DE102018102302A1 - COOLING FAN FOR MOTOR COOLING SYSTEM - Google Patents

Abstract

Systems and methods are provided for a bladeless radiator cooling fan. In one example, a system may include a plurality of vaneless sheaves surrounded by a hood, each shoveless entrainment sheave including a hollow central opening allowing unrestricted ambient air flow through the cooling fan, and a source fan for providing air flow to the shovelless entrainment sheaves is enclosed by a housing include. In this way, airflow through the fanless radiator cooling fan can be increased, reducing the use of a powered fan and reducing fan noise.

Description

TECHNICAL AREA

The present application relates to cooling fans that can be used in a vehicle cooling system.

BACKGROUND OF THE INVENTION AND BRIEF DESCRIPTION OF THE DRAWINGS

Vehicle cooling systems may include various cooling components such as radiators, cooling fans and blowers, condensers, liquid coolant, etc. An electrically powered engine cooling fan may be powered by an electric motor that either has a variable speed or is controlled by a relay. The cooling fan allows the engine temperatures to be kept within a specified range. When the engine temperatures (or engine coolant temperatures) exceed the target range, the cooling fan is operated to increase the airflow through the engine, which dissipates the excess heat to the outside air. The cooling fan is typically located in the engine compartment in front of or behind the radiator. When the cooling fan is operated to supply air to the engine, the cooling air flows through the radiator, thereby also cooling the coolant.

The inventors of the present invention have recognized various problems with cooling fans. As an example, cooling fans can be very noisy, especially when operating with high flow settings. The noise can be annoying for vehicle customers. In particular, customers of luxury vehicles may require a quieter radiator operation. As another example, cooling fans may reduce fuel economy. Although cooling fans are not turned on for a significant portion of a drive cycle, the blades and bonnets may still be a slight constraint that reduces fuel economy and reduces airflow to the engine compartment. As yet another example, the placement of the cooling fans relative to the radiator may make it difficult for a person (eg, a service technician) to reach the radiator when the engine is running (eg, during a service for maintenance or cleaning). In addition, the cooling fans may be inefficient.

In one example, the above problems may be addressed by an engine cooling system that includes a bladeless cooling fan. In one example, a system includes: a plurality of vaneless sheaves surrounded by a hood, the hood coupled to a radiator and positioned between the radiator and a motor; a hollow central opening within each vaneless entrainment disc that allows unrestricted flow of ambient air through the cooling fan; and a source fan for providing air flow to the vaneless entrainment disks, the source fan being enclosed by a housing. In this way, a cooling fan with reduced noise and higher performance characteristics can be provided.

As an example, a Helmholtz resonator may be included within the housing, such as positioned adjacent to the source fan. By using a source fan coupled to a Helmholtz resonator, the efficiency of the fan is increased while using a lower power source fan. The lower power requirement of the fan reduces the noise emitted by the fan while consuming less engine power. By using a blade-less source fan, the noise emitted by the fan and losses of efficiency associated with the flow restriction caused by fan blades are reduced. In addition, a service technician may be able to conveniently access the engine compartment while the fan is running.

It should be understood that the foregoing summary is provided to introduce in simplified form a selection of concepts that are further described in the detailed description. It is not intended to mention important or essential features of the claimed subject matter, the scope of which is defined solely in the claims following the detailed description. Furthermore, the claimed subject matter is not limited to implementations that overcome disadvantages set forth above or in any part of the present disclosure.

list of figures

• 1 FIG. 3 illustrates a schematic diagram of a cooling system in a motor vehicle. FIG.
• 2 presents a first example of a bladeless fan of the cooling system 1 represents.
• 3 presents a second example of a bladeless fan of the cooling system 1 represents.
• 4 FIG. 12 illustrates a take-off disc of a bladeless fan in accordance with the present disclosure. FIG.
• 5 FIG. 10 is an exemplary flowchart illustrating a routine for operating a non-bladed cooling fan of a vehicle cooling system.
• 6 shows a bladed radiator fan according to the prior art.
• 7 shows a view of the blade-less cooling fan as viewed from the engine.
• 8th shows a side view of the paddle-less cooling fan.
• 9 shows a view of the source fan and resonator within the housing.
• 10 FIG. 12 is an exemplary graph illustrating a relationship between vehicle speed and cooling fan speed. FIG.

DETAILED DESCRIPTION

The following description relates to a blade-less cooling fan for a vehicle cooling system, such as the cooling system 1 , Exemplary designs for a bladeless cooling fan having a source fan coupled to a Helmholtz resonator are shown in FIG 2 - 3 shown. Different views of the fan are in 7 - 9 shown. An exemplary driving disc is in 4 shown. A controller may be configured to perform a routine, such as the example routine 5 to operate the cooling fan according to different vehicle cooling requirements. For example, the cooling fan may be activated at lower vehicle speeds and deactivated at higher vehicle speeds, such as in the exemplary diagram 10 illustrated. In this way, the cooling fan provides improvements over prior art cooling fans, such as those in US Pat 6 shown and described below fan.

1 FIG. 10 is a schematic diagram of an exemplary embodiment of a vehicle cooling system. FIG 100 in a motor vehicle 102 , The vehicle 102 has wheels 106 , a passenger compartment 104 and an engine room 103 on. In the engine compartment 103 For example, various engine compartment components can be mounted under the hood (not shown) of the motor vehicle 102 be housed. For example, in the engine compartment 103 an internal combustion engine 10 be housed. The internal combustion engine 10 has a combustion chamber via an intake passage 44 Intake air can absorb and via an exhaust duct 48 Can give off combustion gases. In one example, the intake passage 44 be designed as a ram air inlet, wherein the dynamic pressure caused by the movement of the vehicle 102 can be used to increase a static air pressure inside the intake manifold of the engine. Thus, this could allow a larger air mass flow through the engine, thereby increasing engine performance. The motor 10 may be included in a vehicle such as, among other types of vehicles, a road car in the form illustrated and described herein. Although the exemplary applications of the engine 10 With reference to a vehicle, it should be understood that various types of engines and vehicle propulsion systems may be used, including passenger cars, trucks, etc.

In some examples, the vehicle may 102 a hybrid electric vehicle (HEV) with multiple torque sources that are one or more of the wheels 106 be available. In other examples, the vehicle is 102 a conventional vehicle with only one motor or an electric vehicle with only one electric machine (s). In the example shown, the vehicle includes 102 an engine 10 and an electric machine 52 , At the electric machine 52 it can be an electric motor or an electric motor / generator. A crankshaft (not shown) of the engine 10 and the electric machine 52 are about the gearbox 54 with the vehicle wheels 106 connected when one or more couplings 56 are engaged. In the illustrated example, a first clutch 56 between the engine 10 (eg between the crankshaft of the engine 10 ) and the electric machine 52 provided and a second clutch 56 between the electric machine 52 and the transmission 54 provided. A controller 12 can send a signal to an actuator of each clutch 56 to engage or disengage the clutch so as to drive the crankshaft to and from the electric machine 52 and connect or disconnect the associated components and / or the electrical machine 52 with or from the transmission 54 and the associated components to connect or disconnect. In the transmission 54 It can be a manual transmission, a planetary gear or other type of transmission.

The powertrain may be designed in various ways, including as a parallel, series or series parallel hybrid vehicle. In embodiments as an electric vehicle may be a system battery 58 a traction battery, that of the electric machine 52 supplying electrical power to the vehicle wheels 106 To provide torque. In some embodiments, the electric machine 52 can also be operated as a generator to, for example, during a braking operation, electrical power for charging the system battery 58 provide. It is understood that the system battery 58 in other embodiments, including non-electric vehicle embodiments, may be a typical starter, lighting, ignition (SLI) battery attached to an alternator 72 is coupled.

The alternator 72 may be designed to be the system battery 58 under the use of To apply engine torque through the crankshaft while the engine is running. In addition, the alternator can 72 one or more electrical systems of the engine, such as one or more auxiliary systems, which may include a heating, ventilation and air conditioning (HVAC) system, vehicle lights, an on-board entertainment system, and other auxiliary systems based on their electrical system Supply your energy needs. In one example, a current drawn from the alternator may vary continuously based on each of a cabin cooling demand by the vehicle operator, a battery charging requirement, other auxiliary vehicle system demand, and electric motor torque. A voltage regulator can be connected to the alternator 72 coupled to regulate the power output of the alternator based on system usage requirements including auxiliary system requirements.

The engine compartment 103 can also have a cooling system 100 include the coolant through the internal combustion engine 10 circulates to absorb waste heat and the heated coolant through coolant lines 82 respectively. 84 to a cooler 80 and / or heating heat exchanger 55 distributed. In one example, the cooling system 100 as shown on the engine 10 be coupled and engine coolant from the engine 10 via a motor driven water pump 86 to the radiator 80 and over the coolant line 82 back to the engine 10 circulate. The motor pump powered by the engine 86 may be coupled to the engine via the front end accessory drive (FEAD) 36 and rotated in proportion to the engine speed via a belt, chain, etc. Specifically, the pump driven by the motor 86 Circulate coolant through passages in the engine block, head, etc. to absorb engine heat, which then passes over the radiator 80 is transferred to the ambient air. In an example where the motor pump powered by the motor 86 is a centrifugal pump, the pressure generated by the pump (and the resulting flow) may be proportional to the crankshaft speed shown in the example 1 can be directly proportional to the engine speed. The temperature of the coolant can be controlled by a thermostatic valve 38 be regulated in the cooling line 82 is arranged and can be kept closed until the coolant reaches a threshold temperature.

Coolant can, as described above by the coolant line 82 and / or through the coolant line 84 to the heater core 55 flow where the heat to the passenger compartment 104 can be transferred before the coolant back to the engine 10 flows. Coolant can additionally by a coolant line 81 and one or more of the electrical machine (eg, the electric motor) 52 and the system battery 58 flow to heat from the one or more of the electric machine 52 and the system battery 58 record, especially if the vehicle 102 an HEV or an electric vehicle. In some examples, the motor driven water pump 86 to operate the water through each of the coolant lines 81 , 82 and 84 circulate.

One or more fans (not shown) and cooling fans can enter the cooling system 100 be included to provide airflow assistance and increase a cooling air flow through the engine compartment components. For example, the cooling fans 91 and 95 attached to the radiator 80 are coupled to operate, cooling airflow support through the radiator 80 when the vehicle is moving and the engine is running. The cooling fans can behind the radiator 80 (from a grille 112 in the direction of the engine 10 considered) coupled. In an example, as with reference to 2 - 3 and 7 Running, the cooling fans can 91 . 95 be designed as a blade-less cooling fan. That is, the cooling fans may be configured to emit airflow without the use of blades or blades, thereby producing an airflow output region having no vanes or blades as described with reference to FIG 4 shown. The cooling fans 91 and 95 can provide a cooling airflow through an opening at the front end of the vehicle 102 in the engine compartment 103 suck, for example through the grille 112 , Such a cooling air flow can then pass through the radiator 80 and other engine compartment components (eg, fuel system components, batteries, etc.) used to keep the engine and / or transmission cool. Further, the airflow may be used to dissipate heat from a vehicle air conditioning system. Still further, the airflow may be used to boost the performance of a turbocharged or supercharged engine equipped with intercoolers that reduce the temperature of the air flowing into the intake manifold of the engine. While this embodiment illustrates two cooling fans, other examples may use only one cooling fan.

The cooling fans 91 and 95 can be connected to the battery powered electric motors 93 or 97 coupled. The electric motors 93 and 97 can be done using power, the system battery 58 is taken, driven. In one example, the system battery 58 be charged using electrical energy during engine operation via the alternator 72 is produced. For example, torque generated by the engine during engine operation (i.e. exceeds the amount required for vehicle propulsion) along a drive shaft (not shown) to the alternator 72 then transmitted through the alternator 72 can be used to generate electrical power that can be stored in an electrical energy storage device, such as the system battery 58 , The system battery 58 can then be used to power the battery-powered (eg electric) fan motors 93 and 97 to activate. As with reference to 2 - 3 10, the efficiency of the fan may be increased by including a Helmholtz resonator adjacent to a source fan of the cooling fans, allowing a given output of the cooling fan to be provided using a lower power electric motor. This reduces the power consumption of the fan and increases the overall fuel economy of the vehicle. Furthermore, the Helmholtz resonator reduces the noise of the fan, which reduces the noise, vibration, and harshness (NVH) of the vehicle 102 reduced overall. In other examples, the cooling fan may be operated by activating a variable speed electric motor coupled to the cooling fan. In still other examples, the cooling fans 91 and 95 mechanically via a clutch (not shown) to the engine 10 and operating the cooling fans may include mechanically driving their rotation through the engine torque output via the clutch.

The engine compartment 103 may further include an air conditioning (AC) system comprising a condenser 88 , a compressor 87 , an air dryer 83 , an expansion valve 89 and an evaporator 85 which is coupled to a fan (not shown). The compressor 87 can over the fead 36 and an electromagnetic clutch 76 (also as a compressor clutch 76 known) to the engine 10 coupled, which allows the compressor on the basis of which, when the air conditioning system is turned on and off, engages in the engine or disengages from this. The compressor 87 can pressurized refrigerant to the condenser 88 Pump mounted on the front of the vehicle. The capacitor 88 can through the cooling fan 91 and 95 be cooled, whereby the refrigerant is cooled while it flows through. The high pressure refrigerant coming out of the condenser 88 Outflows through the air dryer 83 where any moisture in the refrigerant can be removed by the use of desiccants. The expansion valve 89 can then reduce the pressure of the refrigerant and allow it to expand before entering the evaporator 85 enters where it can be vaporized in gaseous form when the passenger compartment 104 is cooled. The evaporator 85 may be coupled to a blower fan operated by an electric motor (not shown) that can be actuated by the system voltage.

The system voltage can also be used to operate, among other systems, an entertainment system (radio, speakers, etc.), electric heaters, electric windshield wiper motors, a rear window defogger system, and headlamps.

1 further shows a control system 14 , The tax system 14 Can communicate with various components of the engine 10 be coupled to execute the control routines and actions described herein. As in 1 shown, the control system 14 for example, a controller 12 include. The control 12 may be a microcomputer including a microprocessor unit, input / output ports, an executable program electronic storage medium and calibration values, random access memory, keep alive memory, and a data bus. As shown, the controller can 12 Inputs from a variety of sensors 16 including user inputs and / or sensors (such as transmission gear position, accelerator input, brake input, gear selector position, vehicle speed, engine speed, engine temperature, ambient temperature, intake air temperature, etc.), cooling system sensors (such as coolant temperature, fan speed, cabin temperature, ambient humidity, etc.) and others ( such as Hall effect current sensors from the alternator and battery, a system voltage regulator, etc.) may belong. Furthermore, the controller 12 with different actors 18 which may include engine actuators (such as fuel injectors, an electronically controlled intake throttle, spark plugs, etc.), cooling system actuators (such as electric motor actuators, power disconnect relays of the electric motor, etc.), and others. As an example, the controller 12 a signal to an actuator of the clutch 56 to engage or disengage the clutch so as to drive the crankshaft of the engine 10 with or from the transmission 54 and the associated components to connect or disconnect. In some examples, the storage medium may be programmed with computer-readable data representing instructions that may be executed by the processor to perform the methods described below as well as other variants provided but not specifically listed.

The control 12 can the operation of the cooling fan 91 and 95 on the basis of vehicle cooling requirements, vehicle operating conditions and in coordination with engine operation. In one example, the cooling fans 91 and 95 while a first vehicle motion state, when the engine is in operation and vehicle cooling and airflow assistance from the fan is desired to be powered by allowing the battery powered electric motors 93 and 97 Provide airflow assistance when cooling engine compartment components. The first vehicle motion state may include, for example, an engine temperature or coolant temperature that is above a threshold temperature. For example, the threshold temperature may refer to a non-zero positive temperature value above which airflow assist is provided to engine cooling to prevent overheating of the engine. In another example, during a second vehicle motion condition, when airflow assistance is not desired (eg, due to sufficient airflow through the engine compartment generated by the vehicle motion), fan operation may be interrupted by disabling the fan motor.

Now it will open 2 Referring to FIG. 1, an angle view of an exemplary embodiment of a bladeless cooling fan system 200 which can be used as part of a vehicle cooling system, such as the cooling system 100 out 1 , In one example, the cooling fan system represents 200 one or both of the cooling fans 91 and 95 out 1 dar. The cooling fan system 200 is designed to produce an airflow and a cooling effect without trapping exposed blades or blades in the fan. As noted herein, the fan relies on the presence of a curved Coanda surface which provides an area for enhancing a cooling airflow by utilizing the Coanda effect. As is known in the art, a Coanda surface is a surface over which fluid flow exiting an exit orifice near the surface has the Coanda effect. In doing so, a fluid tends to adhere or conform to the surface as it flows over the Coanda surface (eg, a convex surface). As a result, there is a entrainment of the air flow, which allows an increase in the air flow.

The cooling fan system 200 includes a plurality of drive discs (or excitation discs) 204 behind a radiator 202 (considered by the engine) are arranged. In the illustrated example, the cooling fan system includes 200 four driving discs 204 , The plurality of follower discs are arranged in a planar layout to parallel to a plane of a substantially square radiator 202 to be behind it. 2 shows circular driving discs 204 and a fan housing viewed at an offset angle of 30 degrees from the plane of the engine. Each driving disc 204 is annular and defines a central opening (or cavity) 222. In addition, each disk is defined by an outer wall 220 covered. A more detailed view of a single drive disc is in 4 shown. Furthermore, each of the driving discs 204 through a hood (not in 2 shown), which in relation to FIG. 7 is described in more detail. The design of the discs is superior to traditional bladed fans, such as the exemplary fan 6 It has several advantages in that it is suitable for non-circular shapes, including ovals.

Each of the driving discs 204 takes over an airflow channel 208 from the operation of a source fan 206 that is inside a case 214 is arranged, a primary air flow. The housing 214 is centered with respect to the plane of the plurality of driving discs 204 and in terms of the radiator 202 arranged. The source fan 206 can be operated by an electric motor, such as a brushless DC motor, and includes an inlet 212 , A Helmholtz resonator (not in 2 is also inside (eg inside) the housing 214 arranged. For example, the Helmholtz resonator may be in close proximity to and downstream of the source fan 206 are located. As another example, the Helmholtz resonator may be in close proximity to and upstream of the source fan 206 between the inlet 212 and the source fan 206 are located. As yet another example, a Helmholtz resonator may be included in both locations. The Helmholtz resonator is connected to the source fan 206 coupled and increases the efficiency of the source fan (by increasing the air pressure), which allows the use of a lower power electric motor, such as an electric motor having a power setting of 25 watts. The increase in air pressure via the addition of the Helmholtz resonator also allows a reduction in the noise characteristics of the operation of the fan, even if it is operated with the highest flow setting. For example, the Helmholtz resonator may be tuned to specifically attenuate noise caused by turbulence within the housing 214 in other words, the Helmholtz resonator functions as a muffler.

Now it will be up shortly 9 Reference in which is an interior view 900 of components inside the case 214 is shown. In itself, components are previously in 2 numbered the same way and may not be re-imagined. The interior view 900 shows a side view of the source fan 206 and a Helmholtz resonator 907 inside the housing 214 , Ambient air flows over the inlet 212 (eg in the direction of the arrows) in the housing 214 one. The air is then over the Quelllüfter 206 around the Helmholtz resonator 907 around and to the airflow channel 208 directed. It is noteworthy that the blades 905 of the source fan 206 in contrast to traditional bladed radiator fans (such as the exemplary bladed radiator fan incorporated in US Pat 6 shown) within the housing 214 are located and not exposed. Therefore, a service technician may not come with the blades 905 in contact while the source fan 206 inside the housing 214 remains.

Referring again to 2 the air gets out of the source fan 206 then along the air duct 208 directed into a nozzle (or hollow channel) 216 passing through an inner wall 218 (towards the central opening 222 ) and outer wall 220 every driving disc 204 is defined. Specifically, the air flow channel 208 via corresponding outlets 210 to an internal cavity of the nozzle 216 every driving disc 204 coupled. Accordingly, a single source fan 206 a variety of driving discs 204 Provide airflow. A Coanda surface is attached to the nozzle 216 generated, which can be seen over a cross section at the nozzle. In particular, the nozzle may be annular (for example having a diameter of about 350 mm) and having an inner channel formed as a continuous loop or tube within the nozzle. The walls of the nozzle may be arranged in a looped or folded shape so that the inner wall 218 and the outer wall 220 approach each other to create an orifice, through the air flowing into the nozzle into the central opening 222 can be distributed. The mouth may include a conical region that narrows towards an outlet that includes a gap or gap (eg, a distance in the range of 1-5 mm). By adjusting the distance, the performance characteristics of the cooling fan system can be determined 200 to be changed.

3 shows another exemplary embodiment of a bladeless cooling fan system 300 , Previously presented components are similarly numbered for brevity and will not be re-presented. In the embodiment of 3 includes the cooling fan system 300 also a variety of driving discs 204 (only one of which is labeled) in a planar arrangement behind the radiator 302 (viewed from the engine) is arranged. In particular, one is due to the large number of driving discs 204 generated plane parallel to a plane of the radiator 302 , In the illustrated example, the cooling fan system includes 300 six driving discs 204 parallel to a substantially rectangular radiator 302 are arranged. The driving discs 204 are circular, but oval driving discs are also possible.

Like the driving discs off 2 takes each of the takeaway slices 204 out 3 a primary air flow from the operation of the source fan 206 on the inside of a housing (eg the housing 214 , this in 2 and 9 is shown) is arranged. In the present example, the source fan is positioned offset to one side of a central axis of the radiator. In alternative examples, the source fan may be positioned centrally as in the embodiment 2 ,

4 shows a detailed view 400 a single take-up disc 204 , Previously introduced components are similarly numbered and will not be re-introduced. Via a source fan (eg the source fan 206 out 2 . 3 and 9 ) generated air flow is through the outlet 210 of the airflow channel 208 in the nozzle 216 the driving disc 204 added. The air flow (referred to herein as the primary air flow) is within an internal cavity of the nozzle 216 the driving disc 204 taken. From there, the primary air flow after flowing through an orifice 402 the nozzle in the central cavity 222 directed. When the primary air flow over an inner wall 218 (which acts as a Coanda surface), a Coanda effect is produced which causes a secondary air flow to be taken along with the primary air flow. This additional (secondary) entrainment air flow leads to an airflow amplification. Air flows are indicated by broader lines with arrowheads.

8th shows a schematic side view 800 a single take-up disc 204 , Previously introduced components are similarly numbered and will not be re-introduced. Via a source fan (eg the source fan 206 out 2 . 3 and 9 ) generated air flow is through the air flow channel 208 in the nozzle 216 the driving disc 204 added. The primary air flow from the source fan excites the air behind the take-up disc 204 (eg left of it, as in the side view 800 this) follows and through the driving disc 204 flows. This additional (secondary) excitation air flow leads to a further increase in air flow. Air flows are indicated by broader lines with arrowheads.

Next shows 6 an example of a bladed radiator fan 600 According to the prior art, in an engine cooling system (eg the cooling system 100 off 1 ) can be included. The bladed radiator fan 600 is shown from the engine and includes two bladed disks 604 , each bladed disc 604 through a wall 620 defined and through a hood 624 is surrounded. Each bladed disc 604 includes a variety of blades 605 by an electric motor 606 is driven. Airflow passing through the rotating blades 605 over the electric motor 606 is generated, flows through a central cavity 622 each bladed disc 604 , In addition, every bladed disc 604 circular and has a constant diameter to allow the blades to move 605 rotate.

As in 6 shown, the blades can 605 and the electric motor 606 in relation to the wall 620 through a variety of struts 615 be held in place. Therefore, the blades can 605 inside the bladed disk 604 rotate without moving significantly vertically or horizontally. The hood 624 and therefore the bladed radiator fan 600 can have mounting holes 630 . 631 . 632 . 634 . 636 and 638 attached to a radiator (not shown). Furthermore, the hood includes 624 two drainage holes 640 for water drainage.

In comparison shows 7 an example of a bladeless cooling fan 700 According to the present disclosure, in an engine cooling system (eg, the cooling system 100 out 1 ) can be included. Previously introduced components are similarly numbered and will not be re-introduced. The shovel-free cooling fan 700 is shown viewed from the engine and includes two driving discs 204 passing through a hood 724 are surrounded. In the example of the shovel-free cooling fan 700 is the source fan 206 in the middle between the two driving discs 204 positioned, although the source fan 206 in other examples, to a side of a central axis of the hood 724 can be offset. Similar to the hood 624 out 6 includes the hood 724 two drainage holes 740 for water drainage and can via mounting holes 730 . 732 . 734 . 736 and 738 attached to a radiator (not shown). Unlike the central cavity 622 each bladed disc 604 out 6 is the central cavity 222 every driving disc 204 unobstructed, since no fan blades, struts or electric motors the air flow through the central cavity 222 To block. As a result, the air flow through the blade-less cooling fan 700 compared to air flow through the bladed radiator fan 600 out 6 even then increased while the fan is not operating. If the shovel-free cooling fan 700 For example, in an engine compartment of a vehicle (engine compartment 103 out 1 ), the fan can not be operated if sufficient motional airflow is provided. Thus, the shovel-free cooling fan 700 the movement-related air flow through the engine compartment of the vehicle compared to the in 6 shown bladed radiator fan 600 improve air resistance and increase heat transfer. As a result, the bladeless cooling fan can 700 be operated less often, which is described in more detail below.

In response to an increase in engine or coolant temperature, a motor controller (eg, the controller 12 out 1 ) send a signal to an actuator of the electric motor, to the source fan 206 is coupled to adjust an output through the source fan airflow. For example, the controller may determine a desired level of engine cooling based on the engine temperature. As another example, the controller may determine a desired level for the cooling of the transmission, the electric machine, and / or the system battery based on one or more operating conditions. The controller may then send a signal to an actuator of the electric motor, which signal corresponds to a duty cycle of the electric motor that results in a desired airflow (flow, air mass, etc.) that provides the desired level of cooling. In addition, the controller may coordinate the operation of one or more cooling system components to provide the desired level of cooling. For example, the controller may control the adjustment of the source fan motor with settings of grille shutters on the front end of the vehicle (eg, grille 112 out 1 ), the operation of the coolant pump (eg, the water pump driven by the motor) 86 out 1 ) and the operation of the air conditioning system to provide the desired cooling. When the source fan motor is activated, air will flow over the in 2 shown air intake 212 sucked into the cooling fan system. The output and emission of the primary airflow creates a low pressure area at the air inlet that sucks additional air into the cooling fan system. The operation of the cooling fan system stimulates strong air flow through the nozzle 216 and in the central cavity 222 at. As the primary airflow passes over the Coanda surface of the nozzle, the airflow and the resulting cooling are enhanced by the Coanda effect. In addition, a secondary air flow is generated by the entrainment of air from the external environment, in particular from the area around the outer edge of the nozzle. A portion of the secondary air flow, which is entrained by the primary air flow, can also be passed over the mouth of the nozzle. This secondary air flow combines with the primary air flow to form an amplified total airflow that is blown forward of the fan system toward the radiator. Thus, the combination of drag and boost results in a total airflow from the bladeless cooling fan system that is greater than the airflow coming from a fan assembly without such Coanda gain surface adjacent to the emission area or from a fan assembly having fans or blades (eg, the bladed radiator fan 600 out 6 ) is output. The fabricated reinforcement and laminar nature of airflow results in a steady stream of air being directed out of the nozzle toward the engine compartment. This leads to an emitted air flow having a lower velocity but an increased mass flow. Thus, the performance of the cooling fan system is increased while the noise generated by the fan is reduced by the Helmholtz resonator.

In addition to operating the cooling fan system to provide a target level for vehicle or engine cooling, with all driving discs receiving the primary air flow from the source fan, the controller may selectively direct airflow from the source fan to selected driving discs. For example, based on the placement of a drive plate with respect to other engine compartment components and under-the-hood components, and further based on cooling requirements of those components, one or more drive plates may receive airflow from the source fan while others may not. As an example, during conditions when cooling of an AC capacitor is indicated (such as when the AC output is at or near maximum output), one or more or all of the follower disks in a lower row of the cooling fan system may be present Close airflow to the AC condenser.

5 shows an exemplary routine 500 for operating a vehicle cooling system (eg, the vehicle cooling system 100 out 1 ) can be performed. A controller (eg the controller 12 out 1 ) may determine a desired (eg, target) level for vehicle cooling and discontinue operation of one or more components of the vehicle cooling system, including a vane-less cooling fan system (eg, as discussed with reference to FIGS 2 - 4 and 7 - 9 described), grille shutters, etc., to provide the desired level of cooling for components of an engine compartment. Instructions for performing the procedure 500 and the remaining methods involved herein may be performed by a controller based on instructions stored on a memory of the controller and in conjunction with signals received from sensors of the vehicle system, such as those described above with reference to FIG 1 described sensors. The controller may employ actuators of the vehicle system to adjust engine and vehicle system operation according to the methods described below.

at 502 The method includes estimating and / or measuring vehicle and engine operating conditions. At operating conditions, for example, vehicle speed, engine speed and load, driver torque demand, road conditions (eg, road grade), weather conditions (eg, presence of wind, rain, snow, etc.), the settings of coupled to the front end of the vehicle Radiator grille etc. belong. Operating conditions may also include: ambient conditions such as ambient air temperature, pressure and humidity; Engine temperature; Coolant temperature; Transmission fluid temperature; Engine oil temperature; Cabin air settings (eg AC settings); Boost pressure (if the engine is charged); Exhaust gas recirculation (EGR) flow; Manifold pressure (MAP); Manifold airflow (MAF); Manifold air temperature (MAT); etc. When the vehicle is an HEV, the operating conditions may further include an operating mode, such as a purely engine-powered mode (in which all the torque is supplied to propel the vehicle through the engine), a pure electric mode (in which the entire engine) Torque for propulsion of the vehicle is supplied by an electric machine) and a assist mode (in which the torque for propelling the vehicle through both the engine and the electric machine is supplied). The operating conditions may further include a temperature of the electrical machine and / or a temperature of the system battery. In one example, operating conditions may be estimated based on inputs from one or more sensors, such as an ACT sensor (for estimating air charge temperature), an ECT sensor (for estimating coolant temperature), a CHT sensor (for estimating engine coolant temperature) Temperature of coolant circulating on the cylinder head), an MCT sensor (for estimating the manifold charge temperature), etc. As another example, the temperature of the electric machine may be estimated based on an amount of torque provided by the electric machine, the controller controlling the amount of torque in a look-up table, an algorithm or a map and outputs a corresponding estimated temperature of the electric machine. As yet another example, the temperature of the system battery may be estimated based on a current drawn from the system battery, the controller inputting the current into a look-up table, algorithm, or map and outputting a corresponding estimated system battery temperature.

at 504 the method includes determining a vehicle cooling demand based on the estimated operating conditions. Of the Vehicle cooling demand may include engine cooling demand as indicated at 505, AC capacitor cooling demand as indicated at 506, transmission cooling demand as indicated at 507, and cooling requirement of the electric machine or battery as indicated at 508. For example, the estimated engine temperature may be compared to a first threshold temperature, and if the engine temperature is higher than the first threshold temperature, it may be determined that active engine cooling is desired. For example, the first threshold temperature may be a non-zero positive value threshold related to a temperature over which active engine cooling is being used to reduce and / or maintain engine temperature to prevent overheating of the engine and related degradation , Therefore, the engine cooling demand 505 be determined depending on the difference between the estimated engine temperature and the first threshold temperature. As another example, it may be determined based on an output of the AC capacitor whether AC active capacitor cooling is indicated. The AC capacitor cooling demand 506 may be determined in relation to the ambient temperature (and ambient humidity) depending on an AC temperature setting selected by a vehicle operator. As another example, the estimated transmission fluid temperature may be compared to a second threshold temperature, and if the transmission fluid temperature is higher than the second threshold temperature, it may be determined that transmission cooling is indicated. For example, the second threshold temperature may be a non-zero positive value threshold related to a temperature above which active transmission cooling is used to reduce and / or maintain the transmission temperature to prevent overheating of the transmission and related impairment , The second threshold temperature may be the same as or different than the first threshold temperature. Therefore, the transmission cooling requirement 507 be determined depending on the difference between the estimated transmission fluid temperature and the second threshold temperature. Further, the estimated temperature of the electric machine or estimated temperature of the system battery may be compared to a third threshold temperature, and if the estimated temperature of the electric machine or estimated temperature of the system battery is greater than the third threshold temperature, it may be determined that cooling of the electric machine or Battery is indicated. For example, the third threshold temperature may be a non-zero positive value threshold related to a temperature over which active cooling of the electrical machine or cooling of the system battery is used to reduce the temperature of the electrical machine or system battery and / or or uphold. Likewise, the coolant temperature may be compared to a fourth threshold temperature (which may be the same as or different than the first, second, and third threshold temperatures) to determine if coolant cooling is indicated.

at 509 For example, settings for one or more components of the vehicle cooling system may be determined based on the current engine operating conditions and the particular cooling requirements. For example, a combination of settings for grille shutters (or fins) coupled to the front end of the vehicle and a power output of the source fan of the cooling fan system may be determined. In one example, if the vehicle speed is greater than a threshold speed, at least a portion of the cooling demand may be met by adjusting the grille shutters to increase an opening of the flaps, thereby allowing a greater amount of ambient air flow into the air Engine compartment is sucked. The threshold speed may be a non-zero speed related to a vehicle speed over which a greater amount of airflow is rapidly drawn into the engine compartment of the vehicle, and the combined effect of greater air mass and airflow provides a significant amount of cooling. As an example, an amount of ram air flowing into the engine compartment may be estimated based on the vehicle speed and the grille shutter position. For example, the controller may enter the vehicle speed and grille shutter position into a look-up table, algorithm or map and output the amount of ram air. The grille shutters can also be increased when the ambient temperature is lower and / or when there is wind. However, if the vehicle speed is not sufficiently high, or if the grille shutters are already fully open (or their opening is otherwise restricted), then at least a portion of the cooling demand may not be covered using ambient airflow through the engine compartment (eg, ram air be lower). A remainder of the cooling demand may then be achieved by operating the cooling fans of the cooling system (eg, the cooling fans 91 and 95 out 1 ). For example, the controller may send a duty cycle signal to the electric motor coupled to the source fan of the cooling fan system to provide the determined portion of the cooling demand, such as by operating the source fan at a speed corresponding to the particular portion of the cooling demand. As the proportion of cooling demand to be provided by the cooling fan system increases, the duty cycle signal sent to the electric motor can be increased.

Now it will be up shortly 10 Reference is made to an exemplary diagram 1000 1, which shows a relationship between cooling fan power and vehicle speed for operating a bladeless cooling fan system (solid curve 1002 ) shows. For comparison, there is also a relationship to operating a traditional bladed cooling fan system (dotted curve 1006 ). The horizontal axis represents the vehicle speed (eg in MPH), with the vehicle speed increasing along the horizontal axis from left to right. The vertical axis represents the cooling fan power, with the power along the vertical axis increasing from zero (eg, when the cooling fan is off) up to a maximum. For the course 1002 The cooling fan power refers to an operating performance of a source fan of the bladeless cooling fan system (eg, the source fan 206 who in 2 . 3 . 7 and 9 is shown). For the course 1006 The cooling fan performance refers to an operating performance of a bladed disk of the traditional bladed cooling fan system (eg, the bladed disk 604 , in the 6 is shown). It should be noted that a value of the maximum power of the source fan and the bladed disk may be different. Further, airflow output through the source fan and the bladed disk may be different for each relative cooling fan power.

The exemplary graph 1000 out 10 represents a constant ambient temperature and grille shutter position. In other examples, the curves may vary based on ambient temperature and grille shutter position. For example, when the grille shutters are operated to a more closed position, the cooling fan output may be increased for a given vehicle speed. Similarly, the cooling fan power may be increased with increasing ambient temperature for a given vehicle speed. In addition, the curves may vary based on an output of an AC capacitor, which in the example of FIG 10 can be disabled.

At lower vehicle speeds, such as vehicle speeds near 0 MPH, a higher proportion of vehicle cooling demand may be met by the cooling fan (versus ambient airflow). For example, a ram air volume is lower at lower vehicle speeds. Thus, the paddle-free cooling fan system (course 1002 ) and the traditional cooling fan system (history 1006 ) are each operated at a high (eg, maximum) fan power to provide a high airflow output from the cooling fan. As the vaneless cooling fan system take-up disks have a larger (eg, unrestricted) opening than the bladed disks of the traditional bladed cooling fan system, the fanless fan cooling system performance (progression) increases 1002 ) decreases faster with increasing vehicle speed than the fan power of the traditional bladed cooling fan system (curve 1006 ), because increased ambient airflow through the bladeless cooling fan system provides a higher proportion of vehicle cooling demand than the traditional bladed fan cooling system.

At higher vehicle speeds, a higher proportion of vehicle cooling demand may be met by ambient airflow (eg, through the grille shutters). For example, ram air is higher at higher vehicle speeds. Therefore, the cooling fan (whether shovelless or bladed, as described in more detail below) may be at vehicle speeds above a threshold speed (eg, as indicated at 508 above) 5 defined), with a cooling fan power of zero. The cooling fan may be activated (eg, with power supplied to a non-zero duty cycle fan motor) to operate the non-zero cooling fan when the vehicle speed decreases below the threshold vehicle speed. Because of the larger opening of the vanes of the vaneless cooling fan system compared to the bladed disks of the conventional bladed cooling fan system, a first threshold vehicle speed for activating the bladeless cooling fan system (indicated by the dashed line in FIG 1004 indicated) lower than a second threshold vehicle speed for activating the traditional bladed cooling fan system (by the dashed line 1008 specified). As in the example from the graph 1000 For example, both the bladeless cooling fan system (trace 1002 ) as well as the traditional bladed cooling fan system (history 1006 ) at vehicle speeds below the first threshold vehicle speed (dashed line 1004 ) (for example, with non-zero fan power in operation), but only the traditional bladed fan cooling system (trace 1006 ) is turned on at vehicle speeds above the first threshold vehicle speed. Neither the fanless cooling fan system nor the traditional bladed fan cooling system is above vehicle speed above the second threshold vehicle speed (dashed line 1008 ) turned on. As a result, the vaneless cooling fan system is activated during a smaller vehicle speed range than the traditional bladed cooling fan, resulting in less energized use of the cooling fan and thus increased fuel economy.

Referring again to 5 at 510, the method includes determining a number and location of entrainment slices through which the cooling air flow is to be directed based on the cooling demand. For example, when the cooling demand is higher, all the take-up discs can absorb airflow from the source fan. In another example, the controller may activate the source fan when the cooling demand includes an AC capacitor cooling demand and adjust the output of the electric motor while directing cooling air flow through only one of the follower disks connected to a lower row of the cooling fan system (e.g. lower driving discs) because the lower row is closer to the AC capacitor. If the engine or transmission radiators do not cover the lower part of the grille opening, only the upper drive plates can be activated to cool the engine when the AC system is off. As in 2 and 3 1, the entrainment discs can direct airflow across an airflow channel (eg, the airflow channel 208 ) from the source fan. Thus, as an example, the controller may activate one or more valves within the airflow channel to direct the airflow from the source fan to the particular number and location of entrainment discs. The one or more valves may be open / close valves, continuously variable valves, or any other type of flow control valve. For example, a valve positioned to restrict airflow to the lower drive disks may be completely closed to prevent airflow from the source fan to the lower drive disks and to direct all airflow from the source fan to the upper drive disks when cooling only is desired over the upper driving discs. As another example, the vaneless cooling fan system may include a plurality of source fans, wherein each source fan is configured to provide airflow to a subset of the camming disks. For example, a first source fan may be included to provide airflow to only the upper drive plates via a first airflow channel, and a second source fan may be included to provide airflow to only the lower drive plates via a second airflow channel that is not coupled to the first airflow channel. In such an example, both the first and second source fans may be activated when cooling air flow through all the drive disks is desired, only the first source fan is activated when cooling airflow is desired only through the upper drive disks, and only the second source fan is activated when Cooling air flow is only desired by the lower driving discs. As yet another example, airflow through the particular number and location of entrainment disks may be controlled by a combination of one or more valves and a plurality of source fans.

at 512 The method includes sending control signals to the grille shutters and the source fan electric motor based on the particular combination (eg, as determined at 509) to provide the desired cooling air flow through the grille or cooling fan system. For example, the controller may send a control signal to the grille shutter system to adjust an opening degree of the grille shutters and fins to provide the desired ambient cooling air flow, and the controller may send another control signal to the electric motor of the source fan to provide the remaining desired cooling. In one example, during the transition from providing no cooling air flow from the cooling fan to providing cooling air flow over the cooling fan, the signal sent to the source fan motor may be adjusted so that the fan power gradually changes.

In some examples, each of the idler disks of the cooling fan system may be operated differently. For example, in padless cooling fan systems having a plurality of driving discs, such as those shown in FIGS 2 - 3 represented systems, the settings of a first driving disc are set differently than the settings of a second driving disc. This may include activating or operating the first driving disc while disabling or not operating the second driving disc. As yet another example, the first drive plate may be operated with a first airflow adjustment while the second drive plate is operated with a second airflow adjustment that is higher or lower than the first airflow adjustment. As yet another example, the first driving disc may be operated in a first operating window, while the second driving disc is operated in a second operating window. The idler pulleys may be operated differently by adjusting one or more valves in the airflow channel, supplying airflow to different idler pulleys via different source fans, or a combination thereof, as further described above (eg, at 510), around each idler pulley Adjust air flow (eg increase or decrease). The inventors of the present invention have recognized that the distribution of efficiency of each driving pulley and each source fan may be non-linear. The controller may determine an efficiency map for each driver disk and each source fan based on flow, settings, and heat distribution around each driver disk and each source fan. In addition, can the flywheel and source fan efficiency map is based on the presence or absence of components around the follower pulley or the source fan (eg, the presence of an AC condenser or evaporator that releases heat, or the presence of alternative heat sources or sinks). By adjusting which drive plate is operated and with what settings, different parts of the engine compartment area can be cooled differently to optimize cooling efficiency. For example, when the air conditioner is in operation, a first fan closer to the AC capacitor may operate at a higher setting based on temperature conditions in the vicinity of each of the entrainment discs and further based on the airflow into the source fan while a second fan farther away from the AC capacitor can be operated at a lower setting. After 512, the procedure ends 500 ,

In this way, cooling demand is met without limitation of fan operation based on NVH constraints. By using a cooling fan that provides a entrained, bladeless airflow, the NVH characteristics of a cooling fan can be reduced. In addition, a smaller electric motor may be used to provide the same cooling air flow, which increases both the efficiency and performance of the fan and the fuel economy of the vehicle. By using a fan having excitation discs, the coverage of the radiator grille edges can be increased as compared to a single circular aperture, providing coolers with more efficient cooling than a single circular fan. The fact that the cooling fan is shovelless, the Kühlerbreich can be achieved easily and without obstacles. Further, under conditions where the cooling fans are not operating at higher vehicle speeds, the lack of large fan blades causes less restriction of airflow across the engine, which reduces air resistance and improves heat transfer. Overall, the engine cooling is increased with less noise and without affecting the fuel economy.

The technical effect of using a bladeless radiator cooling fan is that the airflow through the bladeless radiator cooling fan is increased while reducing the use of the cooling fan motor, which reduces vehicle noise and increases the fuel economy of the vehicle.

As an example, a vehicle system for a cooling fan includes: a plurality of vaneless entrainment disks surrounded by a bonnet, the bonnet coupled to a radiator and positioned between the radiator and a motor; a hollow central opening within each vaneless entrainment disc that allows unrestricted flow of ambient air through the cooling fan; and a source fan for providing air flow to the vaneless entrainment disks, the source fan being enclosed by a housing. In the foregoing example, additionally or optionally, each vaneless idler pulley includes an annular outer wall and an annular inner wall, the annular outer wall and the annular inner wall defining a nozzle through which the airflow provided by the source fan enters the hollow central opening of each vaneless entrainment disk. In any or all of the preceding examples, additionally or optionally, the airflow provided by the source fan flows into the housing via an inlet from the atmosphere and out of the housing via an airflow channel, the airflow channel having outlets adjacent the nozzle of each of the unshielded entrainment disks are coupled. In any or all of the foregoing examples, the system additionally or optionally further includes a Helmholtz resonator near the source fan within the housing. In any or all of the foregoing examples, additionally or optionally, the source fan is driven by an electric motor with the electric motor enclosed within the housing. In any or all of the foregoing examples, additionally or optionally, an airflow output through the cooling fan is greater than the airflow provided by the source fan. In any or all of the foregoing examples, additionally or optionally, the airflow output by the cooling fan is a combination of the airflow provided by the source fan and airflow generated by energizing and entraining the plurality of vaneless entrainment disks.

As another example, a cooling system includes: a coolant loop for circulating coolant to an electric motor or a battery; and a bladeless fan system including: a source fan for generating an airflow over the operation of a lower power electric motor, wherein the fan and the electric motor are housed within a housing; a Helmholtz resonator positioned adjacent the fan within the housing; a plurality of hollow driver disks positioned in a planar array, the driver disks coupled to the source fan and configured to receive airflow from the source fan within an interior cavity of each of the driver disks via a nozzle; and a hood that has a perimeter each slice covered. In the previous example, the system further includes a radiator, and wherein the vaneless fan system is positioned between the electric motor or the battery and the radiator. In any or all of the foregoing examples, additionally or optionally, the planar arrangement of the disks is parallel to a plane of the radiator. In any or all of the foregoing examples, additionally or optionally, the nozzle is annular. In any or all of the foregoing examples, additionally or optionally, the source fan is coupled via a duct to the nozzle of each of the hollow drive disks. In any or all of the foregoing examples, additionally or optionally, the electric motor or battery and cooling system are enclosed in an engine compartment of a vehicle, and the vehicle further includes: a grille coupled to a front end of the vehicle about components of the engine compartment Provide ambient air flow, wherein the grille includes adjustable flaps; and a control system including a plurality of sensors, a plurality of actuators, and a controller, wherein the controller records instructions on nonvolatile memory that, when executed, cause control to: operate the fanless fan system to provide airflow to components of the system engine compartment; and adjusting the airflow provided by the bladeless fan system based on a cooling requirement and an amount of ambient airflow. In any or all of the foregoing examples, additionally or optionally, the cooling requirement is determined based on operating conditions measured by the plurality of sensors and determines the amount of ambient airflow based on vehicle speed and a position of the grille shutters. In any or all of the foregoing examples, additionally or optionally adjusting the airflow provided by the bladeless fan system includes adjusting a duty cycle of a signal transmitted to the lower power electric motor, wherein the duty cycle increases as the amount of ambient airflow decreases and / or the cooling demand increases.

As another example, a method includes: determining a cooling requirement of components of an engine compartment of a vehicle based on a first series of operating conditions; Determining a combination of grille shutter opening and airflow generated by a bladeless cooling fan system that provides the determined cooling requirement based on a second series of operating conditions; and adjusting the grille shutter opening and the airflow generated by the bladeless cooling fan system based on the determined combination. In the foregoing example, additionally or optionally, the components of the engine compartment include an engine, a transmission, and a compressor of an air conditioning system; wherein the first series of operating conditions includes at least one of a temperature of the engine, an output of the air conditioning system compressor, and a temperature of the transmission; and wherein the second series of operating conditions includes at least one of a vehicle speed and an ambient temperature. In any or all of the foregoing examples, additionally or optionally, the particular combination includes increasing a portion of the particular cooling demand provided by the vane-less cooling fan system when the vehicle speed is below a threshold speed and increasing a portion of the determined cooling requirement provided by the grille shutter opening when the vehicle speed is at or above a threshold speed. In any or all of the foregoing examples, additionally or optionally, adjusting the grille shutter opening and airflow generated by the bladeless cooling fan system based on the particular combination includes increasing the grille shutter opening and reducing the airflow generated by the bladeless cooling fan system when the portion of the particular cooling demand required by the airflow Grille shutter opening is provided increases. In any or all of the foregoing examples, additionally or optionally, the airflow generated by the bladeless cooling fan system is greater than an airflow output through a source fan of the bladeless cooling fan system, the source fan being driven by an electric motor having a fan speed determined based on the determined combination.

In another illustration, a system for a vehicle cooling fan includes: a plurality of vaneless sheaves surrounded by a hood, the hood coupled to a radiator and positioned between the radiator and an electric machine; a hollow central opening within each vaneless entrainment disc that allows unrestricted flow of ambient air through the cooling fan; and a source fan for providing air flow to the vaneless entrainment disks, the source fan being enclosed by a housing. In the foregoing example, additionally or optionally, the source fan is driven by an electric motor, with the electric motor trapped within the housing and removing electrical power from a system battery. In any or all of the foregoing examples, additionally or optionally, the electric machine draws electrical power from the system to provide torque to wheels of the vehicle. In any or all of the The foregoing examples additionally or optionally circulate coolant from the radiator through one or more of the electric machine and the system battery.

In another further illustration, a method includes: determining a cooling requirement of components of an engine compartment of a hybrid electric vehicle based on a first series of operating conditions; Determining a combination of grille shutter opening and airflow generated by a bladeless cooling fan system that provides the determined cooling requirement based on a second series of operating conditions; and adjusting the grille shutter opening and the airflow generated by the bladeless cooling fan system based on the determined combination. In the foregoing example, additionally or optionally, the components of the engine compartment include an electric machine and a system battery; wherein the first series of operating conditions includes at least one of a temperature of the electric machine and a temperature of the system battery; and wherein the second series of operating conditions includes at least one of a vehicle speed and an ambient temperature. In any or all of the foregoing examples, additionally or optionally, the particular combination includes increasing a portion of the particular cooling demand provided by the vane-less cooling fan system when the vehicle speed is below a threshold speed and increasing a portion of the determined cooling requirement provided by the grille shutter opening when the vehicle speed is at or above a threshold speed. In any or all of the foregoing examples, additionally or optionally, adjusting the grille shutter opening and airflow generated by the bladeless cooling fan system based on the particular combination includes increasing the grille shutter opening and reducing the airflow generated by the bladeless cooling fan system when the portion of the particular cooling demand required by the airflow Grille shutter opening is provided increases. In any or all of the foregoing examples, additionally or optionally, the airflow generated by the bladeless cooling fan system is greater than an airflow output through a source fan of the bladeless cooling fan system, the source fan being driven by an electric motor having a fan speed determined based on the determined combination. In any or all of the preceding examples, additionally or optionally, the system battery supplies electrical energy to one or more of the electric machine and the electric motor.

It should be appreciated that the example control and estimation routines included herein may be used with various engine and / or vehicle system designs. The control methods and routines disclosed herein may be stored as executable instructions in nonvolatile memory and executed by the control system including the controller in combination with the various sensors, actuators, and other engine hardware. The specific routines described herein may represent one or more of any number of processing strategies, such as event-driven, interrupt-driven, multi-tasking, multi-threading, and the like. Thus, various illustrated acts, acts, and / or functions may be performed in the illustrated order or in parallel, or omitted in some instances. Likewise, the processing order is not necessarily required to achieve the features and advantages of the example embodiments described herein, but rather provided for ease of illustration and description. One or more of the illustrated acts, actions, and / or functions may be repeatedly performed depending on the particular strategy being used. Further, the described acts, operations, and / or functions may graphically represent code to be programmed into nonvolatile memory of the computer readable storage medium in the engine control system, the actions described being accomplished by executing the instructions in a system including the various engine hardware components in combination with the electronic engine Control includes running.

It is understood that the interpretations and routines disclosed herein are exemplary in nature and that these specific embodiments are not to be construed in a limiting sense, as numerous variations are possible. For example, the above technology may be applied to V-6, 1-4, I-6, V-12, 4-cylinder Boxer and other engine types. The subject matter of the present disclosure includes all novel and non-obvious combinations and subcombinations of the various systems and designs, and other features, functions, and / or properties disclosed herein.

In particular, the following claims set forth certain combinations and sub-combinations that are believed to be novel and not obvious. These claims may refer to "a" element or "a first" element or the equivalent thereof. Such claims are to be understood to include the inclusion of one or more such elements neither requiring nor excluding two or more such elements. Other combinations and sub-combinations of the disclosed features, functions, elements and / or properties may be claimed through amendment of the present claims or through the filing of new claims in this or a related application. Such claims, moreover, whether contemplated to be broader or narrower in scope with respect to the original claims, are also considered to be included within the subject matter of the present disclosure.

Claims (15)

Vehicle system for a cooling fan, comprising: a plurality of vaneless entrainment sheaves surrounded by a hood, the hood coupled to a radiator and positioned between the radiator and a motor; a hollow central opening within each vaneless entrainment disc that allows unrestricted flow of ambient air through the cooling fan; and a source fan for providing airflow to the vaneless entrainment disks, the source fan being enclosed by a housing. System after Claim 1 wherein each vaneless idler disc includes an annular outer wall and an annular inner wall, the annular outer wall and the annular inner wall defining a nozzle through which the airflow provided by the source fan enters the hollow central opening of each vaneless entrainment disc. System after Claim 2 wherein the airflow provided by the source fan flows into the housing via an inlet from the atmosphere and out of the housing via an airflow channel, the airflow channel having outlets coupled to the nozzle of each of the vaneless entrainment disks. System after Claim 1 , further comprising a Helmholtz resonator near the source fan within the housing. System after Claim 1 wherein the source fan is driven by an electric motor, wherein the electric motor is enclosed within the housing. System after Claim 1 wherein an airflow output through the cooling fan is greater than the airflow provided by the source fan. System after Claim 6 wherein the airflow output by the cooling fan is a combination of the airflow provided by the source fan and airflow generated by energizing and entraining the plurality of vaneless entrainment disks. System after Claim 1 further comprising a coolant loop for circulating coolant between the radiator and the engine. System after Claim 8 , further comprising a system battery and an electrical machine, wherein the coolant loop further circulates coolant between the radiator and at least one of the system battery and the electrical machine. Method, comprising: Determining a cooling requirement of components of an engine compartment of a vehicle based on a first series of operating conditions; Determining a combination of grille shutter opening and airflow generated by a bladeless cooling fan system that provides the determined cooling requirement based on a second series of operating conditions; and Adjusting the grille shutter opening and the airflow generated by the bladeless cooling fan system based on the determined combination. Method according to Claim 10 wherein: the components of the engine compartment include an engine, a transmission, and a compressor of an air conditioning system; the first series of operating conditions includes at least one of a temperature of the engine, an output of the air conditioning system compressor and a temperature of the transmission; and the second series of operating conditions includes at least one of a vehicle speed and an ambient temperature. Method according to Claim 11 wherein the particular combination is increasing a portion of the determined cooling demand provided by the padless cooling fan system when the vehicle speed is below a threshold speed, and increasing a portion of the cooling rate certain cooling demand provided by the grille shutter opening when the vehicle speed is at or above a threshold speed. Method according to Claim 12 wherein adjusting the grille shutter opening and the airflow generated by the bladeless cooling fan system based on the particular combination includes increasing the grille shutter opening and reducing the airflow generated by the bladeless cooling fan system as the portion of the particular cooling demand provided by the grille shutter opening increases. Method according to Claim 12 wherein adjusting the grille shutter opening and the airflow generated by the bladeless cooling fan system based on the determined combination includes increasing the airflow generated by the bladeless cooling fan system as the portion of the particular cooling demand provided by the bladeless cooling fan system increases. Method according to Claim 10 wherein the airflow generated by the bladefree cooling fan system is greater than an airflow output through a source fan of the bladeless cooling fan system, wherein the source fan is driven by an electric motor having a fan speed determined based on the determined combination.

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