CN106812584B - Apparatus and method for controlling cooling fan of vehicle - Google Patents
Apparatus and method for controlling cooling fan of vehicle Download PDFInfo
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- CN106812584B CN106812584B CN201610852015.XA CN201610852015A CN106812584B CN 106812584 B CN106812584 B CN 106812584B CN 201610852015 A CN201610852015 A CN 201610852015A CN 106812584 B CN106812584 B CN 106812584B
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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
- F01P7/02—Controlling of coolant flow the coolant being cooling-air
- F01P7/08—Controlling of coolant flow the coolant being cooling-air by cutting in or out of pumps
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K11/00—Arrangement in connection with cooling of propulsion units
- B60K11/02—Arrangement in connection with cooling of propulsion units with liquid cooling
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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
- F01P2025/00—Measuring
- F01P2025/04—Pressure
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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
- F01P2025/00—Measuring
- F01P2025/08—Temperature
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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
- F01P2025/00—Measuring
- F01P2025/60—Operating parameters
- F01P2025/66—Vehicle speed
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Transportation (AREA)
- Air-Conditioning For Vehicles (AREA)
- Life Sciences & Earth Sciences (AREA)
- Atmospheric Sciences (AREA)
- Cooling, Air Intake And Gas Exhaust, And Fuel Tank Arrangements In Propulsion Units (AREA)
Abstract
The present invention provides an apparatus and method for controlling a cooling fan of a vehicle, which can prevent damage to a fan motor by locking the fan motor in cold weather conditions. The device comprises: a fan motor for driving the cooling fan; and a controller that generates an operation signal for controlling the cooling fan and provides the operation signal to the fan motor, wherein the controller confirms an ignition-off time when ignition is turned on, confirms a rate of change of the air conditioner refrigerant pressure for a measured time when the ignition-off time exceeds a determinable time and an intake air temperature exists within a predetermined temperature, and locks the fan motor according to the rate of change of the air conditioner refrigerant pressure.
Description
Technical Field
The present invention relates to an apparatus for controlling a cooling fan of a vehicle, and more particularly, to an apparatus and method for controlling a cooling fan, which can prevent damage to a fan motor by locking the fan motor in cold weather conditions, such as winter.
Background
Because a large amount of heat is generated in the engine of the vehicle, coolant is circulated in the vicinity of the engine to cool the engine, thereby reducing the temperature of the engine. The heated coolant is radiated in the radiator, and a cooling fan is installed in an engine room of the vehicle in order to improve a heat radiation effect of the radiator.
The cooling fan maintains the temperature of the coolant under appropriate conditions, thereby preventing overheating of the engine and allowing the performance of the engine to be optimized. The cooling fan is mainly driven by a motor.
In cold weather conditions, moisture or snow is introduced into the cooling fan, so that freezing of the cooling fan often occurs. Therefore, the cooling fan is not operated even under the condition that the cooling fan is turned on when the cooling fan is frozen.
Under such conditions, the cooling fan is not normally operated (run). However, when the driver presses the defrost button to remove the fog or frost, the air conditioner is operated such that the air conditioner refrigerant pressure gradually rises. When the air conditioner refrigerant pressure reaches a predetermined pressure, it reaches an area where the cooling fan should be operated. However, the cooling fan is not operated due to locking of the motor caused by freezing of the cooling fan. In addition, as the locking time becomes longer, the motor may be damaged or, in an extreme case, a fire may be started in the engine room.
When an external temperature sensor is present in the vehicle, the cooling fan can be operated at sub-zero temperatures. However, when the external temperature sensor is not installed in the vehicle, the external temperature may not be checked, so that control may not be performed to prevent the operation of the cooling fan at the sub-zero temperature. In addition, in this case, the cooling fan is operated under a predetermined condition, so that the cooling fan may be frozen, thereby causing damage to the motor. Damage to the electric motor produces overheating of the engine, which can result in significant repair costs.
The above information disclosed in this background section is only for enhancement of understanding of the background of the invention and therefore it may contain information that does not form the prior art that is already known to a person of ordinary skill in the art in this country.
Disclosure of Invention
The present invention provides an apparatus and method for controlling a cooling fan of a vehicle, which can lock a fan motor based on an intake air temperature and an air conditioner refrigerant temperature in order to prevent damage to the fan motor in cold weather conditions.
Further, the present invention provides an apparatus and method for controlling a cooling fan of a vehicle, which is capable of operating the cooling fan in the case where a cooling temperature is greater than or equal to a reference temperature.
An exemplary embodiment of the present invention provides an apparatus for controlling a cooling fan of a vehicle, the cooling fan being installed in an engine room of the vehicle, the apparatus including: a fan motor for driving the cooling fan; and a controller that generates an operation signal for controlling the cooling fan and provides the operation signal to the fan motor, wherein the controller confirms an ignition-off time when ignition is turned on, confirms a rate of change of the air conditioner refrigerant pressure for a measured time when the ignition-off time exceeds a determinable time and an intake air temperature exists within a predetermined temperature, and locks the fan motor according to the rate of change of the air conditioner refrigerant pressure.
The controller confirms a first rate of change of the air conditioner refrigerant pressure for a first measured time, operates the cooling fan for a second measured time by means of the fan motor by providing an operation signal to the fan motor, confirms a second rate of change of the air conditioner refrigerant pressure for the second measured time, and stops the operation of the cooling fan according to the first rate of change and the second rate of change.
The controller may calculate a comparison value based on the first rate of change and the second rate of change, determine whether the comparison value is less than or equal to a determination reference value, and stop the operation of the cooling fan in a state where the comparison value is less than or equal to the determination reference value without the comparison value being maintained for a period of time.
The apparatus for controlling a cooling fan of a vehicle may further include: a state detector including an intake air temperature measurer that measures an intake air temperature; a coolant measurer that measures a temperature of the coolant; a speed measurer measuring a speed of the vehicle; and at least one of a pressure measurer measuring a refrigerant pressure of the air conditioner.
The controller may provide an operation signal to the fan motor when the compressor is operated and the vehicle speed is 0, and lock the fan motor according to a rate of change of the air conditioner refrigerant pressure for a measured time.
The controller may turn off the compressor when the intake air temperature is not within the predetermined temperature, and operate the cooling fan when the coolant temperature is greater than or equal to the reference temperature in a state in which the controller turns off the air conditioner switch.
Another exemplary embodiment of the present invention provides a method for controlling a cooling fan of a vehicle by an apparatus for controlling a cooling fan of a vehicle, including: confirming, by the controller, an ignition-off time at which ignition is turned off when ignition is turned on; determining whether the ignition-off time exceeds a determinable time; determining whether the intake air temperature is present within a predetermined temperature when the ignition-off event exceeds the determinable time; and locking the fan motor according to a rate of change of the air conditioner refrigerant pressure for the measured time when the intake air temperature exists within the predetermined temperature.
In the exemplary embodiment of the present invention, it is possible to prevent the fan motor from freezing in cold weather conditions, such as winter, and thus prevent damage by stopping the operation of the fan motor.
In addition, in the case where the coolant temperature is greater than or equal to the reference temperature, the cooling fan is operated, so that overheating of the engine can be prevented.
Other effects that may be obtained or predicted by the exemplary embodiments of the present invention will be explicitly or implicitly described in the detailed description of the present invention. That is, various effects predicted according to exemplary embodiments of the present invention will be described in the following detailed description.
Drawings
Fig. 1 is a block diagram illustrating an apparatus for controlling a cooling fan of a vehicle according to an exemplary embodiment of the present invention.
Fig. 2 is a flowchart illustrating a method for controlling a cooling fan of a vehicle according to an exemplary embodiment of the present invention.
Fig. 3 is an illustrative view showing a control method when an air conditioner switch is turned off in a method for controlling a cooling fan of a vehicle according to an exemplary embodiment of the present invention.
Fig. 4 is a flowchart illustrating a method for detecting locking in a method for controlling a cooling fan of a vehicle according to an exemplary embodiment of the present invention.
Fig. 5 is an explanatory view for describing a method for detecting locking in a method for controlling a cooling fan of a vehicle according to an exemplary embodiment of the present invention.
Fig. 6 is an explanatory view for describing first and second rates of change in a method for controlling a cooling fan of a vehicle according to an exemplary embodiment of the present invention.
Detailed Description
It should be understood that the term "vehicle" or "vehicular" or other similar terms as used herein generally includes motor vehicles, such as passenger automobiles including Sports Utility Vehicles (SUVs), buses, trucks, various commercial vehicles, watercraft including a variety of boats and ships, aircraft, and the like, and includes hybrid vehicles, electric vehicles, plug-in hybrid electric vehicles, hydrogen-powered vehicles, and other alternative fuel vehicles (e.g., fuels derived from resources other than petroleum). As referred to herein, a hybrid vehicle is a vehicle having two or more power sources, such as gasoline-powered and electric-powered vehicles.
The terminology used herein is for the purpose of describing particular embodiments only and is not intended to be limiting of the disclosure. As used herein, the singular forms "a", "an" and "the" are intended to include the plural forms as well, unless the context clearly indicates otherwise. It will be further understood that the terms "comprises" and/or "comprising," when used in this specification, specify the presence of stated features, integers, steps, operations, elements, and/or components, but do not preclude the presence or addition of one or more other features, integers, steps, operations, elements, components, and/or groups thereof. As used herein, the term "and/or" includes any and all combinations of one or more of the associated listed items. Throughout this specification, unless explicitly described to the contrary, the word "comprise", and variations such as "comprises" or "comprising", will be understood to imply the inclusion of stated elements but not the exclusion of any other elements. In addition, the terms "unit", "machine", "device" and "module" described in the present specification refer to a unit for processing at least one function and operation, and may be implemented by hardware components or software components, and combinations thereof.
Furthermore, the control logic of the present invention may be embodied as a non-transitory computer readable medium on a computer readable medium containing executable program instructions executed by a processor, controller, or the like. Examples of computer readable media include, but are not limited to, ROM, RAM, Compact Disc (CD) -ROMs, magnetic tape, floppy disk, flash memory drive, smart card, and optical data storage devices. The computer readable medium CAN also be distributed over a network coupled computer system so that the computer readable medium is stored and executed in a distributed fashion, such as over a telematics server or a Controller Area Network (CAN).
Hereinafter, the operational principle of the apparatus and method for controlling a cooling fan of a vehicle according to an exemplary embodiment of the present invention will be described in more detail with reference to the accompanying drawings. The drawings provided below and the detailed description that will be provided below, however, relate to one preferred exemplary embodiment among several exemplary embodiments that effectively describe the features of the present invention. Accordingly, the invention is not limited to the drawings and the description below.
Hereinafter, exemplary embodiments of the present invention will be described in detail with reference to the accompanying drawings.
Fig. 1 is a block diagram illustrating an apparatus for controlling a cooling fan of a vehicle according to an exemplary embodiment of the present invention.
The apparatus 50 for controlling a cooling fan of a vehicle includes a state detector 100, a controller 110, an air conditioner switch 120, a compressor 125, a relay 130, a connector 140, a blower fan assembly 150, and a cooling fan 160.
The state detector 100 detects information required to control the cooling fan 160. The state detector 100 includes an intake air temperature measurer 102, a speed measurer 104, a pressure measurer 106, and a coolant temperature measurer 108.
The intake air temperature measurer 102 measures an intake air temperature, which is a temperature of air introduced into the vehicle, and provides the measured temperature to the controller.
The speed measurer 104 measures a vehicle speed, which is a speed of the vehicle, and provides the measured vehicle speed to the controller.
The pressure measurer 106 measures the air conditioner refrigerant pressure and provides the measured air conditioner refrigerant pressure to the controller.
The coolant temperature measurer 108 measures a coolant temperature of the engine, and provides the measured coolant temperature to the controller.
The controller 110 controls at least one of the state detector 100, the air conditioner switch 120, the compressor 125, the relay 130, the connector 140, the blower fan assembly 150, and the cooling fan 160, which are components of the apparatus 50 for controlling the cooling fan of the vehicle, so as to operate or stop the cooling fan 160.
When the ignition is turned on, the controller 110 confirms the ignition-off time at which the ignition is turned off. When the ignition-off time exceeds the determinable time and the intake air temperature is within the predetermined temperature, the controller 110 confirms the rate of change of the air conditioner refrigerant pressure for the measured time. The controller 110 performs control to lock or normally operate the fan motor 157 according to the rate of change of the air conditioner refrigerant pressure. A method for controlling the cooling fan 160 in the controller 110 will be described in more detail with reference to fig. 2 to 5.
To this end, the controller 110 may be implemented by at least one processor operated by a predetermined program, which may be programmed to perform the respective steps of the method for controlling a cooling fan of a vehicle according to an exemplary embodiment of the present invention.
The air conditioner switch 120 turns on or off the air conditioner. That is, the air conditioner switch 120 may turn the air conditioner on or off by the driver or controller 110.
When the air conditioner is turned on by the air conditioner switch 120, the compressor 125 compresses a refrigerant at high temperature and high pressure to operate the air conditioner.
The relay 130 provides an operation signal to the connector 140 according to the control of the controller 110.
The connector 140 receives an operation signal from the relay 130 to drive the fan motor 157. To this end, the connector 140 includes a high speed connector 143, a low speed connector 146, and a ground connector 149. The high-speed connector 143 is directly connected to the fan motor 157, and the low-speed connector 146 is connected to the fan motor 157 through a resistor 153. The ground connector 149 is connected to the fan motor and the ground. Here, the high speed connector 143, the low speed connector 146, and the ground connector 149 may be formed of switches.
When it receives a low speed operation signal from relay 130, connector 140 drives fan motor 157 through low speed connector 146 and resistor 153. In addition, when it receives a high-speed operation signal from relay 130, connector 140 drives fan motor 157 through high-speed connector 143.
The fan motor 157 rotates blades included in the cooling fan 160 to operate the cooling fan 160.
The cooling fan 160 is driven by a fan motor 157 included in the blower fan assembly 150. The cooling fan 160 maintains the temperature of the coolant under appropriate conditions, thereby preventing overheating of the engine and allowing the performance of the engine to be optimally performed.
Hereinafter, a method for controlling the cooling fan 160 in the vehicle according to an exemplary embodiment of the present invention will be described with reference to fig. 2 to 6.
Fig. 2 is a flowchart illustrating a method for controlling a cooling fan of a vehicle according to an exemplary embodiment of the present invention.
Referring to fig. 2, the controller 110 confirms whether ignition is turned on (S210). Here, the controller 110 may confirm whether ignition is turned on by receiving an ignition-on signal from an initial detector (not shown).
The controller 110 confirms the ignition-off time at which the ignition is turned off (S215). That is, the controller 110 may confirm the ignition-off time by counting the time the ignition is turned off before the ignition is turned on.
The controller 110 determines whether the ignition-off time exceeds a determinable time (S220). Here, the determinable time may indicate a reference time for determining that the vehicle is parked at night, and may be set by a worker, or set by a predetermined algorithm (e.g., a program or a probabilistic model). For example, the determinable time may be six hours.
As described above, the reason for determining whether the ignition-off time exceeds the determinable time is to confirm that the vehicle is parked at night. In the case where the vehicle is parked at night, it may be assumed that the intake air temperature and the outside air temperature are the same as each other. Therefore, using the intake air temperature without using the external air temperature sensor may prevent damage to the fan motor 157.
When the ignition-off time exceeds the determinable time, the controller 110 confirms the intake air temperature (S225). Here, the intake air temperature may be a temperature measured by an intake air temperature measurer when the ignition of the vehicle is turned off.
The controller 110 determines whether the intake air temperature is within a predetermined temperature (S230). That is, the controller 110 may determine whether the intake air temperature is less than or equal to the maximum temperature and greater than or equal to the minimum temperature. Here, the maximum temperature and the minimum temperature indicate reference temperatures for determining a temperature at which the cooling fan may be frozen, and may be set by a worker or set by a predetermined algorithm (e.g., a program or a probabilistic model). For example, the maximum temperature may be 7 ℃ and the minimum temperature may be-10 ℃.
When the intake air temperature exists within the predetermined temperature, the controller 110 determines whether the compressor 125 is operated (S235). That is, when the intake air temperature is greater than or equal to the minimum temperature and less than or equal to the maximum temperature, the controller 110 may determine whether the compressor 125 is in an on state or an off state.
When the compressor 125 is operated, the controller 110 determines whether the vehicle speed is 0 (S240). That is, when the compressor 125 is operated, the controller 110 confirms the vehicle speed provided from the speed measurer. The controller 110 determines whether the vehicle speed is 0 to determine whether the vehicle is in an idling state. In addition, when the vehicle speed is 0, the controller 110 generates an operation signal for operating the cooling fan 160. Here, the operation signal may be a low-speed operation signal for operating the cooling fan 160 at a low speed.
The controller 110 performs a lock detection as to whether the fan motor 157 is locked or normally operated (S245). The method for detecting the locking of the fan motor will be described in detail with reference to fig. 4.
The controller 110 determines whether the lock detection result is normal (S250).
When the lock detection result is not normal, the controller 110 stops the operation of the cooling fan 160 (S255). That is, when the lock detection result is the lock, the controller 110 stops the operation of the cooling fan 160 and stops the operation of the compressor 125.
Meanwhile, when the lock detection result is normal, the controller 110 moves to S275 to operate the cooling fan 160. Here, since a normal method for controlling the cooling fan 160 is the same as or similar to a commonly used method for controlling the cooling fan 160, a detailed description will be omitted.
The controller 110 confirms whether the ignition is turned off (S260). That is, when the ignition is turned off, the controller 110 may complete the control of the cooling fan.
Meanwhile, when the ignition time is less than or equal to the determinable time, the controller 110 may confirm the just-before (immediately previous) state of the cooling fan (S265). That is, when the ignition-off time is less than or equal to the determinable time, the state of the cooling fan 160 determined by the previous turning-on of the ignition is confirmed because the controller 110 may determine that the vehicle is not parked at night.
The controller 110 determines whether the immediately previous state of the cooling fan is normal (S270).
When the immediately preceding state of the cooling fan is normal, the controller 110 operates the cooling fan 160 (S275). In addition, when the intake air temperature exceeds the maximum temperature, the controller 110 may normally drive the cooling fan 160 because it is not a severe weather. The controller 110 may then confirm that the ignition is turned off.
Meanwhile, when the intake air temperature is less than the minimum temperature, the controller 110 turns off the compressor 125 (S280).
In S235, the compressor 125 is not operated as a result of the confirmation, in S240, the vehicle speed is not 0 as a result of the determination, or in S280, when the controller 110 turns off the compressor 125, the controller 110 turns off the air conditioner switch 120 (S285).
The controller 110 confirms the coolant temperature (S290). That is, when the air conditioner switch 120 is turned off, the controller 110 receives the coolant temperature supplied from the coolant temperature measurer 108 to control the cooling fan 160 and confirms the received coolant temperature. The controller 110 determines whether the coolant temperature is greater than or equal to a reference temperature.
When the coolant temperature is greater than or equal to the reference temperature, the controller 110 operates the cooling fan 160 (S295). That is, when the coolant temperature is greater than or equal to the reference temperature, the controller 110 may reduce the temperature of the engine by operating the cooling fan 160 so as to prevent overheating of the engine. Here, the reference temperature indicates a reference temperature for determining whether overheating is generated in the engine, and may be a predetermined value. For example, as shown in fig. 3, the reference temperature 310 may be 105 ℃.
The controller 110 provides an operation signal to the fan motor 157 through the relay 130 and the connector 157, and operates the cooling fan 160 through the fan motor 157. Here, the operation signal is a high-speed operation signal 320. Therefore, the cooling fan 160 operates at a high speed, so that the temperature of the engine can be reduced.
Fig. 4 is a flowchart illustrating a method for detecting lock-up in a method for controlling a cooling fan of a vehicle according to an exemplary embodiment of the present invention, fig. 5 is an exemplary view for describing a method for detecting lock-up in a method for controlling a cooling fan of a vehicle according to an exemplary embodiment of the present invention, and fig. 6 is an exemplary view for describing first and second rates of change in a method for controlling a cooling fan of a vehicle according to an exemplary embodiment of the present invention.
Referring to fig. 4 to 6, the controller 110 confirms a first rate of change of the air conditioner refrigerant pressure for a first measurement time (S410). Here, the first measurement time may indicate a time delayed when the operation signal is transmitted from the controller 110 to the fan motor 157 through the relay 130 and the connector 140. The reason for transmitting the operation signal in the controller 110 after being delayed as described above is to prevent a malfunction from being generated in the relay 130, the connector 140, and the like. Here, as shown in fig. 5, the first measurement time 510 may be a time from 0 second to the first time. For example, the first time may be 0.5 seconds.
In other words, the controller 110 receives the first air conditioner refrigerant pressure provided from the pressure measurer 106 at 0 second, and receives the second air conditioner refrigerant pressure provided from the pressure measurer 106 at the first time. The controller 110 calculates a first rate of change based on the first air conditioner refrigerant pressure and the second air conditioner refrigerant pressure. Here, the first rate of change may be represented by a gradient 610, as shown in FIG. 6.
The controller 110 operates the cooling fan 160 for a second measurement time (S420). In other words, the controller 110 provides the operation signal to the relay 130 at the first time, and the relay 130 provides the operation signal to the connector 140. Here, the operation signal may be a low-speed operation signal. When a low speed operation signal is received, low speed connector 146 of connector 140 drives fan motor 157 through resistor 153. Thus, the cooling fan may be operated by the fan motor 157.
Here, as shown in fig. 5, the second measured time 530 may indicate a time when the cooling fan 160 is operated, and may be a predetermined value. The second measurement time 530 may be a time from the first time to the second time. For example, the second time may be 3.5 seconds.
The controller 110 stops the operation of the cooling fan 160 at the second time (S430).
The controller 110 confirms the second rate of change of the air conditioner refrigerant pressure for the second measurement time (S440). In other words, the controller 110 receives the third air conditioner refrigerant pressure provided from the pressure measurer 106 at a first time, and receives the fourth air conditioner refrigerant pressure provided from the pressure measurer 106 at a second time. The controller 110 calculates a second rate of change based on the third air conditioner refrigerant pressure and the fourth air conditioner refrigerant pressure. Here, the second rate of change may be represented by a gradient 630, as shown in FIG. 6.
The controller 110 determines whether the total measured time of the points exceeds a reference time (S450). That is, the controller 110 adds the first measurement time and the second measurement time to each other to generate a total measurement time, and determines whether the total measurement time exceeds the reference time.
The controller 110 determines whether the comparison value is less than or equal to the determination reference value (S460). Specifically, the controller 110 calculates a comparison value based on the first rate of change and the second rate of change. That is, the controller 110 may calculate the comparison value by equation 1.
[ equation 1]
C＝B/A
Here, C may indicate a comparison value, a may indicate a first rate of change, and B may indicate a second rate of change.
The controller 110 determines whether the comparison value is less than or equal to the determination reference value (S460). Here, the determination reference value is a reference value for determining whether to normally operate the fan motor 157 or to lock the fan motor 157. For example, the determination reference value may be 0.7.
In a state where the comparison value is less than or equal to the determination reference value, the controller 110 determines whether the comparison value is maintained for a certain period of time (S470). For example, the period of time may be 2 seconds.
In a state where the comparison value is less than or equal to the determination reference value, when the comparison value is maintained for a certain period of time, the controller 110 determines that the cooling fan 160 is normal (S480).
In a state where the comparison value is less than or equal to the determination reference value, in a case where the comparison value exceeds the determination reference time or the comparison value is maintained for a certain period of time, the controller 110 determines that the cooling fan 157 is locked (S490).
As described above, the apparatus 50 for controlling a cooling fan of a vehicle according to an exemplary embodiment of the present invention determines whether there is a cold weather condition (e.g., winter) based on the intake air temperature of air introduced into the vehicle from the outside when the ignition-off time exceeds the determinable time. In cold weather conditions, the apparatus 50 for controlling a cooling fan confirms the rate of change of the air conditioner refrigerant pressure to lock the fan motor 157, so that damage to the fan motor can be prevented.
While the invention has been described in connection with what is presently considered to be practical exemplary embodiments, it is to be understood that the invention is not to be limited to the disclosed embodiments, but on the contrary, is intended to cover various modifications and equivalent arrangements included within the spirit and scope of the appended claims.
Claims (11)
1. An apparatus for controlling a cooling fan of a vehicle, the cooling fan being installed in an engine room of the vehicle, the apparatus comprising:
a fan motor that drives the cooling fan; and
a controller generating an operation signal for controlling the cooling fan and providing the operation signal to the fan motor,
wherein the controller confirms an ignition-off time at which ignition is turned off when ignition is turned on, confirms a first rate of change of air conditioner refrigerant pressure for a first measurement time when the ignition-off time exceeds an identifiable time and an intake air temperature exists within a predetermined temperature, confirms a second rate of change of air conditioner refrigerant pressure for a second measurement time by operating the cooling fan by the fan motor for a second measurement time by providing an operation signal to the fan motor, and stops the operation of the cooling fan according to the first rate of change and the second rate of change,
wherein the determinable time indicates a reference time for determining that the vehicle is parked at night, the first measured time indicates a time delayed when the operation signal is transmitted from the controller to the fan motor, and the second measured time indicates a time at which the cooling fan is operated.
2. The apparatus of claim 1, wherein:
the controller calculates a comparison value based on the first rate of change and the second rate of change, determines whether the comparison value is less than or equal to a determination reference value, and stops the operation of the cooling fan in a state where the comparison value is less than or equal to the determination reference value without the comparison value being maintained for a period of time.
3. The device of claim 1, further comprising:
a state detector comprising at least one of: an intake air temperature measurer that measures the intake air temperature, a coolant measurer that measures the coolant temperature, a speed measurer that measures the vehicle speed, and a pressure measurer that measures the air conditioner refrigerant pressure.
4. The apparatus of claim 1, wherein:
the controller provides an operation signal to the fan motor when a compressor is operated and a vehicle speed is 0, and locks the fan motor according to a rate of change of the air conditioner refrigerant pressure for the measured time.
5. The apparatus of claim 1, wherein:
the controller turns off the compressor when the intake air temperature is not within the predetermined temperature, and operates the cooling fan when the coolant temperature is greater than or equal to a reference temperature in a state where the controller turns off an air conditioner switch.
6. A method for controlling a cooling fan of a vehicle, comprising the steps of:
confirming, by the controller, an ignition-off time at which ignition is turned off when ignition is turned on;
determining, by the controller, whether an ignition-off time exceeds a determinable time;
determining, by the controller, whether an intake air temperature exists within a predetermined temperature when an ignition-off time exceeds the determinable time; and
locking, by the controller, a fan motor when the intake air temperature is within the predetermined temperature,
wherein the step of locking the fan motor comprises:
identifying a first rate of change of air conditioner refrigerant pressure for a first measured time;
operating the cooling fan for a second measured time;
identifying a second rate of change of the air conditioner refrigerant pressure for a second measured time; and
stopping the operation of the cooling fan according to the first rate of change and the second rate of change, the determinable time indicating a reference time for determining that the vehicle is parked at night, the first measured time indicating a time delayed when the operation signal is transmitted from the controller to the fan motor, the second measured time indicating a time when the cooling fan is operated.
7. The method of claim 6, wherein stopping operation of the cooling fan according to the first rate of change and the second rate of change comprises:
calculating a comparison value based on the first rate of change and the second rate of change;
determining whether the comparison value is less than or equal to a determination reference value;
determining whether the comparison value is maintained for a period of time in a state where the comparison value is less than or equal to the determination reference value; and
stopping the operation of the cooling fan in a case where the comparison value is not maintained for the period of time.
8. The method of claim 7, wherein the comparison value is determined by the equation: c is calculated as B/a,
wherein C is the comparison value, A is the first rate of change, and B is the second rate of change.
9. The method of claim 6, wherein the step of locking the fan motor according to the rate of change of the air conditioner refrigerant pressure for the measured time when the intake air temperature is within the predetermined temperature comprises:
determining whether a compressor is operated when the intake air temperature is present within the predetermined temperature;
determining whether a vehicle speed is 0 when the compressor is operated; and
locking the fan motor according to a rate of change of the air conditioner refrigerant pressure for the measurement time when the vehicle speed is 0.
10. The method of claim 6, wherein determining whether the intake air temperature is present within the predetermined temperature comprises:
determining whether the intake air temperature is less than a maximum temperature; and
when the intake air temperature is less than the maximum temperature, it is determined whether the intake air temperature is greater than or equal to a minimum temperature.
11. The method according to claim 6, further comprising, after determining whether the intake air temperature is present within the predetermined temperature, the steps of:
turning off a compressor when the intake air temperature is not within the predetermined temperature;
measuring a coolant temperature in a state where the air conditioner switch is turned off; and
operating the cooling fan when the coolant temperature is greater than or equal to a reference temperature.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| KR10-2015-0167950 | 2015-11-27 | ||
| KR1020150167950A KR101786685B1 (en) | 2015-11-27 | 2015-11-27 | Control apparatus and method for cooling fan of vehicle |
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| Publication Number | Publication Date |
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| CN106812584A CN106812584A (en) | 2017-06-09 |
| CN106812584B true CN106812584B (en) | 2021-01-19 |
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| Application Number | Title | Priority Date | Filing Date |
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| CN201610852015.XA Active CN106812584B (en) | 2015-11-27 | 2016-09-26 | Apparatus and method for controlling cooling fan of vehicle |
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| Country | Link |
|---|---|
| JP (1) | JP6788443B2 (en) |
| KR (1) | KR101786685B1 (en) |
| CN (1) | CN106812584B (en) |
| DE (1) | DE102016218221B4 (en) |
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|---|---|---|---|---|
| KR101765615B1 (en) | 2015-12-11 | 2017-08-07 | 현대자동차 주식회사 | Control system for cooling fan and control method using the same |
| KR101886104B1 (en) | 2016-10-26 | 2018-08-07 | 현대자동차 주식회사 | Control apparatus and method for cooling fan of vehicle |
| KR102370945B1 (en) * | 2017-10-27 | 2022-03-07 | 현대자동차주식회사 | Control method of cooling module |
| KR102019872B1 (en) * | 2017-11-22 | 2019-09-09 | 현대오트론 주식회사 | Stuck Diagnosis system for cooling fan of vehicle air conditioner and method thereof |
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| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP3010888B2 (en) * | 1992-03-23 | 2000-02-21 | 株式会社デンソー | Vehicle cooling fan speed controller |
| KR100551284B1 (en) * | 2003-04-21 | 2006-02-10 | 현대자동차주식회사 | Cooling fan controlling method of vehicle |
| JP2004353554A (en) * | 2003-05-29 | 2004-12-16 | Nissan Motor Co Ltd | Control device of vehicular cooling fan |
| JP5263084B2 (en) | 2009-08-28 | 2013-08-14 | スズキ株式会社 | Outside air temperature estimation device |
| KR101939171B1 (en) * | 2012-12-06 | 2019-01-16 | 콘티넨탈 오토모티브 시스템 주식회사 | Method for prevention wrong-diagnosing thermostat of car |
| JP5742882B2 (en) | 2013-05-30 | 2015-07-01 | トヨタ自動車株式会社 | Motor lock determination device |
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- 2015-11-27 KR KR1020150167950A patent/KR101786685B1/en active IP Right Grant
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| JP2017096250A (en) | 2017-06-01 |
| DE102016218221A1 (en) | 2017-06-01 |
| JP6788443B2 (en) | 2020-11-25 |
| CN106812584A (en) | 2017-06-09 |
| KR101786685B1 (en) | 2017-10-18 |
| KR20170062304A (en) | 2017-06-07 |
| DE102016218221B4 (en) | 2023-05-11 |
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