CA1173317A - Engine cooling system - Google Patents
Engine cooling systemInfo
- Publication number
- CA1173317A CA1173317A CA000381902A CA381902A CA1173317A CA 1173317 A CA1173317 A CA 1173317A CA 000381902 A CA000381902 A CA 000381902A CA 381902 A CA381902 A CA 381902A CA 1173317 A CA1173317 A CA 1173317A
- Authority
- CA
- Canada
- Prior art keywords
- engine
- vehicle
- boom
- temperature
- cooling fan
- 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 23
- 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
- 238000012986 modification Methods 0.000 description 2
- 230000004048 modification Effects 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
- 230000003252 repetitive effect Effects 0.000 description 1
- XLYOFNOQVPJJNP-UHFFFAOYSA-N water Substances O XLYOFNOQVPJJNP-UHFFFAOYSA-N 0.000 description 1
Abstract
ENGINE COOLING SYSTEM
ABSTRACT OF THE DISCLOSURE
A system for modulating the engine cooling fan of a work vehicle according to the duty cycle of the vehicle as well as 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 as well as engine temperature.
Description
'33~.7 ENGINE COOLING SYSTEM
_ BAOKGROUND 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 o-f the cooling fan of an internal combustion engine which propels a vehicle to suit the ambient conditions and the operating conditions oF the vehicle. Usually this takes the form oF varying the fan speed to be responsive 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 rapidly enough to provide air circulation over the engine for cooling. 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 centri-fugal switch.
U.S. Patent 3,924,585 Woods discloses an electromagnetic clutch .
which disengages the radiator cooling fan of a motor vehicle engine when the engine temperature is sufficiently low.
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 tospeed 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 relatively low and the engine is lightly loaded.
Patent 4,124,001 Samuel et al shows an electronic system for providing infinitely variable control of the cooling fan speed respon-sively 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.
~;; 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 ;
.j ;
rri~ ~
: ' ;
: ~7~J3~ 7 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 engin2 cooling fan speed according to the duty cycle of a work vehicle with provisions ~or modulation also ` according to engine temperature.
~ A sys~em for operating the engine cooling Fan of a work vehicle - having an implement operated by the vehicle engine and also including a controller for the implement for the vehiole operator to put in an operating position. Means are provided for disconnecting the cooling fan and allowing it to idle when the operator puts the controller in the implement operating position. Additional means are provided for over-riding the first means and recnnnecting the cooling fan when the engine t~nperature exceeds a predetermined amount.
FIGURE 1 is a diagrammatic illustration of the invention, and FIGURE 2 is a schematic illustration of a wheel loader vehicle embodyin~ 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 22; the engine propels the vehicle 10 and also drives a hydraulic pump which powers the boom 18 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 in FIG. 2 and the broken line position shown in the same figure; lever 26 operates hydraulic control valve 50, shown in FIG. 1.
, -.: ,.
`:.
~'.
.
lr~ 7 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. Then the vehicle 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 be-ing lifted and simultaneously the ,. ..
machine is transporting and possibly steering itself. At this time c maximum power output is required. Typical1y this combined power require-~ ment exceeds the available engine power, causing the engine speed to decrease until the required and available power are in balance, that is, ~ 20 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 en~ine cooling fan speed is modulated by sensing the operating mode of the implement as well as the engine ~emperature.
The result is an increase in available power from the engine during the periods of peak power requirements equal to the power requirement of the engine cooliny fan, in addition to the benefits resulting from temperature responsive fan speed modulation.
5 ,~;;
~ ~ `,';
~i ?~
~-- ,:.. ,: , ~L~.~'3 ~3~ 7 `.~. The cooling system of the present invention is illustrated diagram-~ matically in FIG. 1 of the drawing. The engine which is indicated at 28 ., has a coolant system which includes a radiator 3Q through which liquid . 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 o-f a fan 40 which is driven by the engine through a magnetic clutch 42 which is normally engaged during engine operation causing the ~: engine 28 to drive the fan 40.
The clutch 42 is spring applied and can be disengaged electro-magnetically by energizing the solenoid indicated at 44. The solenoid 44 is controlled by a pair of switches 46 and 48. Switch 46 is normally open but is closed when the operating lever 26 is operated manually by : the vehicle operator to put the controller 50 for the boom 18 in the raise position indicated at 26a. Switch 4~ is normally closed and : remains closed as long as the temperature of the coolant in radiator 30 does not exceed a predetermined amount. Switch 48 is thermostatically operated as indicated at 51 and when the temperature of the coolant in the radiator 30 exceeds such predetermined amount switch 48 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 the circuit is closed to energize solenoid 44 and disengage clutch 42 to allow the . fan 4n to idle for as long as the electrical circuit to the solenoid remains closed. As soon as the operator moves the lever 26 out of the boom raise position the circuit is opened, the clutch is engaged, and the fan 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 preYent the clutch 42 from . 30 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.
'' ., ":
,~`
. .
~ 73.3~.7 While I have illustrated and described her in the best mode con-templated for carrying out my invention as applied to a wheel loader it will be appreciated that the invention may be used also for other work vehicles having an implement thereon operated by the vehicle engine in a repetitive duty cycle. It will be appreciated that modifications may be made in the invention. Accordingly~ it should be unclerstood that I
intend to cover by the appended claims all such modifications which fall within the true spirit and scope of my invention.
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_ BAOKGROUND 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 o-f the cooling fan of an internal combustion engine which propels a vehicle to suit the ambient conditions and the operating conditions oF the vehicle. Usually this takes the form oF varying the fan speed to be responsive 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 rapidly enough to provide air circulation over the engine for cooling. 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 centri-fugal switch.
U.S. Patent 3,924,585 Woods discloses an electromagnetic clutch .
which disengages the radiator cooling fan of a motor vehicle engine when the engine temperature is sufficiently low.
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 tospeed 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 relatively low and the engine is lightly loaded.
Patent 4,124,001 Samuel et al shows an electronic system for providing infinitely variable control of the cooling fan speed respon-sively 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.
~;; 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 ;
.j ;
rri~ ~
: ' ;
: ~7~J3~ 7 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 engin2 cooling fan speed according to the duty cycle of a work vehicle with provisions ~or modulation also ` according to engine temperature.
~ A sys~em for operating the engine cooling Fan of a work vehicle - having an implement operated by the vehicle engine and also including a controller for the implement for the vehiole operator to put in an operating position. Means are provided for disconnecting the cooling fan and allowing it to idle when the operator puts the controller in the implement operating position. Additional means are provided for over-riding the first means and recnnnecting the cooling fan when the engine t~nperature exceeds a predetermined amount.
FIGURE 1 is a diagrammatic illustration of the invention, and FIGURE 2 is a schematic illustration of a wheel loader vehicle embodyin~ 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 22; the engine propels the vehicle 10 and also drives a hydraulic pump which powers the boom 18 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 in FIG. 2 and the broken line position shown in the same figure; lever 26 operates hydraulic control valve 50, shown in FIG. 1.
, -.: ,.
`:.
~'.
.
lr~ 7 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. Then the vehicle 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 be-ing lifted and simultaneously the ,. ..
machine is transporting and possibly steering itself. At this time c maximum power output is required. Typical1y this combined power require-~ ment exceeds the available engine power, causing the engine speed to decrease until the required and available power are in balance, that is, ~ 20 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 en~ine cooling fan speed is modulated by sensing the operating mode of the implement as well as the engine ~emperature.
The result is an increase in available power from the engine during the periods of peak power requirements equal to the power requirement of the engine cooliny fan, in addition to the benefits resulting from temperature responsive fan speed modulation.
5 ,~;;
~ ~ `,';
~i ?~
~-- ,:.. ,: , ~L~.~'3 ~3~ 7 `.~. The cooling system of the present invention is illustrated diagram-~ matically in FIG. 1 of the drawing. The engine which is indicated at 28 ., has a coolant system which includes a radiator 3Q through which liquid . 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 o-f a fan 40 which is driven by the engine through a magnetic clutch 42 which is normally engaged during engine operation causing the ~: engine 28 to drive the fan 40.
The clutch 42 is spring applied and can be disengaged electro-magnetically by energizing the solenoid indicated at 44. The solenoid 44 is controlled by a pair of switches 46 and 48. Switch 46 is normally open but is closed when the operating lever 26 is operated manually by : the vehicle operator to put the controller 50 for the boom 18 in the raise position indicated at 26a. Switch 4~ is normally closed and : remains closed as long as the temperature of the coolant in radiator 30 does not exceed a predetermined amount. Switch 48 is thermostatically operated as indicated at 51 and when the temperature of the coolant in the radiator 30 exceeds such predetermined amount switch 48 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 the circuit is closed to energize solenoid 44 and disengage clutch 42 to allow the . fan 4n to idle for as long as the electrical circuit to the solenoid remains closed. As soon as the operator moves the lever 26 out of the boom raise position the circuit is opened, the clutch is engaged, and the fan 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 preYent the clutch 42 from . 30 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.
'' ., ":
,~`
. .
~ 73.3~.7 While I have illustrated and described her in the best mode con-templated for carrying out my invention as applied to a wheel loader it will be appreciated that the invention may be used also for other work vehicles having an implement thereon operated by the vehicle engine in a repetitive duty cycle. It will be appreciated that modifications may be made in the invention. Accordingly~ it should be unclerstood that I
intend to cover by the appended claims all such modifications which fall within the true spirit and scope of my invention.
i ,"
; ','`:~
. ~
.;
;
`" , .., ', .
;''''~`' ' ''' ,' ,;, .
~,.,..~."
. ~
~....
r: ~
......
.,~
. ,' .
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 including a hydraulically operated boom powered by the engine 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, and a switch closed by movement of the boom con-troller to the raise position for energizing said electro-magnetic actuator.
a normally engaged clutch connecting the cooling fan to be driven by the engine, an electromagnetic actuator for disengaging said clutch when energized, and a switch closed by movement of the boom con-troller to the raise position for energizing said electro-magnetic actuator.
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 |
|---|---|---|---|
| US17499780A | 1980-08-04 | 1980-08-04 | |
| US174,997 | 1980-08-04 |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA1173317A true CA1173317A (en) | 1984-08-28 |
Family
ID=22638397
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA000381902A Expired CA1173317A (en) | 1980-08-04 | 1981-07-16 | Engine cooling system |
Country Status (1)
| Country | Link |
|---|---|
| CA (1) | CA1173317A (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN106677883A (en) * | 2016-12-14 | 2017-05-17 | 山推工程机械股份有限公司 | Cooling system and control method thereof |
-
1981
- 1981-07-16 CA CA000381902A patent/CA1173317A/en not_active Expired
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN106677883A (en) * | 2016-12-14 | 2017-05-17 | 山推工程机械股份有限公司 | Cooling system and control method thereof |
| CN106677883B (en) * | 2016-12-14 | 2019-11-15 | 山推工程机械股份有限公司 | A kind of control method of cooling system |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| MKEX | Expiry |