RU83982U1 - SYSTEM OF AUTONOMOUS HEATING OF DIESELS OF DIESEL DIESEL TRANSPORT "VORTEX" - Google Patents

Abstract

An autonomous heating system for diesel locomotive diesel engines, including a water mechanical heat generator, a three-phase asynchronous common industrial electric motor UHL2, a water-oil heat exchanger, an auxiliary diesel generator set, a power supply, a control system, a warning unit and a special fuel tank of 30 l, characterized in that in the room a refrigerator autonomous diesel generator set with a capacity of not more than 12 kW is installed, which is a source of alternating current electric energy for power Ia heat generator.

Description

The nature of the application of the autonomous heating system has a fairly wide range in the field of energy-saving technologies in railway transport, and in particular, the system can be used in locomotive depots for heating diesel engines.

The main cost item for the operation of diesel locomotives is diesel fuel, the consumption of which reaches from 30% to 80% when the diesel locomotives are idling (especially winter heating). The use of water as a coolant in existing diesel engines and the high viscosity of diesel oil at low temperatures do not allow the diesel engine to be shut off.

At the moment, several projects have been developed to modernize diesel locomotives to reduce diesel fuel consumption during hot downtime:

- system (“stop-start”), a system to automatically stop and start the engine, depending on its temperature;

- a system for warming up a diesel engine from an external heat-hydraulic installation;

- a system for heating a diesel engine from an external source of electricity;

- a system for electric heating of a diesel engine from an auxiliary diesel generator set;

- A diesel engine heating system using heat generators.

Known System ("stop-start"), a system to automatically stop and start the engine depending on its temperature (the main developers of the technology of stopping and starting the engine ("stop-start") by Kim Hotstart and ZTR Control Systems), which provides fuel economy at idle engine operating mode. This kit includes the Kim Hotstart DDHS system and the ZTR SmartStart® locomotive power system shutdown system. The SmartStart system is designed to automatically turn off and on both the engine of the locomotive and the Hotstart system in order to maintain the required engine temperature, battery voltage and brake pressure. [www.css-rzd.ru/ZDM/03-2004/03109.htm]

The disadvantages of the system are: diesel engine consumption, battery discharge, reduced, but still high fuel consumption.

Known System for heating a diesel engine from an external heat-hydraulic installation, including: an external tank with hot water, hoses and a hydraulic pump.

The disadvantages of the system is that the system is stationary with low reliability, [www.tbg.ru/cgi-bin/pub/news/1?c=viewNews&news=1092]

Known System for heating a diesel engine from an external source of electricity.

Development of the department "Electric Railway Transport" SamGAPS.

Results of work:

- A system of warming up a diesel engine;

- The heating system of traction motors;

- Battery recharging system;

- Alarm system and diesel start;

- The processor of the base module;

- Network and external devices.

To ensure the operation of the system requires an external power source with a voltage of U = 380 V.

Differences of this development from prototypes:

The scheme with unified systems is applied: heating of water and diesel oil, heating of traction motors, recharging the battery.

The system provides automatic maintenance of the set temperature of cooling water at the set level (it can vary from 20 to 80 ° C) at an outdoor temperature of -50 ° C, electric heating of the driver’s cab, battery charging and periodic pumping of oil.

With a hot sediment of a two-section diesel locomotive for 12 hours, the use of the system reduces the fuel consumption for heating by 90-100 kg.

In this case, the diesel engine life is not consumed and the coking of the diesel exhaust tract is reduced.

Disadvantages: To ensure the operation of the system, an external power source with a voltage of U = 380V and a power of 100 kVA. Is required, which is possible under a depot, or on specially equipped sludge tracks. [http: // www. samiit.ru/pod/kafedr/egt/niokr.php]

Known System for electric heating of a diesel engine from an auxiliary diesel generator set.

Fuel economy is largely achieved by shutting down the main engine when the locomotive has been in sludge for a long time. Equipment for heating manufactured by Kim Hotstart driven by a Lister Petter auxiliary diesel engine. The DDHS heating system, the equipment of which is installed under the hood in the rear of the locomotive, does not require external power to keep the battery in a charged state, maintains the oil and water temperature at the proper level and ensures that the temperature in the control cabin is not lower than 10 ° С.

Kim Hotstart and ZTR are working together on a new intelligent hot start system. This system combines DDHS heating technology and Smart Start control. The system automatically turns off and turns on both the main diesel engine of the diesel locomotive and the heating system if it is necessary to maintain the required values of the operating temperature of the diesel engine, battery voltage and pressure in the brake system to minimize the number of hours of diesel operation. This, in turn, leads to a decrease

fuel and oil consumption, exhaust emissions, noise levels, engine wear and deposits in the fuel, oil and water systems of a diesel locomotive. The system also provides the necessary redundancy and data logging, so that real fuel economy can be monitored. The first such system was installed in August 2002 on a GP38 series diesel locomotive.

Another catch-rail technology that saves fuel while idling is the K9 APU auxiliary power unit, developed by Eco-Trans Technologies, a joint venture between CSXT and Road and Rail Inc. This unit with dimensions of 0.915 * 0.915 * 1.22 m heats the water and oil of the main engine during the termination of its operation. Consumption is 10% of fuel consumption at idle engine operation.

The disadvantages of the electric diesel heating system from the auxiliary diesel generator set are:

- lower efficiency due to multiple energy conversion;

- high price;

- low resource electric heaters;

- lack of space for placement, especially on shunting diesel locomotives;

- the need to service additional ICE.

[http: // www. samiit.ru/pod/kafedr/egt/niokr.php]

Known System for heating a diesel engine using heat generators, which is the closest analogue.

The heating system of the diesel shunting diesel locomotive (SPDTM) "GOLFSTREAM" company "Delway Management".

LLC “UK“ Dalway Management ”together with CJSC“ KP LTD ”created an autonomous automated system for maintaining the temperature (AASP) of water and oil in locomotive engines - AASP“ Gulfstream ”.

The system uses boilers - heat exchangers (the combustion energy of the fuel is immediately converted to heat) as a heating source. Exhaust fumes additionally heat the cooling sections. The system is fully automated. To turn it on, the driver just needs to translate the toggle switch in the cab, otherwise the system will automatically turn off the engine and turn on the heating. The movement of water and oil is carried out by small-sized circulation pumps with brushless motors with low energy consumption. Additional batteries are installed to power the pumps and other electrical mechanisms. Battery capacity is calculated from the maximum autonomous downtime. In the event of a voltage drop on additional batteries, the system will automatically switch to powered by a standard diesel locomotive battery and notify responsible persons.

Efficiency:

- fuel economy;

- increase engine life;

- reduction in the number of required staff

- reduction of air emissions

- autonomy Functions of the heating system of the Gulfstream locomotive:

1. Maintenance in an automated mode of working temperature:

- coolant in the range of 60 ... 80 ° C;

- oils in the range of 40 ... 50 ° C;

air in the driver’s cab 15 ... 30 ° С at external temperatures from +10 to -50 ° С;

2. Issuing messages about violations in the functioning of the system to responsible persons via radio and GSM telephone lines.

The disadvantages of the heating system of the Gulfstream locomotive are:

- the presence of three heat generators (water, oil and air for heating the driver's cab);

- the need to install additional batteries for powering the pumps and other electrical mechanisms;

- exhaust gases that additionally heat the cooling sections during long-term operation pollute the sections, which may lead to a deterioration in their operation, in addition to the possibility of exhaust gases from the air heat generator entering the driver’s cab;

- the presence of three additional fuel pipes of small cross-section from the fuel tank may lead to their freezing;

- excessive duplication of information by the AASP system - five phone numbers and two operators. [www.delway.ru/Delway_AASP.PDF] The proposed autonomous heating system for diesel engines of Vikhr diesel locomotives includes the following elements:

1) A water-based mechanical heat generator installed in the engine compartment of the engine room of TEM-type diesel locomotives, between the diesel engine and the refrigerator shaft. The heat generator cuts into the main diesel cooling line through an additional non-return valve. A three-phase asynchronous common industrial electric motor (ED) with a climatic modification UHL-2 is installed on the common frame, on the flange of which there is a body of a water mechanical heat generator. The heat generator electric motor receives power from an autonomous diesel generator set (DGU), the fuel for which comes from a special fuel tank with automatic maintenance of the fuel level from a standard diesel locomotive fuel system.

2) Water-oil heat exchanger (TDC) installed in the engine compartment under the expansion tank. Serves to maintain an oil temperature sufficient to start the diesel engine by heating it with water from the circuit of the Whirlwind system. Oil through TDC

It is driven by a small-sized circulation pump along the circuit: crankcase - TDC - crankcase.

3) The driver’s cab is heated by a standard air heater, in case of insufficiency of which, the cab is equipped with a small-sized air heat generator. Exhaust gases through a special collector are discharged into the atmosphere under the body frame of the locomotive.

4) An autonomous diesel generator set installed in the room of the refrigerator shaft with a capacity of not more than 12 kW (the power is determined by the dimensions of the engine compartment of the TEM-2 shunting diesel locomotive).

5) A power supply unit housed in a standard high-voltage chamber provides for the possibility of powering the system from an external source of alternating three-phase current 380 V and from a rechargeable battery of a locomotive of 75 V DC.

6) The control and monitoring unit located in the driver’s cab automatically controls and maintains the water temperature of the diesel engine’s cooling system (20-80 ° C), diesel oil temperature (20-50 ° C), and the air temperature of the control cabin (10- 25 ° C) and the presence and level of fuel in the additional fuel tank.

7) The warning unit, located in the driver’s cab, notifies personnel with sound signals and light indications of turning the system on and off, as well as emergency operating conditions. At the same time, the notification unit via the GPS system duplicates the operation parameters to the console of the on-duty depot manager.

8) A special fuel tank with a volume of 30 liters (taking into account the eight-hour continuous operation of the system) to ensure the supply of diesel fuel to an autonomous diesel generator set. It is installed in the engine compartment on a cantilever beam above the fine oil filter. The fuel level in the tank is automatically maintained from a standard diesel locomotive fuel system. The fuel level is controlled by a warning unit.

Fig. 1 shows the structural diagram of the autonomous heating system for diesel engines of the Whirlwind diesel locomotives.

The Whirlwind system is started and shut down by force by the locomotive driver, depending on the train situation, from the driver’s console in order to save diesel engine life and save diesel fuel.

After starting the “Whirlwind”, when the water temperature in the diesel cooling system rises to t-65 ° C, the heat generator should automatically turn off, and when it drops to t-45 ° C, turn on.

To control the water temperature in the system, a contact temperature sensor 15 is provided, the response temperature of which can vary from 0 to 120 ° C.

The contacts of the specified sensor are included in the inclusion circuit of the heat generator 11.

To control the temperature in the driver’s cab, a temperature sensor 13 is provided, the control parameters of which are regulated from 5 to 25 ° C.

The sensor contacts are included in the circuit of the heater 4.

A prerequisite for the proper operation of the heat generator 11 is the constant presence of water in the cooling system. To control the water level, a sensor 17 is provided in the expansion tank of the diesel engine water cooling system 6, which prevents the Whirlwind system from starting when water falls below an acceptable level.

The control of diesel fuel consumption is carried out according to the readings of the flow meters 18 and the excess fuel drain counter 19. Thus, the amount of spent fuel is determined by the difference in the readings of the counters 18 and 19.

For reliable operation of the Whirlwind system, the following parameters must be controlled by the electronics unit:

- inclusion of an electric energy source (autonomous diesel generator set), i.e. the presence of a voltage of ~ 380V at the source output when it is started and further turned on at the command of the control unit of the Whirlwind system, depending on the water temperature in the diesel locomotive system.

- removal of voltage ~ 380V from the source of electric energy with increasing water temperature in the diesel system t-65 C and higher (autonomous diesel generator set is muffled).

- control of the temperature increment At at the exit from the VTG. With a positive At - continues to control the work, with a negative and zero - it turns off the stand-alone diesel-generator set of the Whirlwind system.

- turning on and off the oil pump at an oil temperature in the range of 35-50 ° C.

- blocking the start of the vortex heat generator while the diesel engine is running.

- the level of diesel fuel in the tank of an autonomous diesel-generator unit of the Whirlwind system.

To account for diesel engine hours, the installation of a crankshaft speed sensor is provided. It also provides for the installation of a control panel with an indication screen on the driver’s console.

Control over the above mentioned processes is carried out through the GPS channel and a radio signal with the ability to read information from an external medium.

Technical and economic indicators of the autonomous heating system for diesel engines of the Whirlwind diesel locomotives:

Heat carrier temperature: water up to 80 ° С of oil up to 60 ° С.

When using an electric motor, the constant efficiency of the installation is 96% -98%. For comparison: heating elements and electrode boilers during operation reduce their efficiency (from 90%) and burn out, while the design energy consumption is saved, which leads to a significant cost overrun.

The power of the heat generator is from 7 kW and above (electric motors, internal combustion engines, and other mechanisms are used as the drive of the installation).

To heat 1 m ^{3 of} water at 10 ° C will require 1 kW of electricity. The heating rate depends on the capacity of the installation.

Estimated manufacturing cost of a heat generator set, including an electric control panel with appropriate automation, installation and commissioning of a heat generator with a capacity of 30 kW - 300 thousand rubles.

The cost of the heat generator, installation, commissioning is specified and determined with the issued technical specifications of the customer at actual costs.

Calculation of fuel economy.

When using a diesel locomotive heating system with a vortex mechanical heat generator:

Passport fuel consumption of the TEM 2 locomotive for one hour of hot sludge - 7 kg.

The average time a locomotive is in hot sediment is 8 hours / day.

Total daily diesel fuel consumption for heating 7 * 8 = 56 kg.

The cost of diesel fuel consumed for heating (with a purchase price of 1 kg 20 rubles) 56 * 20 = 1120 p.

With an average winter period of 180 days, the consumption will be

1120 * 180 = 201 600 rub.

When using an automated diesel locomotive heating system with a liquid heat generator or auxiliary diesel engine:

At a maximum flow rate of 4.5 l / h = 4.1 kg / h in 8 hours, taking into account the utilization of the heating system (0.8), it will be 26.6 kg.

The cost of 26.6 * 20 = 532 rubles

SAVING is 1120-532 = 588 rubles.

With an average winter period of 180 days, the consumption will be

588 * 180 = 105 840 rub.

Taking into account the fact that the passport fuel consumption of a TEM diesel locomotive for one hour of hot sludge differs from the actual one by 20-100%, the economy increases proportionally.

Additional savings items.

Since when using the heating system 30% of the working time, the diesel locomotive will be in a muffled state, as a result of this there is a significant saving in motor resources.

Since the main wear of the locomotive’s batteries is directly related to the start-up process of the diesel generator set, due to the flow of large discharge currents (1800-2200 A), depending on the moment of resistance on the crankshaft. This short-term transient process, proceeding under the exact observance of the operating conditions of a diesel locomotive, stops after 5-8 s from the initial current surge. A characteristic feature of a large discharge (starting) current is direct proportionality to the moment of resistance on the diesel shaft and an inverse proportional dependence on the temperature state of the parts of the connecting rod-piston group. So, the initial moment of resistance on the diesel shaft (at a total diesel temperature of 20 ° C) is 436 N / m, and at a temperature of 60 ° C it decreases to 240-260 N / m. As a result of this, there is a significant increase in the service life of rechargeable batteries by 15-20% due to a decrease in the starts of the diesel generator set for heating.

Claims (1)

An autonomous heating system for diesel locomotive diesel engines, including a water mechanical heat generator, a three-phase asynchronous common industrial electric motor UHL2, a water-oil heat exchanger, an auxiliary diesel generator set, a power supply, a control system, a warning unit and a special fuel tank of 30 l, characterized in that in the room refrigerator compartment installed autonomous diesel generator set with a capacity of not more than 12 kW, which is a source of AC electric energy for power Ia heat generator.