WO2020052214A1 - 一种双燃料发动机监控及冷却装置 - Google Patents

一种双燃料发动机监控及冷却装置 Download PDF

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Publication number
WO2020052214A1
WO2020052214A1 PCT/CN2019/079218 CN2019079218W WO2020052214A1 WO 2020052214 A1 WO2020052214 A1 WO 2020052214A1 CN 2019079218 W CN2019079218 W CN 2019079218W WO 2020052214 A1 WO2020052214 A1 WO 2020052214A1
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WIPO (PCT)
Prior art keywords
cooling device
fuel engine
dual fuel
valve
engine monitoring
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PCT/CN2019/079218
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English (en)
French (fr)
Inventor
姜伟
胡国祥
李亚玮
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江苏恩达通用设备有限公司
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Publication of WO2020052214A1 publication Critical patent/WO2020052214A1/zh

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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P7/00—Controlling of coolant flow
    • F01P7/14—Controlling of coolant flow the coolant being liquid
    • F01P7/16—Controlling of coolant flow the coolant being liquid by thermostatic control
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P11/00—Component parts, details, or accessories not provided for in, or of interest apart from, groups F01P1/00 - F01P9/00
    • F01P11/14—Indicating devices; Other safety devices
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P7/00—Controlling of coolant flow
    • F01P7/14—Controlling of coolant flow the coolant being liquid
    • F01P2007/146—Controlling of coolant flow the coolant being liquid using valves

Definitions

  • the invention relates to a dual fuel engine monitoring and cooling device.
  • the dual-fuel engine monitoring and cooling device uses a three-way thermostat that controls the coolant flow rate.
  • the traditional mechanical thermostat has the following disadvantages:
  • the traditional mechanical thermostat senses the ambient temperature through the thermostat core. It will gradually open after reaching the opening temperature, and the response is slow.
  • the traditional mechanical thermostat can only be turned on at a set temperature, and cannot be intelligently adjusted according to the working state of the dual fuel engine.
  • thermostat of the resistance wire structure has the following disadvantages:
  • the thermostat with resistance wire structure has high requirements for resistance wire, and needs to meet the specific resistance, temperature coefficient, and temperature resistance.
  • the heating resistor winding process of the thermostat with resistance wire structure is complicated, the production process has been damaged, and the qualified rate is low.
  • the thermostat of the resistance wire structure has a short life.
  • the resistance wire is too thin and easy to burn.
  • the thermostat needs to be improved accordingly.
  • the technical problem to be solved by the present invention is to overcome the defects of poor thermostat control performance and short life in the prior art, and to provide an electronic thermostat that is easy to control and durable.
  • a dual fuel engine monitoring and cooling device characterized in that the dual fuel engine monitoring and cooling device includes an electronic thermostat, and the electronic thermostat includes: a three-way valve body, a valve cover assembly, an elastic member, and a heating device.
  • Sheet, alloy body and push rod a valve seat is provided inside the three-way valve body, the valve cover assembly abuts against the valve seat, and the elastic body pushes the valve cover assembly toward the valve seat; the The alloy body is fixed on the three-way valve body and is disposed on the same side of the valve seat with respect to the valve cover assembly; a sealed chamber is provided inside the alloy body, and the push rod is slidably inserted in In the alloy body, one end of the push rod is inserted into the sealed cavity, and the other end of the push rod exposes the alloy body and faces the valve cover assembly; the heating sheet is fixed in the sealed cavity. Indoor, the sealed chamber is filled with sealing material.
  • the sealing material is paraffin.
  • the thickness of the heating sheet is 1.5 mm.
  • the electronic thermostat further includes a gland and a base, two ends of the alloy body are opened, the gland seals one end of the alloy body, and the push rod is slidably inserted in In the gland, the base seals the opening at the other end of the alloy body, and the heating sheet is fixed on the base.
  • the gland is riveted to the alloy body.
  • the heating plate is connected to an external power source through a resistance line and a pin, and the resistance line is connected between the heating plate and the pin.
  • a sealing member is disposed in a groove of the valve cover assembly, and the sealing member is located between the valve seat and the valve cover assembly.
  • a flexible kit is provided in the sealed chamber, and the flexible kit wraps a part of the push rod located in the sealed chamber.
  • the flexible sleeve is a rubber sleeve.
  • a first end of the heating sheet is connected to the base, a second end of the heating sheet opposite to the first end forms a depression toward the first end, and the push rod is suspended in the Said above the depression.
  • the positive progress effect of the present invention is that the electronic thermostat adopts an electronic control method and uses a heating sheet instead of a resistance wire, so that the life of the electronic thermostat is increased and easy to control.
  • FIG. 1 is a schematic structural diagram of an electronic thermostat according to a preferred embodiment of the present invention.
  • FIG. 2 is a schematic structural diagram of a monitoring system according to a preferred embodiment of the present invention.
  • FIG. 3 is a schematic diagram of a sensing data acquisition unit in a monitoring system according to a preferred embodiment of the present invention.
  • the electronic thermostat 10 includes a three-way valve body 11, a bonnet assembly 12, an elastic member 13 (a spring in this embodiment), a heating sheet 14, an alloy body 15, and a push rod 16.
  • a valve seat 111 is provided inside the three-way valve main body 11, the valve cover assembly 12 abuts against the valve seat 111, and the elastic body pushes the valve cover assembly 12 toward the valve seat 111.
  • the alloy body 15 is fixed on the three-way valve body 11 and is disposed on the same side of the valve seat 111 with respect to the valve cover assembly 12.
  • the alloy body 15 is provided with a sealed cavity inside.
  • the push rod 16 is slidably inserted into the alloy body 15. One end of the push rod 16 is inserted into the sealed cavity. The other of the push rod 16 is One end exposes the alloy body 15 and faces the valve cover assembly 12.
  • the heating sheet 14 is fixed in the sealed chamber, and the sealed chamber is filled with paraffin 30.
  • the thickness of the heating sheet 14 is 1.5 mm.
  • the electronic thermostat 10 further includes a gland 17 and a base 18. Both ends of the alloy body 15 are opened.
  • the gland 17 seals one end of the alloy body 15, and the push rod 16 is slidable.
  • the ground is inserted into the pressing cover 17, the base 18 seals the opening at the other end of the alloy body 15, and the heating plate 14 is fixed to the base 18.
  • the pressing cover 17 is riveted to the alloy body 15.
  • the heating plate 14 is connected to an external power source through a resistance wire 21 and a pin 22, and the resistance wire 21 is connected between the heating plate 14 and the pin 22.
  • a sealing member 20 is disposed in the groove of the valve cover assembly 12, and the sealing member 20 is located between the valve seat 111 and the valve cover assembly 12.
  • the sealing member 20 is a sealing ring.
  • a flexible kit 19 is provided in the sealed chamber, and the flexible kit 19 surrounds a portion of the push rod 16 located in the sealed chamber.
  • the flexible sleeve 19 is a rubber sleeve.
  • a first end of the heating sheet 14 is connected to the base 18, a second end of the heating sheet 14 opposite to the first end forms a recess toward the first end, and the push rod 16 is suspended from Above the depression.
  • the heating plate 14 When the heating plate 14 is not energized, the push rod 16 does not contact the bonnet assembly 12, the bonnet assembly 12 abuts the valve seat 111 under the elastic force of the elastic member 13, and the large-flow water outlet of the three-way valve is closed.
  • the heating sheet 14 When the heating sheet 14 is energized, the heating sheet 14 heats the paraffin 30, and the paraffin 30 is thermally expanded, thereby squeezing the flexible kit 19 that wraps the push rod 16, the push rod 16 is pushed upward and lifts up the bonnet assembly 12, and the bonnet assembly 12 resists The elastic force of the elastic member 13 is released from the valve seat 111, and the large-flow water outlet of the three-way valve is opened.
  • a dual fuel engine monitoring and cooling device includes the electronic thermostat 10 as described above.
  • a vehicle battery safety monitoring system includes two batteries. Box and two driver's cabs located at both ends, two warning terminals are respectively located in the two driver's cabs, and each battery box is provided with a set of batteries. Because the battery safety test for each battery box is exactly the same, the following only describes the equipment involved in battery safety test for one battery box.
  • the vehicle battery safety monitoring system further includes a battery detection unit 101, a communication unit 102, a sensor detection unit, one communication line 401 and two train lines 402 and 403.
  • the sensing detection unit includes a sensing data acquisition unit 103, a smoke sensor 104, a temperature sensing cable 105, and a current sensor 106.
  • the battery detection unit 101 and the communication unit 102 are connected, and the smoke sensor 104, the temperature sensing cable 105, and the current sensor 106 are respectively connected to the sensing data acquisition unit 103.
  • the warning terminal 301 is installed in the driver's cab at the front end of the train, and the other warning terminal is installed in the driver's cab at the rear end of the train.
  • the sensor data acquisition unit 103 is connected to the warning terminal through train lines 402 and 403.
  • the communication unit 102 is connected to a warning terminal via a communication line 401.
  • the battery detection unit 101 completes the measurement of the detailed operating parameters of the battery.
  • the operating parameters include the cell voltage, the total battery voltage, the total battery current, the remaining power, the insulation resistance, and the battery temperature.
  • the smoke sensor 104 is installed above the battery, and is positioned at a discharge valve or a safety valve of the battery to detect the smoke generated by the battery.
  • the output of the smoke sensor 104 is a switching value, which is set as a normally closed contact of the relay. If the battery overheats or smolders and generates smoke, it escapes from the battery drain valve or safety valve or other parts and enters the smoke sensor 104. When the smoke concentration is sensed by the smoke sensor 104, the output alarm contact of the smoke sensor 104 is disconnected, and a smoke alarm signal is sent to the sensing data acquisition unit 103.
  • the temperature-sensing cable 105 is wound around the battery case and the output terminal to complete the battery overheating detection.
  • the temperature sensing cable 105 is a type of temperature-sensitive special sensor. When the heating temperature rises somewhere in the cable, the high temperature will destroy the insulation material between the core wires, and then make the two core wires appear short-circuited. Therefore, the temperature-sensing cable 105 wound around the battery case and the output terminal can detect whether the battery body is overheated, and also whether the output terminal is overheated. Because battery terminals and wires are connected, bolts are often used for fixing. In the frequent vibration environment on the train, the bolts are easy to loosen. If the bolts become loose, it will lead to poor contact between the wire and the terminal and increase the contact resistance.
  • the heat generated by the contact surface increases and the temperature rises.
  • the temperature rise causes the resistance of the terminal to increase further, and the heating becomes more serious, forming a positive feedback. .
  • This will eventually cause the contact surface to heat up quickly, or even the terminals to melt. Therefore, the temperature-sensing cable 105 can effectively detect whether the terminal is hot, and detect such a hidden trouble early in the heat.
  • the current sensor 106 is connected to the sensing data acquisition unit 103, and its current measurement terminal is connected in series with the battery main circuit to detect the total current flowing through the battery, prevent the battery from overcurrent damage, and prevent serious accidents such as battery combustion caused by overcurrent heating.
  • the current sensor 106 detects an overcurrent phenomenon of the total current. When the overcurrent phenomenon is detected, the normally closed contact of the sensor is opened, and an overcurrent alarm signal is sent to the sensing data acquisition unit 103.
  • the sensing data acquisition unit 103 is connected to the smoke sensor 104, the temperature sensing cable 105, and the current sensor 106, detects whether the battery working condition is abnormal, and detects in real time whether the connection of the smoke sensor 104 and the current sensor 105 is intact.
  • the sensor data acquisition unit is connected to the warning terminal via the train line 402.
  • the sensing data acquisition unit 103 of this embodiment is mainly composed of a current pulse generator, an electronic switch, and a DC power supply.
  • the current pulse generator has three control inputs, which are a control input 51, a control input 52, and a control input 53.
  • Control input 51 is connected to a smoke sensor
  • control input 52 is connected to a temperature sensing cable
  • control input 53 is connected to a current sensor.
  • the current pulse generator adjusts its characteristics as shown in Table 1 through circuit design.
  • the output of the current pulse generator drives the electronic switch.
  • the electronic switch When the output is at a high level, the electronic switch is turned on, and the DC power supply forms a closed loop through the electronic switch, the train line 402, and the alarm terminal, and generates current.
  • the electronic switch When its output is at a low level, the electronic switch is turned off, the DC power supply is prohibited from being output to the outside, and there is no current on the train line 402 and the warning terminal.
  • the current pulse generator outputs f0 to f7 total 8 kinds of frequency pulses to control the on / off of the electronic switch.
  • the output current of the DC power supply is modulated into corresponding frequency pulses and transmitted to the warning terminal via the train line.
  • the smoke sensor 104 reports that the normally closed contact is closed
  • the temperature sensing cable 105 is open
  • the current sensor 106 reports that the normally closed contact is closed.
  • the sensing data acquisition unit 103 works normally, and the smoke sensor 104 to the sensing data acquisition unit has a good connection wire, and the current sensor 106 to the sensing data acquisition unit has a good connection wire.
  • the sensing data The collecting unit 103 outputs a current pulse with a frequency of f0 and transmits it to the warning terminal via the train line.
  • the sensing data acquisition unit sends a current pulse of frequency f1; if the battery overheats and triggers a short circuit of the temperature sensing cable, the sensing data acquisition unit sends a frequency f2 Current pulse; if the battery overcurrent triggers the current sensor, its normally closed contact will be disconnected, the sensor data acquisition unit sends a frequency f3 current pulse; if the smoke sensor and the temperature sensing cable are triggered at the same time, the sensor data acquisition The unit sends a current pulse of frequency f4; if the smoke sensor and the current sensor are triggered at the same time, the sensor data acquisition unit sends a current pulse of frequency f5; if the temperature sensing cable and the current sensor are triggered at the same time, the sensor data acquisition unit sends a current of frequency f6. Pulse; if the smoke sensor, temperature sensing cable and current sensor are triggered at the same time, the sensing data acquisition unit sends a current of frequency f6. Pulse; if the smoke sensor, temperature sensing
  • the warning terminal analyzes the received serial communication data, displays various parameters of the battery, and decides whether to trigger an alarm.
  • the direct serial communication between the warning terminal and the communication unit 102 adopts a secure communication protocol, which also has the characteristics of fault-oriented safety.
  • the communication unit 102 works normally, it regularly sends measurement data to the warning terminal 301. If the alarm terminal 301 does not receive the data of the communication units 102 and 202 within a specified time, it is deemed that the communication unit 102 is faulty or the communication line 401 is disconnected, which will prompt the equipment to fail, and the crew and passengers should pay attention.
  • the alarm terminal can receive the current pulse at frequency f0, indicating that there is no alarm and the equipment is normal. If a current pulse of frequency f1 to f7 is received, the warning terminal issues a corresponding alarm. If the train lines 402 and 403 are interrupted and the warning terminal cannot receive the current pulse, it will signal the equipment failure.
  • the alarm terminal uses a combination of sound and light to warn.
  • the implementation manner adopted in this embodiment is to combine a visual device such as an LCD liquid crystal display, an LED alarm indicator and the like, and a hearing device such as a buzzer.
  • the two combinations of sound and light are used to form redundancy.
  • the warning terminal can still maintain the warning function.
  • the probability of simultaneous failure of two types of equipment is much smaller than the probability of failure of one type of equipment. Therefore, the acousto-optic combined warning effectively improves the reliability of the warning unit.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
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Abstract

一种双燃料发动机监控及冷却装置，包括电子节温器，电子节温器包括：三通阀主体（11）、阀盖组件（12）、弹性件（13）、加热片（14）、合金本体（15）和推杆（16）；三通阀主体的内部设有阀座（111），阀盖组件抵接于阀座，弹性体朝向阀座推动阀盖组件；合金本体固设于三通阀主体并且相对于阀盖组件设于阀座的同一侧。该装置采用加热片代替电阻丝，从而易于控制并延长使用寿命。

Description

一种双燃料发动机监控及冷却装置 技术领域
本发明涉及一种双燃料发动机监控及冷却装置。
背景技术
目前，为保证双燃料发动机在最适合的温度下工作，双燃料发动机监控及冷却装置采用了控制冷却液流量的三通节温器，传统的机械式节温器存在以下缺点：
1、传统的机械式节温器通过节温器芯感应环境温度，达到开启温度才会逐步打开，反应较慢。
2、传统的机械式节温器只能在设定的一个温度下实现开启，不能根据双燃料发动机的工作状态实现智能调节。
于是基于机械式节温器的缺点，有了用电阻丝结构辅助加热的电子节温器，实现了节温器可智能控制的电子节温器，然而电阻丝结构的节温器存在以下缺点：
1、电阻丝结构的节温器对电阻丝要求较高，需要满足电阻率、温度系数、耐温性等。
2、电阻丝结构的节温器的加热电阻绕线工序复杂，生产过程中已损坏，合格率低。
3、电阻丝结构的节温器寿命短，电阻丝太细，易烧断。
4、没有相关的检测设备与系统。
综上所述，基于上述采用机械式节温器和电阻丝结构的缺陷，需 要对节温器进行相应的改进。
发明内容
本发明要解决的技术问题是为了克服现有技术中节温器控制性能差、寿命短的缺陷，提供一种易于控制且耐用的电子节温器。
本发明是通过下述技术方案来解决上述技术问题：
一种双燃料发动机监控及冷却装置，其特征在于，所述双燃料发动机监控及冷却装置包括电子节温器，所述电子节温器包括：三通阀主体、阀盖组件、弹性件、加热片、合金本体和推杆；三通阀主体的内部设有阀座，所述阀盖组件抵接于所述阀座，所述弹性体朝向所述阀座推动所述阀盖组件；所述合金本体固设于所述三通阀主体并且相对于所述阀盖组件设于所述阀座的同一侧；所述合金本体内部设有一密封腔室，所述推杆可滑动地插设于所述合金本体，所述推杆的一端插入所述密封腔室内，所述推杆的另一端露出所述合金本体并面对所述阀盖组件；所述加热片固设于所述密封腔室内，所述密封腔室内灌注有密封材料。
进一步的，所述密封材料为石蜡。
进一步的，所述加热片的厚度为1.5mm。
进一步的，所述电子节温器还包括一压盖和一底座，所述合金本体的两端开口，所述压盖密封所述合金本体的一端开口，所述推杆可滑动地插设于所述压盖，所述底座密封所述合金本体的另一端开口，所述加热片固设于所述底座。
进一步的，所述压盖铆接于所述合金本体。
进一步的，所述加热片通过一电阻线和插针连接于一外部电源，所述电阻线连接于所述加热片和所述插针之间。
进一步的，一密封构件设于所述阀盖组件的凹槽中，所述密封构件位于所述阀座和所述阀盖组件之间。
进一步的，所述密封腔室中设有一柔性套件，所述柔性套件包裹所述推杆的位于所述密封腔室中的部分。
进一步的，所述柔性套件为橡胶套。
进一步的，所述加热片的第一端连接所述底座，所述加热片的与所述第一端相反的第二端朝向所述第一端形成一凹陷，所述推杆悬设于所述凹陷的上方。
本发明的积极进步效果在于：该电子节温器采用了电控方法且采用了加热片代替电阻丝，使得电子节温器的寿命增加且易于控制。
附图说明
图1为本发明的优选实施例的电子节温器的结构示意图；
图2为本发明一较佳实施例的监测系统的结构示意图。
图3为本发明一较佳实施例的监测系统中传感数据采集单元的示意图。
具体实施方式
下面结合附图，通过实施例的方式进一步说明本发明，但并不因 此将本发明限制在所述的实施例范围之中。
实施例1：
如图1所示，电子节温器10包括：三通阀主体11、阀盖组件12、弹性件13(在本实施例中为弹簧)、加热片14、合金本体15和推杆16。
三通阀主体11的内部设有阀座111，所述阀盖组件12抵接于所述阀座111，所述弹性体朝向所述阀座111推动所述阀盖组件12。
所述合金本体15固设于所述三通阀主体11并且相对于所述阀盖组件12设于所述阀座111的同一侧。
所述合金本体15内部设有一密封腔室，所述推杆16可滑动地插设于所述合金本体15，所述推杆16的一端插入所述密封腔室内，所述推杆16的另一端露出所述合金本体15并面对所述阀盖组件12。
所述加热片14固设于所述密封腔室内，所述密封腔室内灌注有石蜡30。
所述加热片14的厚度为1.5mm。
所述电子节温器10还包括一压盖17和一底座18，所述合金本体15的两端开口，所述压盖17密封所述合金本体15的一端开口，所述推杆16可滑动地插设于所述压盖17，所述底座18密封所述合金本体15的另一端开口，所述加热片14固设于所述底座18。
所述压盖17铆接于所述合金本体15。
所述加热片14通过一电阻线21和插针22连接于一外部电源，所述电阻线21连接于所述加热片14和所述插针22之间。
一密封构件20设于所述阀盖组件12的凹槽中，所述密封构件20位于所述阀座111和所述阀盖组件12之间。在本实施例中该密封构件20为密封圈。
所述密封腔室中设有一柔性套件19，所述柔性套件19包裹所述推杆16的位于所述密封腔室中的部分。
所述柔性套件19为橡胶套。
所述加热片14的第一端连接所述底座18，所述加热片14的与所述第一端相反的第二端朝向所述第一端形成一凹陷，所述推杆16悬设于所述凹陷的上方。
当加热片14未通电时，推杆16未抵接阀盖组件12，阀盖组件12在弹性件13的弹力作用下抵接阀座111，三通阀的大流量出水口闭合。当加热片14通电时，加热片14加热石蜡30，石蜡30受热膨胀，从而挤压包裹推杆16的柔性套件19，推杆16被向上推并且顶起阀盖组件12，阀盖组件12抵抗弹性件13的弹力脱离阀座111，三通阀的大流量出水口打开。
一种双燃料发动机监控及冷却装置，所述双燃料发动机监控及冷却装置包括如上所述的电子节温器10。
实施例2：
本实施例与之前的实施例的不同之处在于提供了一种双燃料发动机的启动功率的检测方法，参考图4所示，本发明一较佳实施例的车辆电池安全监测系统包括2个电池箱以及位于两端的两个司机室， 两个示警终端分别位于两个司机室内，每个电池箱均设有一组蓄电池。由于针对各个电池箱的电池安全检测完全相同，因此以下仅针对一个电池箱的电池安全检测所涉及的设备进行说明。该车辆电池安全监测系统还包括电池检测单元101、通信单元102、传感检测单元、一路通信线401及两路列车线402、403。其中，传感检测单元包括传感数据采集单元103、烟雾传感器104、感温电缆105和电流传感器106。
如图2所示，在电池箱1内，电池检测单元101和通信单元102相连，烟雾传感器104、感温电缆105、电流传感器106分别和传感数据采集单元103相连。示警终端301安装在列车前端司机室，另一示警终端安装在列车后端司机室，传感数据采集单元103通过列车线402、403和示警终端相连。通信单元102则通过通信线401和示警终端相连。
在电池箱内，电池检测单元101完成对蓄电池详细的运行参数的测量，本实施例中，运行参数包括单体电池电压、蓄电池总电压、蓄电池总电流、剩余电量、绝缘电阻和电池温度。
烟雾传感器104装于蓄电池上方，位置上对准蓄电池的泄放阀或安全阀，用于探测蓄电池产生的烟雾。烟雾传感器104的输出为开关量，设置为继电器常闭接点，若蓄电池过热或阴燃而产生烟雾，从蓄电池泄放阀或安全阀或其他部位逸出，进入烟雾传感器104。当烟雾浓度被烟雾传感器104感应到，则烟雾传感器104的输出报警接点断开，向传感数据采集单元103发出烟雾报警信号。
感温电缆105缠绕于蓄电池外壳和输出端子，完成蓄电池过热检测。感温电缆105是一类温度敏感型的特制传感器。当电缆某处受热温度上升时，高温会破坏芯线之间的绝缘材料，进而使得两根芯线呈现短路状态。因此，缠绕于蓄电池外壳和输出端子的感温电缆105，能够检测处蓄电池本体是否过热，同时还可以检测输出端子是否过热。由于蓄电池端子和导线连接，多采用螺栓固定。在列车车载的频繁振动环境下，螺栓容易松动。若螺栓松动，导致导线和端子接触不良，接触电阻增大。在蓄电池总电流不变的情况下，根据电流做功的公式W＝I 2R可知，接触面产生的热量增加，温度上升，而温度上升导致端子的电阻进一步增大，发热更加严重，形成正反馈。这最终就会导致接触面迅速发热，甚至端子熔化。因此，感温电缆105能够有效检测端子是否发热，在发热早期即探测出此种故障隐患。
电流传感器106和传感数据采集单元103连接，其电流测量端串联在蓄电池主回路，检测流过的蓄电池的总电流，防止蓄电池过流损坏，并预防由于过流发热引发蓄电池燃烧等严重事故。电流传感器106检测总电流的过流现象，当检测到过流现象时传感器的常闭接点断开，向传感数据采集单元103发出过流报警信号。
所述传感数据采集单元103连接烟雾传感器104、感温电缆105和电流传感器106，感知蓄电池工况是否异常，并实时检测烟雾传感器104、电流传感器105的连线是否完好。传感数据采集单元经过所述列车线402和所述示警终端相连。
如图3所示，本实施例的传感数据采集单元103主要由电流脉冲 发生器、电子开关和直流电源组成。电流脉冲发生器具有3个控制输入，分别为控制输入51、控制输入52和控制输入53。控制输入51连接烟雾传感器，控制输入52连接感温电缆，控制输入53连接电流传感器。其中，电流脉冲发生器通过电路设计将其特性调整为如表1所示。
表1电流脉冲发生器功能示意表
Figure PCTCN2019079218-appb-000001
电流脉冲发生器的输出驱动电子开关，其输出为高电平时，电子开关导通，直流电源经过电子开关、列车线402和示警终端构成闭合回路，产生电流。而当其输出为低电平时，电子开关断开，直流电源被禁止向外输出，列车线402和示警终端均无电流。电流脉冲发生器输出f0～f7共计8种频率脉冲控制电子开关导通或截止，将直流电源的输出电流调制成相应频率脉冲，经列车线传送至示警终端。
具体地，当蓄电池工作正常时，所述烟雾传感器104报警常闭接点闭合，且所述感温电缆105开路，且所述电流传感器106报警常闭接点闭合。同时，所述传感数据采集单元103工作正常，且烟雾传感器104至传感数据采集单元连接导线完好，且电流传感器106至传感数据采集单元连接导线完好，在这样的情况下，传感数据采集单元103输出f0频率的电流脉冲，经过所述列车线传递至所述示警终端。若蓄电池产生烟雾，触发所述烟雾传感器报警常闭接点断开，则传感数据采集单元发送频率f1电流脉冲；若蓄电池过热，触发所述感温电缆短路，则传感数据采集单元发送频率f2电流脉冲；若蓄电池过电流，触发所述电流传感器，其常闭接点会断开，则传感数据采集单元发送频率f3电流脉冲；若烟雾传感器和感温电缆同时被触发，则传感数据采集单元发送频率f4电流脉冲；若烟雾传感器和电流传感器同时被触发，则传感数据采集单元发送频率f5电流脉冲；若感温电缆和电流传感器同时被触发，则传感数据采集单元发送频率f6电流脉冲；若烟雾传感器、感温电缆和电流传感器同时被触发，则传感数据采集单元发送频率f7电流脉冲。
所述示警终端解析接收的串行通信数据，显示电池各项参数，并决定是否触发报警。示警终端和通信单元102直接的串行通信采用安全通信协议，也具有故障导向安全的特征。当通信单元102工作正常时，定时向示警终端301发送测量数据。示警终端301若在规定时间内未收到通信单元102、202的数据，则视为通信单元102故障或通信线401断开，将提示设备故障，请司乘人员注意。
若列车线402、403完好，且传感数据采集单元均工作正常，则示警终端能接收到f0频率的电流脉冲，提示无报警，设备正常。若接收到f1～f7频率的电流脉冲，则示警终端发出相应报警。若列车线402、403中断，示警终端无法接收到电流脉冲，则提示设备故障。
示警终端采用声光组合示警。本实施例采用的实施方式是将LCD液晶显示器、LED报警指示灯等视觉器件和蜂鸣器等听觉器材进行组合。采用声光两种组合构成冗余，当其中一种器材失效时，只要另一种示警器材未同时失效，则示警终端仍能维持示警功能。根据可靠性理论，两种器材同时失效的概率远小于一种器材的失效概率。因此所述的声光组合示警有效地提高了示警单元的可靠性。
在本发明的描述中，需要理解的是，术语“上”、“下”、“前”、“后”、“左”、“右”、“竖直”、“水平”、“顶”、“底”、“内”、“外”等指示的方位或位置关系为基于附图所示的方位或位置关系，仅是为了便于描述本发明和简化描述，而不是指示或暗示所指的装置或元件必须具有特定的方位、以特定的方位构造和操作，因此不能理解为对本发明的限制。
虽然以上描述了本发明的具体实施方式，但是本领域的技术人员应当理解，这仅是举例说明，本发明的保护范围是由所附权利要求书限定的。本领域的技术人员在不背离本发明的原理和实质的前提下，可以对这些实施方式作出多种变更或修改，但这些变更和修改均落入本发明的保护范围。

Claims (10)

  1. 一种双燃料发动机监控及冷却装置，其特征在于，所述双燃料发动机监控及冷却装置包括电子节温器，所述电子节温器包括：三通阀主体、阀盖组件、弹性件、加热片、合金本体和推杆；
    三通阀主体的内部设有阀座，所述阀盖组件抵接于所述阀座，所述弹性体朝向所述阀座推动所述阀盖组件；
    所述合金本体固设于所述三通阀主体并且相对于所述阀盖组件设于所述阀座的同一侧；
    所述合金本体内部设有一密封腔室，所述推杆可滑动地插设于所述合金本体，所述推杆的一端插入所述密封腔室内，所述推杆的另一端露出所述合金本体并面对所述阀盖组件；
    所述加热片固设于所述密封腔室内，所述密封腔室内灌注有密封材料。
  2. 如权利要求1所述的双燃料发动机监控及冷却装置，其特征在于，所述密封材料为石蜡。
  3. 如权利要求1所述的电子节温器，其特征在于，所述加热片的厚度为1.5mm。
  4. 如权利要求1所述的双燃料发动机监控及冷却装置，其特征在于，所述电子节温器还包括一压盖和一底座，所述合金本体的两端开口，所述压盖密封所述合金本体的一端开口，所述推杆可滑动地插设于所述压盖，所述底座密封所述合金本体的另一端开口，所述加热片固设于所述底座。
  5. 如权利要求4所述的电双燃料发动机监控及冷却装置，其特 征在于，所述压盖铆接于所述合金本体。
  6. 如权利要求4所述的双燃料发动机监控及冷却装置，其特征在于，所述加热片通过一电阻线和插针连接于一外部电源，所述电阻线连接于所述加热片和所述插针之间。
  7. 如权利要求1所述的双燃料发动机监控及冷却装置，其特征在于，一密封构件设于所述阀盖组件的凹槽中，所述密封构件位于所述阀座和所述阀盖组件之间。
  8. 如权利要求1所述的双燃料发动机监控及冷却装置，其特征在于，所述密封腔室中设有一柔性套件，所述柔性套件包裹所述推杆的位于所述密封腔室中的部分。
  9. 如权利要求8所述的双燃料发动机监控及冷却装置，其特征在于，所述柔性套件为橡胶套。
  10. 如权利要求4所述的双燃料发动机监控及冷却装置，其特征在于，所述加热片的第一端连接所述底座，所述加热片的与所述第一端相反的第二端朝向所述第一端形成一凹陷，所述推杆悬设于所述凹陷的上方。
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