ECU test in cooling water with flow rate of 600L/h The ECU is placed in a high-temperature test chamber, powered on and knocked on the valve. The temperature of the high-temperature test chamber is set to 120°C, the flow rate of the cooling water pump is 600L/h, and the ECU is connected to the ECU at the same time. Into the 45 °C cooling water, and recorded at intervals of 5min ECU internal temperature changes until the heat balance (heat balance by the upper computer monitoring ECU temperature sensor output value does not increase for a long time to judge). After the heat balance, the other conditions are unchanged, the temperature of the cooling water is raised to 50° C., and the change of the internal temperature of the ECU is recorded until the heat balance. After the second heat balance, the other conditions were unchanged, the cooling water temperature was raised to 60°C, and the change in the internal temperature of the controller was recorded until the heat balance.
After the diesel engine suddenly stops working at the full load power of the simulated vehicle, the low-pressure fuel pump stops working and the ECU cooling system also stops working. The high temperature of the power cabin will be transmitted to the controller and the ECU temperature will rise. Considering the worst environment where the temperature in the power cabin does not drop at all, the ECU may malfunction after 13 minutes due to the high temperature inside the box, which needs to be verified in the subsequent vehicle test. However, in actual operating conditions, there is still low-temperature diesel in the cooling chamber of the ECU, and the temperature of the ECU is lower than the heating rate in the test. The equilibrium temperature in the ECU may be around 80°C. If necessary, ECU insulation layer design will be considered in future work to solve the problem of high temperature of the ECU when the diesel engine shuts down after a long-term high-load operation and restarts in a short time. Due to the improvement of control technology for high-power diesel engines used in domestic armored vehicles, in the face of the development trend of high-pressure common rails for diesel engine single pumps in the future, it is imperative to put controllers in high-temperature environments. This design not only solves the current problems. At the same time, it meets the needs of the development of diesel engines, and this design is not large in terms of the design changes of the diesel engine itself. It only requires a slight improvement in the oil inlet pipeline, and it is a successful design case for small improvements to solve large problems.
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