ECU is tested in cooling water with a flow of 600L/h. Test test. Put the ECU into a high temperature test box, power on and knock the valve to work. Enter 45℃ cooling water, and record the change of the internal temperature of the ECU at intervals of 5 minutes until the thermal equilibrium (the thermal equilibrium is judged by the output value of the temperature sensor in the ECU monitored by the host computer not increasing for a long time). After thermal equilibrium, other conditions remain unchanged, the cooling water temperature is increased to 50°C, and the change in the internal temperature of the ECU is recorded until thermal equilibrium. After the second thermal balance, other conditions remain unchanged, the cooling water temperature is increased to 60°C, and the change in the internal temperature of the controller is recorded until the thermal balance.
After the diesel engine suddenly stops working at full load power, the low-pressure fuel pump stops working, and the ECU cooling system also stops working. The high temperature of the power compartment will be transmitted to the controller, and the ECU temperature will rise. Considering the harsh environment, that is, the temperature in the power compartment does not drop at all. After 13 minutes, the ECU may not work properly due to the high temperature in the box. This needs to be verified in the future vehicle test. However, in actual working conditions, there is still low-temperature diesel in the ECU cooling chamber, and the ECU heating rate is lower than the heating rate in the test. The equilibrium temperature in the ECU may be around 80°C. If necessary, the design of the ECU insulation layer will also be considered in the future work to solve the problem that the ECU temperature is too high when the diesel engine stops after a long-term high-load operation and restarts in a short time. Due to the improvement of high-power diesel engine control technology for domestic armored vehicles, in the face of the future development trend of diesel engine unit pump high-pressure common rail, it is imperative to put the controller in a high-temperature environment. This design not only solves the current problems. At the same time, it meets the needs of diesel engine development, and this design does not change the design of the diesel engine itself. It can be realized only by slightly improving the fuel inlet pipeline. It is a successful design case of small improvements to solve big problems.
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Link to this article：Solve the problem of diesel engine shutdown after long-term high-load operation
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