CA1173316A - Engine cooling system - Google Patents
Engine cooling systemInfo
- Publication number
- CA1173316A CA1173316A CA000381848A CA381848A CA1173316A CA 1173316 A CA1173316 A CA 1173316A CA 000381848 A CA000381848 A CA 000381848A CA 381848 A CA381848 A CA 381848A CA 1173316 A CA1173316 A CA 1173316A
- Authority
- CA
- Canada
- Prior art keywords
- engine
- boom
- vehicle
- switch
- closed
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired
Links
- 238000001816 cooling Methods 0.000 title claims abstract description 24
- 239000002826 coolant Substances 0.000 claims description 13
- 239000007788 liquid Substances 0.000 claims description 2
- 230000001105 regulatory effect Effects 0.000 claims 1
- 238000002485 combustion reaction Methods 0.000 description 2
- 238000013459 approach Methods 0.000 description 1
- 230000005540 biological transmission Effects 0.000 description 1
- 239000012530 fluid Substances 0.000 description 1
- 239000000463 material Substances 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 230000003252 repetitive effect Effects 0.000 description 1
- XLYOFNOQVPJJNP-UHFFFAOYSA-N water Substances O XLYOFNOQVPJJNP-UHFFFAOYSA-N 0.000 description 1
Landscapes
- Component Parts Of Construction Machinery (AREA)
- Cooling, Air Intake And Gas Exhaust, And Fuel Tank Arrangements In Propulsion Units (AREA)
Abstract
ENGINE COOLING SYSTE?
ABSTRACT OF THE DISCLOSURE
A system for modulating the engine cooling fan of a work vehicle according to the duty cycle of the vehicle, including implement position, as well as the engine temperature.
ABSTRACT OF THE DISCLOSURE
A system for modulating the engine cooling fan of a work vehicle according to the duty cycle of the vehicle, including implement position, as well as the engine temperature.
Description
'7~33~.~
- ; This is an improvement on the invention disclosed in the applicant's Canadian patent application Serial No.381,902 which was also filed July 16, 19~1.
BACKGROUND OF THE INVENTION
` This invention relates to systems for modulating the speed of the cooling fans of internal combustion engines.
; ~ It is known to modulate the speed of the cooling fan of an internal combustion engine which propels a vehicle to suit the ~, ~", i ; 10 ambient conditions and the operating conditions of the vehicle.
~:
~, Usually this takes the form of varying the fan speed to be res- ponsive to the engine temperature.
U.S. Patent 1,781,696 Newcomb et al provides for allowing the engine cooling fan to idle when the vehicle is moving rapid-~ ly enough to provide air circulation over the engine for cool-j ing. This is accomplished by disconnecting the fan when the vehicle transmission is in high gear and the engine speed is high enough to open a centrifugal switch.
, ~ ., I
U.S. Patent 3,924,535 Woods discloses an electromagnetic ~-;v 20 clutch which disengages the radiator cooling fan of a motor ~`' vehicle engine when the engine temperature is su~ficiently low.
U.S. Patent 3,502,056 Dillard shows two embodiments, the second of which is more pertinent to the present invention. In such second embodiment a fluid clutch is utilized in conjunction ~, with a planetary gear set to speed up the engine cooling fan : responsively to pressure increase in the cooling system which reflects coolant temperature increase. In the other embodiment the fan speed increases only when the vehicle speed is relative-ly low and the engine is lightly loaded.
U.S.Patent 4,12~,001 Samuel et al shows an electronic system for providing infinitely variable control of the cooling fan speed responsively to engine coolant temperature, with the fan speed in a linear relationship with the coolant temperature in the operating range,and with means for limiting the maximum speed of the fan.
. `~' ~
,' '`
r.6 In Patent 3~270,588 Bowen et al there is a two-speed fan which is controlled by two separate temperature responsive switches. There is another switch which allows the fan to idle under certain circumstances, namely, when there is water in the fan compartment in an amphibious vehicle.
The present invention modulates engine cooling fan speed according to the duty cycle of a work vehicle with provisions for modulation also ~` according to engine temperature.
-- A system for operating the engine cooling fan of a work vehicle having an implement operated by the vehicle engine and also including a ~ .~ ;r.
~ controller for the implement for the vehicle operator to put in an ; operating position. Means are provided for disconnecting the coolingfan and allowing it to idle when the operator puts the controller in the ~., ; implement operating position and the implement reaches a predetermined condition. Additional means are provided for overriding the first means S; and reconnecting the cooling fan when the engine temperature exceeds a predetermined amount.
FIGURE 1 is a diagrammatic illustration of the invention, and FIGURE 2 is a schematic illustration of a ~heel loader vehicle embodying the invention.
The numeral 10 in FIG. 2 designates generally an articulated wheel loader vehicle having a two wheeled front frame portion 12 joined by a pivot connection along the axis 14 to a rear two wheeled frame portion 16, Mounted on the front frame portion 12 is an implement 19 comprising a hydraulically operated boom 18 carrying a loader bucket 20. The rear frame 16 carries an engine located in compartment 22j the engine propels the vehicle 10 and also drives a hydraulic pump which powers the imple-ment 19 and hydraulic jacks which steer the vehicle by turning one frame portion with respect to the other. The operator's station for the vehicle is indicated at 24 and this includes among other things a lever 26 for operating the boom 18 between the solid line position illustrated
- ; This is an improvement on the invention disclosed in the applicant's Canadian patent application Serial No.381,902 which was also filed July 16, 19~1.
BACKGROUND OF THE INVENTION
` This invention relates to systems for modulating the speed of the cooling fans of internal combustion engines.
; ~ It is known to modulate the speed of the cooling fan of an internal combustion engine which propels a vehicle to suit the ~, ~", i ; 10 ambient conditions and the operating conditions of the vehicle.
~:
~, Usually this takes the form of varying the fan speed to be res- ponsive to the engine temperature.
U.S. Patent 1,781,696 Newcomb et al provides for allowing the engine cooling fan to idle when the vehicle is moving rapid-~ ly enough to provide air circulation over the engine for cool-j ing. This is accomplished by disconnecting the fan when the vehicle transmission is in high gear and the engine speed is high enough to open a centrifugal switch.
, ~ ., I
U.S. Patent 3,924,535 Woods discloses an electromagnetic ~-;v 20 clutch which disengages the radiator cooling fan of a motor ~`' vehicle engine when the engine temperature is su~ficiently low.
U.S. Patent 3,502,056 Dillard shows two embodiments, the second of which is more pertinent to the present invention. In such second embodiment a fluid clutch is utilized in conjunction ~, with a planetary gear set to speed up the engine cooling fan : responsively to pressure increase in the cooling system which reflects coolant temperature increase. In the other embodiment the fan speed increases only when the vehicle speed is relative-ly low and the engine is lightly loaded.
U.S.Patent 4,12~,001 Samuel et al shows an electronic system for providing infinitely variable control of the cooling fan speed responsively to engine coolant temperature, with the fan speed in a linear relationship with the coolant temperature in the operating range,and with means for limiting the maximum speed of the fan.
. `~' ~
,' '`
r.6 In Patent 3~270,588 Bowen et al there is a two-speed fan which is controlled by two separate temperature responsive switches. There is another switch which allows the fan to idle under certain circumstances, namely, when there is water in the fan compartment in an amphibious vehicle.
The present invention modulates engine cooling fan speed according to the duty cycle of a work vehicle with provisions for modulation also ~` according to engine temperature.
-- A system for operating the engine cooling fan of a work vehicle having an implement operated by the vehicle engine and also including a ~ .~ ;r.
~ controller for the implement for the vehicle operator to put in an ; operating position. Means are provided for disconnecting the coolingfan and allowing it to idle when the operator puts the controller in the ~., ; implement operating position and the implement reaches a predetermined condition. Additional means are provided for overriding the first means S; and reconnecting the cooling fan when the engine temperature exceeds a predetermined amount.
FIGURE 1 is a diagrammatic illustration of the invention, and FIGURE 2 is a schematic illustration of a ~heel loader vehicle embodying the invention.
The numeral 10 in FIG. 2 designates generally an articulated wheel loader vehicle having a two wheeled front frame portion 12 joined by a pivot connection along the axis 14 to a rear two wheeled frame portion 16, Mounted on the front frame portion 12 is an implement 19 comprising a hydraulically operated boom 18 carrying a loader bucket 20. The rear frame 16 carries an engine located in compartment 22j the engine propels the vehicle 10 and also drives a hydraulic pump which powers the imple-ment 19 and hydraulic jacks which steer the vehicle by turning one frame portion with respect to the other. The operator's station for the vehicle is indicated at 24 and this includes among other things a lever 26 for operating the boom 18 between the solid line position illustrated
-2-. .
31 ~ / 3 ~ 3 in FIG. 2 and the broken line position shown in the same figure; lever 2~ operates hydraulic control valve 509 shown in FIG. 1.
:
, Wheel loaders such as vehicle 10 typically have a duty cycle which ` includes propelling the vehicle forwardly with the bucket 20 in the ,...
loading position which is illustrated by the solid lines in FIG. 2.
~;` Such forward movement loads material into the bucket 20 after which the bucket is pivoted rearwardly to a carry position and the boom 18 is raised a small amount to clear the ground on which the vehicle is ,... :.
~ operating; this con~ition is illustrated in FIG. 1. Then the vehicle - 10 moves to a load discharge location. Typically the load is discharged into a truck; as the loader vehicle approaches the truck the boom 18 is `, raised and as the bucket 20 moves over the truck bed the bucket is moved , ., to the dump position, the raised boom and bucket dumping condition being illustrated in dashed lines in FIG. 2.
In such a duty cycle the wheel loader requires maximum power output ; from the vehicle engine only during a small portion of the cycle. This is the portion when the load is being lifted and simultaneously the machine is transporting and possibly steering itself. At this time maximum power output is required. Typically khis combined power require-ment exceeds the available engine power9 causing the engine speed to decrease until the required and available power are in balance, that is, all vehicle functions slow down until their combined power requirements : .~
equal the power available from the engine.
In a typical wheel loader as illustrated in FIG. 2 the engine cooling fan is driven by the engine and may require as much as 10% of the power available from the engine in order to drive such fan. In the present invention the engine cooling fan speed is modulated by sensing the operating mode of the implement and the position of the implement as well as the engine temperature. The result is an increase in available power from the engine during the periods of peak power requirements eq~al to the power requirement of the engine cooling fan, in addition to ;
:
` -3-,. ~ .
~L~t~l3 ~3~ ~
the benefits resulting from temperature responsive fan speed modulation.
The cooling system of the present invention is illustrated diagram-~` matically in FIG. l of the drawing. The engine which is indicated at 28 ~ has a coolant system which includes a radiator 30 through which liquid s~ coolant is circulated through conduits 32 and 34 by means of a coolant ; pump 36. Included in the coolant system in the usual manner is a thermostat 38. The coolant circulating through the radiator is cooled ~- by means of a fan 40 which is driven by the engine through a magnetic ~i clutch 42 which is nonmally engaged during engine operation causing the Ç lO engine 28 to drive the fan 40.
i~ The clu~ch 42 is spring applied and can be disengaged electro-' magnetically by energizing the solenoid ~ndicated at 44. The solenoid ~ 44 is controlled by switches 46, 48 and 52. Switch 46 is normally open ,/ ~ but is closed when the operating lever 26 is operated manually by the ~t `,~ vehicle operator to put the controller 50 for the boom 18 in the raise position indicated at 26a~ Switch 52 is normally open but closes when the bucket 20 reaches the carry position as illustrated in FIG. l of the drawing, the pivoting of the bucket 20 with respect to the boom 18 may - be done hydraulically, being controlled by a hydraulic valve ~no~ shown) separa~e from the controller 50. Switch 48 is nonmally closed and remains closed as long as the temperature of the coolant in radiator 30 does not exceed a predetermined amount. Switch 48 is thenmostatically operated as indicated at 51 and when the temperature of the coolant in the radiator 30 exceeds such predetenmined amount switch 48 opens and opens the circuit to solenoid 44~
Thus, during operation of vehicle 10, when the operator, during the duty cycle, puts the controller 50 in the boom raise position so that switch 46 is closed, and the bucket 20 reaches the carry position so that switch 52 is closed, the electrical circuit is closed to energize solenoid 44 and disengage clutch 42 to allow the fan 40 to idle for as long as the electrical circuit to the solenoid remains closedO As soon ,, .
:; -.; ................................. ~_ ';. `
33~
.
as the operator moves the lever 26 out of the boom raise position, or the bucket is moved from the carry position, the electrical circuit is opened, the clutch is engaged, and the fa~ 40 resumes operation, being driven by engine 28. If at any time during operation of the vehicle the ;~ temperature in radiator 30 exceeds the predetermined amount switch 48 opens, to prevent the clutch 42 from being disengaged, and thus the cooling fan 40 will continue to be operated by the engine as long as the temperature is above the coolant temperature which will allow switch 48 to be closed again.
While we have illustrated and described herein the best mode contempl~ted for carrying out our invention as applied to a wheel loader .
it will be appreciated that the invention may be used also for other i; work vehicles having an implement thereon operated by the vehicle engine : ; in a repetitive duty cycle. As an illustra~ion, instead of being modulated according to the position of the loader bucket as described and illustrated herein, the engine cooling fan can be modulated according to some other predetermined condition of the implement such as when the boom and bucket are raised above the loading position illustrated in FIG. 2. It will be appreciated that adding modulation of the engine cooling fan according to a predetermined condition of the implement reduces the portion of the duty cycle of the vehicle during which the cooling fan is idling as compared to a system responsive only to the position of the implement controller as modified by the engine temperature, and thus this invention is particularly valuable for work vehicles having severe duty cycles.
It should be understood that we intend to cover by the appended i~ claims all modifications which fall within the true spirit and scope of ` our invention.
:~' .''' ;,~
, ,':
,
31 ~ / 3 ~ 3 in FIG. 2 and the broken line position shown in the same figure; lever 2~ operates hydraulic control valve 509 shown in FIG. 1.
:
, Wheel loaders such as vehicle 10 typically have a duty cycle which ` includes propelling the vehicle forwardly with the bucket 20 in the ,...
loading position which is illustrated by the solid lines in FIG. 2.
~;` Such forward movement loads material into the bucket 20 after which the bucket is pivoted rearwardly to a carry position and the boom 18 is raised a small amount to clear the ground on which the vehicle is ,... :.
~ operating; this con~ition is illustrated in FIG. 1. Then the vehicle - 10 moves to a load discharge location. Typically the load is discharged into a truck; as the loader vehicle approaches the truck the boom 18 is `, raised and as the bucket 20 moves over the truck bed the bucket is moved , ., to the dump position, the raised boom and bucket dumping condition being illustrated in dashed lines in FIG. 2.
In such a duty cycle the wheel loader requires maximum power output ; from the vehicle engine only during a small portion of the cycle. This is the portion when the load is being lifted and simultaneously the machine is transporting and possibly steering itself. At this time maximum power output is required. Typically khis combined power require-ment exceeds the available engine power9 causing the engine speed to decrease until the required and available power are in balance, that is, all vehicle functions slow down until their combined power requirements : .~
equal the power available from the engine.
In a typical wheel loader as illustrated in FIG. 2 the engine cooling fan is driven by the engine and may require as much as 10% of the power available from the engine in order to drive such fan. In the present invention the engine cooling fan speed is modulated by sensing the operating mode of the implement and the position of the implement as well as the engine temperature. The result is an increase in available power from the engine during the periods of peak power requirements eq~al to the power requirement of the engine cooling fan, in addition to ;
:
` -3-,. ~ .
~L~t~l3 ~3~ ~
the benefits resulting from temperature responsive fan speed modulation.
The cooling system of the present invention is illustrated diagram-~` matically in FIG. l of the drawing. The engine which is indicated at 28 ~ has a coolant system which includes a radiator 30 through which liquid s~ coolant is circulated through conduits 32 and 34 by means of a coolant ; pump 36. Included in the coolant system in the usual manner is a thermostat 38. The coolant circulating through the radiator is cooled ~- by means of a fan 40 which is driven by the engine through a magnetic ~i clutch 42 which is nonmally engaged during engine operation causing the Ç lO engine 28 to drive the fan 40.
i~ The clu~ch 42 is spring applied and can be disengaged electro-' magnetically by energizing the solenoid ~ndicated at 44. The solenoid ~ 44 is controlled by switches 46, 48 and 52. Switch 46 is normally open ,/ ~ but is closed when the operating lever 26 is operated manually by the ~t `,~ vehicle operator to put the controller 50 for the boom 18 in the raise position indicated at 26a~ Switch 52 is normally open but closes when the bucket 20 reaches the carry position as illustrated in FIG. l of the drawing, the pivoting of the bucket 20 with respect to the boom 18 may - be done hydraulically, being controlled by a hydraulic valve ~no~ shown) separa~e from the controller 50. Switch 48 is nonmally closed and remains closed as long as the temperature of the coolant in radiator 30 does not exceed a predetermined amount. Switch 48 is thenmostatically operated as indicated at 51 and when the temperature of the coolant in the radiator 30 exceeds such predetenmined amount switch 48 opens and opens the circuit to solenoid 44~
Thus, during operation of vehicle 10, when the operator, during the duty cycle, puts the controller 50 in the boom raise position so that switch 46 is closed, and the bucket 20 reaches the carry position so that switch 52 is closed, the electrical circuit is closed to energize solenoid 44 and disengage clutch 42 to allow the fan 40 to idle for as long as the electrical circuit to the solenoid remains closedO As soon ,, .
:; -.; ................................. ~_ ';. `
33~
.
as the operator moves the lever 26 out of the boom raise position, or the bucket is moved from the carry position, the electrical circuit is opened, the clutch is engaged, and the fa~ 40 resumes operation, being driven by engine 28. If at any time during operation of the vehicle the ;~ temperature in radiator 30 exceeds the predetermined amount switch 48 opens, to prevent the clutch 42 from being disengaged, and thus the cooling fan 40 will continue to be operated by the engine as long as the temperature is above the coolant temperature which will allow switch 48 to be closed again.
While we have illustrated and described herein the best mode contempl~ted for carrying out our invention as applied to a wheel loader .
it will be appreciated that the invention may be used also for other i; work vehicles having an implement thereon operated by the vehicle engine : ; in a repetitive duty cycle. As an illustra~ion, instead of being modulated according to the position of the loader bucket as described and illustrated herein, the engine cooling fan can be modulated according to some other predetermined condition of the implement such as when the boom and bucket are raised above the loading position illustrated in FIG. 2. It will be appreciated that adding modulation of the engine cooling fan according to a predetermined condition of the implement reduces the portion of the duty cycle of the vehicle during which the cooling fan is idling as compared to a system responsive only to the position of the implement controller as modified by the engine temperature, and thus this invention is particularly valuable for work vehicles having severe duty cycles.
It should be understood that we intend to cover by the appended i~ claims all modifications which fall within the true spirit and scope of ` our invention.
:~' .''' ;,~
, ,':
,
Claims (2)
1. A system for regulating the engine temperature of a self-propelled loader vehicle in which the engine is liquid cooled and which includes a cooling fan driven by the engine for cooling the engine coolant circulating through a radiator, the loader vehicle also including a hydraulically operated boom powered by the engine, a loader bucket pivotally mounted at the outer end of the boom, and a controller for raising and lowering the boom, comprising:
a normally engaged clutch connecting the cooling fan to be driven by the engine, an electromagnetic actuator for disengaging said clutch when energized, a switch closed by movement of the boom controller to the raise position, a second switch which is closed when the loader bucket is in a predetermined carry position with respect to the boom, and the said electromagnetic actuator being energized when both said switches are closed.
a normally engaged clutch connecting the cooling fan to be driven by the engine, an electromagnetic actuator for disengaging said clutch when energized, a switch closed by movement of the boom controller to the raise position, a second switch which is closed when the loader bucket is in a predetermined carry position with respect to the boom, and the said electromagnetic actuator being energized when both said switches are closed.
2. A system as in claim 1 which includes a normally closed thermostatically operated switch in circuit with said electromagnetic actuator, said thermostatically operated switch being arranged to open when the temperature of the coolant in said radiator exceeds a predetermined amount.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| US17499880A | 1980-08-04 | 1980-08-04 | |
| US174,998 | 1980-08-04 |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA1173316A true CA1173316A (en) | 1984-08-28 |
Family
ID=22638401
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA000381848A Expired CA1173316A (en) | 1980-08-04 | 1981-07-16 | Engine cooling system |
Country Status (1)
| Country | Link |
|---|---|
| CA (1) | CA1173316A (en) |
-
1981
- 1981-07-16 CA CA000381848A patent/CA1173316A/en not_active Expired
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| MKEX | Expiry |