RU2814320C1 - Power plant cooling system of railway vehicle with several internal combustion engines - Google Patents

Abstract

FIELD: cooling systems.

SUBSTANCE: invention relates to cooling systems of power plants of railway vehicles implemented on the basis of several internal combustion engines, which can operate both jointly and independently from each other. Disclosed is a cooling system of a power plant of a railway vehicle with several internal combustion engines 1, 2, comprising centrifugal pumps 3, 4 of cooling liquid of each of the engines, connected to cooling cavities 5, 6 of corresponding engines, expansion tanks 26, 27 and cooling radiators 9, 10. Thermostatic valves 7, 8 are installed at the outputs of each of engines 1, 2. Expansion tanks 26, 27 of each engine are connected by equalizing pipeline 28 equipped with isolating valve 29. Isolating valves 15, 16, 24, 25 are additionally installed on pipelines 17, 23 connecting engines 1, 2, and in parallel to engines there connected are heater 20 of control cabin and bypass pipeline 21, which are interconnected by three-way switching valves 19, 22.

EFFECT: higher efficiency, reliability and repairability of cooling system of power plant.

1 cl, 1 dwg

Description

The invention relates to cooling systems for power plants of railway vehicles, implemented on the basis of several internal combustion engines, which can operate both jointly and independently of each other.

The known cooling system for the TEM14 diesel locomotive is equipped with two internal combustion engines of the 8DM-21 series. This cooling system of the power plant consists of cooling systems for each of the engines, but is distinguished by the presence of additional pipelines with remotely controlled valves installed on them, which allow, at a certain position of the valves, to heat the idle engine from the cooling system of the operating engine by bypassing the heated coolant from the hot circuit to cold and then into the hot circuits of the cooling system of an idle engine, followed by the return of coolant to a running engine.

The cooling system of each engine contains two centrifugal coolant pumps, engine cooling cavities, sections of the water-air radiator of the hot and cold circuits, a water-oil heat exchanger, a radiator air fan with a drive, a coolant pipeline, a liquid temperature sensor, and an automatic activation system for the air fan drive. (Diesel locomotive TEM14 Operation Manual).

The disadvantages of this design of the locomotive cooling system are:

- complication and increase in cost of the system due to the use of remotely controlled valves on pipelines connecting engine cooling systems;

- low maintainability of the diesel locomotive, caused by an excessive number of connecting pipelines, ensuring that the heated coolant of the running engine fills first the cold and then the hot circuits of the cooling system of the idle engine;

- reduced efficiency of warming up an idle engine, caused by the initial filling of the cold circuit of an idle engine with heated coolant of a running engine;

- release of coolant from the engine cooling system through the steam-air valves of the expansion tanks, caused by possible malfunctions of remotely controlled valves.

Also known is the cooling system of the power plant of a two-diesel diesel locomotive, chosen as a prototype, containing centrifugal coolant pumps of each of the diesel engines, the discharge cavities of which are connected to the cooling cavities of the corresponding diesel engines, air radiators, coolant pipelines, the coolant outlets of which from the cavity of the radiators are connected to the inputs of the centrifugal coolant pumps of another diesel engine (RF patent RU2375211, published 12/10/2009 Bulletin No. 34).

The disadvantage of this solution is that the expansion tanks of each engine are not directly connected to each other, which, when operating engines with different crankshaft speeds, can cause overflow of one expansion tank and emptying of the other, thereby reducing the efficiency of the cooling system of the power plant as a whole.

The technical objective of the present invention is to create a system capable of effectively maintaining the thermal state of a power plant, implemented on the basis of several internal combustion engines, combining such capabilities as maintaining the thermal state of the power plant in constant readiness for starting and receiving load by the engines without additional time and energy, increasing the efficiency of warming up an idle engine due to the effective distribution of coolant flow directions from a running engine, improving the conditions for maintainability of a railway vehicle and reducing the cost of its production by eliminating communication lines that create ineffective flow directions of coolant flows, as well as devoid of the disadvantages of the considered analogues given above.

The technical result of the proposed invention is to increase the efficiency of the cooling system of the power plant of a railway vehicle, increase its reliability and maintainability.

The specified technical result is achieved thanks to the cooling system of the power plant of a railway vehicle with several internal combustion engines, which contains centrifugal coolant pumps of each engine connected to the cooling cavities of the corresponding engines, expansion tanks and cooling radiators, the system elements are connected by coolant pipelines. In this case, thermostatic valves are installed at the outputs of each of the engines, and the expansion tanks of each of the engines are connected by an equalizing pipeline equipped with an isolation valve. Isolation valves are additionally installed on the pipelines connecting the engines, and a control cabin heater and a bypass pipeline are connected in parallel to the engines, connected by three-way switching valves.

The system connects the elements of the cooling system of individual engines to each other in such a way that it automatically heats up the idle engine and maintains it in a state of readiness to start and receive a load due to the heat generated by the running engine; the system additionally connects the expansion tanks of the power plant engines, which eliminates system failures cooling.

Figure 1 shows a diagram of the cooling system of a vehicle power plant, implemented on the basis of two internal combustion engines.

If there are more motors in the power plant, the principle of operation of the circuit does not change; additional motors are connected in parallel.

On a railway vehicle, the power plant of which is based on two internal combustion engines, there are engines 1 and 2, respectively, which can operate either independently of each other or together.

The cooling system of such a power plant includes centrifugal coolant pumps 3 and 4, cooling cavities of engines 5 and 6, thermostatic valves 7 and 8, respectively, of engines 1 and 2, sections of water-air radiators 9 and 10, coolant pipelines:

- pipelines 11 and 12 - pipelines of the small circle of the cooling system of engines 1 and 2;

- pipelines 13 and 14 - pipelines of a large circle of the cooling system of engines 1 and 2;

- pipelines 17 and 23 - connecting pipelines of cooling systems of engines 1 and 2;

- pipelines 30 and 31 - make-up pipelines of the cooling systems of engines 1 and 2;

- pipeline 28 - equalizing pipeline of expansion tanks 26 and 27 of engines 1 and 2;

- pipeline 21 - cabin heater bypass pipeline. Expansion tanks 26 and 27, isolation valves 15, 16, 24, 25, 29, three-way switch valves 19 and 22, control cabin heating air heater 20.

Within the framework of the basic hydraulic diagram shown in Fig. 1, the operation of auxiliary devices of the power plant, such as fans for blowing sections of water-air radiators and devices that cause their activation, heat exchange devices with engine oil and charge air and other auxiliary devices, is not considered Different internal combustion engines have different designs and, accordingly, operating principles for these auxiliary devices.

The power plant cooling system operates as follows: a) general provisions:

- the cooling system in question is filled with coolant, the thermal expansion of which as a result of the operation of engine 1 and/or engine 2 is compensated by a vapor-air layer in expansion tanks 26 and 27;

- isolation valves 15, 16, 24, 25, 29 are designed to isolate the cooling systems of engine 1 and engine 2 from each other in cases of critical malfunctions that prevent the operation of a single cooling system;

- three-way switch valves 19 and 22 are designed to control the flow of coolant through the heating coil of the control cabin 20 in order to regulate the air temperature in the control cabin;

- pipeline 28 is designed to level the coolant level in expansion tanks 26 and 27 of engines 1 and 2 in transient modes (when engines operate at different crankshaft speeds);

b) operating mode - the first engine is running, the second engine is not working:

- centrifugal pump 3 of engine 1 creates a flow of coolant through the cooling cavity 5;

- at the exit from the cooling cavity 5 of engine 1, the coolant flow is divided into two streams, one of which (depending on the temperature of the coolant of engine 1) through the thermostatic valve 7 is directed directly to the inlet of the centrifugal pump 3 through pipeline 11 or through water-air sections radiator 9 through pipeline 13;

- the other part of the coolant flow from the outlet of the cooling cavity 5 of the engine 1 is directed through the isolation valve 15 into the pipeline 17 where it is divided into two flows, one of which is through the three-way switching valve 19 through the pipeline 21 or through the control cabin heating air heater 20 and then through the three-way switching valve 22, isolation valve 24 through pipeline 23 is directed to the inlet of centrifugal pump 3;

- the other part of the coolant flow through pipeline 17 through the isolation valve 16 is directed to the engine 2 to a point between the cooling cavity 6 and the thermostatic valve 8, where it is divided into two flows, which are sent to the pipeline 23 in two ways: one is sent through the cooling cavity 6 and centrifugal pump 4, the second, depending on the temperature of the coolant, through the thermostatic valve 8 directly into pipeline 23 via pipeline 12 or through sections of the water-air radiator 10 via pipeline 14;

- the flow of coolant from engine 2 combined in pipeline 23 returns to the input of centrifugal pump 3 of engine 1 through isolation valves 25 and 24;

c) operating mode - the second engine is running, the first engine is not working:

- centrifugal pump 4 of engine 2 creates a flow of coolant through the cooling cavity 6;

- at the exit from the cooling cavity 6 of engine 2, the coolant flow is divided into two streams, one of which (depending on the temperature of the coolant of engine 2) through the thermostatic valve 8 is directed directly to the inlet of the centrifugal pump 4 through pipeline 12 or through water-air sections radiator 10 through pipeline 14;

- the other part of the coolant flow from the outlet of the cooling cavity 6 of the engine 2 is directed through the isolation valve 16 into the pipeline 17 where it is divided into two flows, one of which is through the three-way switching valve 19 through the pipeline 21 or through the control cabin heating air heater 20 and then through the three-way switching valve 22, isolation valve 25 through pipeline 23 is directed to the inlet of the centrifugal pump 4;

- the other part of the coolant flow through pipeline 17 through the isolation valve 15 is directed to the engine 1 to the point between the cooling cavity 5 and the thermostatic valve 7, where it is divided into two flows, which are sent to the pipeline 23 in two ways: one is sent through the cooling cavity 5 and centrifugal pump 3, the second, depending on the temperature of the coolant, through the thermostatic valve 7 directly into pipeline 23 via pipeline 11 or through sections of the water-air radiator 9 via pipeline 13;

- the coolant flow from engine 1 combined in pipeline 23 returns to the input of centrifugal pump 4 of engine 2 through isolation valves 24 and 25;

d) operating mode - both engines are running:

- centrifugal pumps 3 and 4 of engines 1 and 2 create coolant flows through cooling cavities 5 and 6;

- at the exit from the cooling cavity 5 of engine 1, the coolant flow is divided into two streams, one of which (depending on the temperature of the coolant of engine 1) through the thermostatic valve 7 is directed directly to the inlet of the centrifugal pump 3 through pipeline 11 or through water-air sections radiator 9 through pipeline 13;

- at the exit from the cooling cavity 6 of engine 2, the coolant flow is divided into two streams, one of which (depending on the temperature of the coolant of engine 2 through the thermostatic valve 8 is directed directly to the inlet of the centrifugal pump 4 through pipeline 12 or through sections of the water-air radiator 10 via pipeline 14;

- parts of the coolant flows from engine 1 and engine 2 through isolation valves 15 and 16 are combined in pipeline 17 at the entry point into the three-way switching valve 19 and then through pipeline 21 or through the heating air heater of the control cabin 20 are sent to pipeline 23 through the three-way switching valve 22 ;

- in pipeline 23, the combined flow of coolant is divided into two streams, which are directed to the entrance to centrifugal pumps 3 and 4 of engines 1 and 2 through isolation valves 24 and 25, respectively.

Claims (1)

A cooling system for a power plant of a railway vehicle with several internal combustion engines, containing centrifugal coolant pumps of each engine connected to the cooling cavities of the corresponding engines, expansion tanks and radiators connected by coolant pipelines, characterized in that thermostatic valves are installed at the outputs of each engine. valves, and the expansion tanks of each engine are connected by an equalizing pipeline equipped with an isolation valve, while isolation valves are additionally installed on the pipelines connecting the engines, and a control cabin heater and a bypass pipeline are connected in parallel to the engines, connected by three-way switching valves.

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