipped with vortex tubes The wound has a control throttle, an electronic control unit, a reversing electromagnet and an electro-pneumatic valve, and the fan drive gearbox is equipped with synchronizers.  2. The tank power plant according to claim 1, characterized in that the Rank vortex tubes are mounted on the edges of the engine oil radiators with the possibility of supplying them through pipelines from air cylinders through a gearbox and an electro-pneumatic valve and outputting a stream of cold air to the front surface of the oil radiator.  3. Tank power plant according to claim 1, characterized in that the inputs of the electronic control unit are in electrical communication with the output of the temperature sensor, and the outputs with an electromagnet and an electro-pneumatic valve.  4. The tank power plant according to claim 1, characterized in that the synchronizers in the gearbox of the fan drive are installed with the possibility of switching on the higher and lower stages of the drive without stopping the engine using a reversible electromagnet, the control signal to which is received from the electronic control unit.

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