EA041481B1 - ENGINE FAN CONTROL SYSTEM - Google Patents

Description

Cross-reference to related applications

Priority is claimed by U.S. Provisional Application No. 63/074626 titled Control System and Method for a Fan, filed September 4, 2020, the full disclosure of which is incorporated herein by reference.

Prerequisites for the creation of the invention

Technical field

The described subject matter relates to a system and method for operating and/or controlling a fan.

Brief description of the prior art

Some engines may contain a cooling system to keep the engine running efficiently. The cooling system may include a cooling fan used to remove heat from the motor, an inverter circuit used to power the motor, or the like.

When the vehicle is driven in regions where the ambient temperature is below freezing, the use of the fan may be reduced as a result of the natural cooling of the surrounding air. Unfortunately, during periods of non-use, moisture can form ice on the fan. Similarly, when snow or ice storms occur, ice may form on the cooling fan blades. Ice forming on the fan can cause additional load and power required to rotate the fan. In some cases, ice may fill the gap between the fan blade and the housing, making it difficult and/or preventing the fan from rotating. As a result, the current supplied to the fan to spin it can increase dramatically when the fan motor tries to turn the fan and break the ice.

Overloading and current surges resulting from fan icing can cause wear and shorten the life of the fan. In some cases, fan failure may occur. Fan failure can result in improper cooling and damage to other components. Thus, ice formation on the fan can increase maintenance time, component wear and costs. It may be desirable to have a different system and method than those currently available.

The essence of the invention

In one or more embodiments of the invention, a system is provided that may include a controller having one or more processors that can sense a temperature response and control a fan to cool a component based at least in part on the temperature response, and may also control the fan to rotate in reverse direction based on temperature characteristic.

In one or more embodiments of the invention, a control system is provided, comprising one or more processors that determine an engine icing risk characteristic, control a fan to cool the engine based on the icing risk characteristic, and control the fan to reverse rotation based on the icing risk characteristic when the measured the engine temperature is below the set first engine temperature threshold.

In one or more embodiments, a method is provided, which may include determining an engine icing risk characteristic, controlling a fan to cool the engine based on the icing risk characteristic, and controlling the fan to rotate in reverse based on the icing risk characteristic.

Brief description of the figures

The subject matter of the invention can be understood by reading the following description of non-limiting embodiments of the invention with reference to the accompanying drawings, in which:

in fig. 1 shows a block diagram of a transport system according to an embodiment of the invention;

in fig. 2 is a block diagram of a control system according to an embodiment of the present invention;

in fig. 3 is a block diagram of a controller according to an embodiment of the present invention;

in fig. 4 shows a flow chart of a method according to an embodiment of the present invention.

Detailed description

The embodiments of the subject matter described herein relate to a system and method for regulating and/or controlling a fan. In one embodiment of the invention, the controller controls the temperature and/or humidity level. In one embodiment of the invention, the component is an engine. A measured engine temperature is obtained, and when it is below a predetermined first engine temperature threshold and the fan is not being used to cool the engine, the temperature and/or humidity readings indicate that ice may form on the fan blades. At this time, the vehicle controller may cause the fan to rotate in reverse. This can be done at relatively low speeds. When the fan rotates, moisture cannot remain on the fan blades. This may reduce or prevent

- 1 041481 to reverse the formation of ice on the blades. By rotating the fan in the opposite direction and closing the dampers between the fan and the motor, unintentional and unwanted cooling of the motor can be reduced or prevented.

When the measured engine temperature rises and approaches a temperature where the fan can be used to cool the engine, the first engine temperature threshold is exceeded and the vehicle controller instructs the fan not to run in reverse anymore. At this time, you can also open the damper. When the engine temperature reaches the second threshold engine temperature, the fan rotates in the forward direction to cool the engine. By stopping the reverse rotation of the fan before the fan starts to run in the forward direction, you can avoid the inrush current that can result from switching the direction of the fan from reverse to forward. Thus, by running the fan at low speed in the reverse direction, the formation of ice on the fan blades is reduced, the load on the fan is reduced, the service life of the fan is increased, and the maintenance and cost of the fan and motor are reduced.

In FIG. 1 shows a block diagram of a transportation system 100. The transportation system may travel along a track 104 as it travels from a source or origin location to a destination or destination. The vehicle system may include a propulsion vehicle 108 and a non-propulsion vehicle 110 that are mechanically interconnected to travel together on a track. The transport system may include at least one vehicle with a propulsion system and, optionally, one or more vehicles without a propulsion system. In one example, the single vehicle may be a hybrid truck. Like a hybrid truck, it can have a multi-fuel engine.

The propulsion vehicle may generate tractive forces (eg, pulling or pushing) to propel the non-propulsion vehicle along the track. The propulsion vehicle may have a propulsion subsystem comprising one or more traction motors that provide propulsion to propel the transport system.

In the depicted embodiment of the invention, the control system 112 may be entirely housed in a vehicle with an engine. However, in other embodiments of the invention, one or more components of the control system may be distributed among several vehicles, such as the vehicles that make up the transportation system. For example, some components may be distributed between two or more powered vehicles that are connected together in a group or train. In an alternative embodiment of the invention, at least some of the components of the control system may be located remotely from the transport system, for example, at the point of origin. Remote components of the control system can communicate with the transport system (and with the components of the control system located on it).

In the depicted embodiment of the invention, the transport system is a rail transport system and the track is a path formed by one or more rails. A vehicle with an engine is a locomotive, and a wagon is a railway wagon that carries passengers and/or goods. In other embodiments, the powered vehicle may be a type of rail vehicle other than a locomotive. In other embodiments of the invention, other suitable transportation systems may include automobiles, ships, aircraft, mining vehicles, agricultural vehicles, or other off-highway vehicle (OHV, Off-Highway Vehicles) systems (for example, a transportation system that is not permitted and / or not intended for movement on public roads), etc. Although some of the examples provided herein describe the track as a rail track, not all embodiments of the invention are limited to a rail vehicle traveling on a rail track. One or more embodiments of the invention may be used in connection with non-rail vehicles and routes other than rail tracks, such as roads, trails, waterways, and the like.

In the example in FIG. 1, each vehicle of the vehicular system comprises a plurality of wheels 120 that engage the track and at least one axle 122 that connects the left and right wheels together (only the left wheels are shown in FIG. 1). Optionally, the wheels and axles are located on one or more bogies 118. Optionally, the bogies can be fixed axle bogies such that the wheels are rotatably attached to the axles, with the left wheel rotating at the same speed, amount, and at the same time as the right wheel. The vehicles in the transport system may be mechanically coupled to each other, for example by couplers. For example, a powered vehicle may be mechanically coupled to the wagon via coupler 123. Alternatively, the vehicles in the transport system may not be mechanically coupled.

- 2 041481 are connected to each other, but can be logically or virtually connected to each other. For example, vehicles may be logically linked to each other by means of vehicles communicating with each other to coordinate vehicle movements with each other so that vehicles move together in a convoy or group as a transportation system.

Fig. 2 illustrates a control system 200 for the transport system shown in FIG. 1. The control system may include a vehicle controller 202 that may be in communication with an engine controller 204 such as an ECU (Engine Control Unit) and an auxiliary controller 206. The vehicle controller may be in communication with an engine controller and an auxiliary controller. directly or through a network 210 such as, in one example, an Ethernet network, a cellular network, over the air, or the like.

An engine controller may be electrically coupled to engine 212 to provide inputs to and receive outputs from the engine. For example, the engine may include temperature sensors 213 that determine the measured temperature of the engine. The engine may also contain sensors that detect the temperature of the fluids inside the engine or on a circuit board inside the engine. Suitable engines may be an internal combustion engine, a hybrid engine, an electric engine or a battery-powered engine, etc. In one example, the engine may be a stationary engine that is not used in conjunction with a vehicle. In an exemplary embodiment of the invention, when the engine is stationary, the engine can be controlled by the stationary controller.

In each example, the temperature sensors may provide a characterization of the risk of icing. Such a characteristic may include a measured temperature of the motor, the temperature reading itself, a current level from which the temperature can be determined, the temperature of the air surrounding the motor, and the like. Depending on the icing risk characteristic, the engine controller, vehicle controller, etc. may have one or more processors that determine the measured engine temperature based on a characteristic of the risk of icing. The determination may be made using a lookup table, an algorithm, a mathematical equation, or the like.

The auxiliary power controller in one example may be a fan controller that may be operatively coupled to an input device 214 such as one or more inverters. In one example, an input device may be electrically coupled to a DC power source 216 or a DC link. The input device may provide input for the first fan 218 and the second fan 220. In one example, the first fan may be an intercooler fan that may be driven to cool an engine or engine component. Meanwhile, the second fan may be a radiator fan, which may be used to dissipate heat from the engine. In particular, the first fan and the second fan may operate as a heat exchange system, with the intercooling fan providing cooling air while the radiator fan receiving heated air.

In one example, each of the first and second fans is a variable speed fan, where the fan speed can be varied. Alternatively, a fixed speed fan may be provided, with the fan having multiple settings; each setpoint is a specific rotation speed, and the fan speed cannot be maintained at a speed between multiple setpoints. In an embodiment of the invention, each of the first and second fans can be selectively operated in both forward and reverse directions. Each fan can run in reverse. Each fan can operate at a relatively low rotational speed. In one example, each fan may be reverse rotated at a speed that is in the range of about 25 to 50 rpm. In one example, each fan may be reverse rotated at a speed that is in the range of approximately 50 to 75 rpm. In another example, each fan may rotate at a speed that is less than the normal full speed of the fan in the forward direction. In one embodiment of the invention, the controller may pulse the fan to shake water out of the fan. In one embodiment of the invention, the controller may control the fan at a speed sufficient to remove water from the fan.

The vehicle controller may be operatively connected to valve 221, which is itself connected to shutter 222. The valve may be actuated to open and close the shutter. The damper may be located between the fans and the motor or the cooled motor component. In particular, the dampers may operate to reduce or prevent air flow from the fans to the motor, so that if the fan is running at a time when the motor or component does not need to be cooled, the damper will block and resist the flow of air from the fans to the motor or components. Thus, the valve can control the opening and closing of the damper depending on the measured engine temperature.

During operation, the vehicle controller adopts an anti-icing strategy.

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The vehicle controller also receives input from the engine controller related to the icing risk characteristic. The icing risk characteristic may include measured engine temperature, engine fluid temperature, vehicle ambient temperature, temperature of a circuit board or components on a circuit board, and the like. Then, depending on the characteristics of the risk of icing, one or more fans are commanded to operate accordingly.

For example, if the ambient temperature is below freezing and the engine temperature is below a predetermined first engine temperature threshold, the fan may be commanded to run in reverse at low speed. By providing such movement, the likelihood of ice formation on the fan blades is reduced, and ice build-up is prevented, which can cause additional loads on the fan during operation. When the measured engine temperature rises above the predetermined first engine temperature threshold, it indicates that engine cooling is required in the near future. Thus, when the first threshold engine temperature is exceeded, the vehicle controller may instruct the fan controller to stop the fan during operation. Then, when the predetermined second threshold temperature of the engine is reached, cooling is required. Therefore, the vehicle controller can command the valve to open the damper and the fan controller to rotate the fan in the forward direction to start cooling the engine.

In FIG. 3 shows an example of a controller 300 that may be used in a transport system. In one example, the transport system is the transport system of FIG. 1. In another example, the controller may be the same or different from the controllers described with reference to FIG. 2, including a vehicle controller, an engine controller, an auxiliary controller, and the like.

The controller may have one or more processors 302, a memory unit (eg, memory 304), and a transceiver 306 that may be used to transmit and receive communication signals. In one example, the transceiver may receive communication signals from an engine controller, auxiliary controller, remote controllers, sensors, and the like. The controller may include a plurality of sensors 308, 310 and 312. Although three sensors are shown, in some examples the controller may not contain any sensors and may only use information transmitted from another controller or stored in a memory device. In other embodiments of the invention, more than three sensors may be provided. Each sensor can be used to monitor and receive information. The information may relate to the risk of icing, ambient temperature and/or humidity level. Humidity sensors can provide precipitation information. To this end, the sensor may monitor the ambient temperature around the vehicle, the ambient temperature around the engine, the temperature of the fluid in the engine, the temperature of the circuit board or circuit board component of the engine, the current used to rotate the fan, and the like. In other examples, the sensor may be used to detect fan speed, fan rotation direction, damper position, and the like. In one embodiment of the invention, information about ambient temperature, ambient humidity near the fan, and precipitation levels can be obtained remotely (from a location outside the vehicle).

The controller may not only monitor or characterize the risk of icing, it may also analyze the signals to determine the measured engine or vehicle temperature, respectively. The controller may perform calculations by using a look-up table, an algorithm, a mathematical process, or a calculation, a simulation, or the like. By making temperature determinations, the controller can control the fan to reduce and prevent ice buildup on the fan without causing current surges as a result of trying to rotate a fan that is rotating in the reverse direction.

In FIG. 4 shows a method 400 for reducing fan icing. In one example, the vehicle, engine, control system, controller, sensors, etc. used to implement the method are described in FIG. 1-3.

At 402, an icing risk characteristic is determined. The icing risk characteristic can be measured engine temperature, ambient temperature, predicted average trip ambient temperature, engine fluid temperature, circuit board temperature, circuit board component temperature, accessory current, and so on. The performance may be determined by taking signals from sensors, from a trip plan, from a controller, or the like, and using a lookup table, algorithm, mathematical process or calculation, simulation, or the like. The icing risk characteristic, in one example, may be a determination of the measured engine temperature itself, or a determination of a characteristic that relates to the measured engine temperature.

At 404, the fan is driven to rotate in reverse based on the icing risk characteristic when the fan is not running to cool the engine. In one example, the fan may be an engine cooling fan, while in another example, the

- 4 041481 The fan is an engine radiator fan. Alternatively, the fan is both a cooling fan and a heatsink fan. By rotating the fan in the reverse direction, air that can provide unwanted engine cooling can be reduced by being vented away from the engine. For example, the fan rotates at a low speed, less than 75 rpm. In another example, the fan rotates at a speed in the range of 25 to 75 rpm. In yet another example, the fan may be a variable speed fan, while in other examples the fan is a fixed speed fan. By rotating the fan at low speed, the amount of condensation on the fan can be reduced or removed by the rotational movement, reducing the amount of ice that can form on the fan blades.

At 406, the shutter is closed based on the icing risk characteristic. In one example, the shutter is closed when the measured engine temperature is below a first engine temperature threshold. In particular, when the fan rotates in the reverse direction, the damper is closed to prevent inadvertent cooling of the motor due to air passing over the motor or a component thereof.

At 408, the fan stops running in reverse based on the icing risk characteristic. When the engine is running and the measured engine temperature rises to approach the temperature at which the cooling fan runs in the forward direction to cool the engine, the vehicle controller sends a command signal to stop the fan from rotating in the reverse direction. Therefore, at a given first motor threshold temperature, the fan stops rotating in the reverse direction, so that when the second motor threshold temperature is reached, the fan can start to rotate in the forward direction.

At 410, the shutter is opened based on the icing risk characteristic. In one example, when a predetermined first engine threshold temperature is reached, the damper is opened to wait for the fan to rotate forward for cooling. Alternatively, the damper is opened when the second threshold motor temperature is reached and the fan begins to rotate in the forward direction. In yet another example, the shutter is opened at a time point between a predetermined first engine threshold temperature and a second engine threshold temperature. By opening the damper between the first motor threshold temperature and the second motor threshold temperature, time can be allowed for the fan to stop reverse rotation and cool the motor prematurely, while still ensuring that the damper is open when the fan begins to rotate forward. direction.

At 412, the fan is activated to cool the engine based on the icing risk characteristic. In one example, the fan is activated when the second engine temperature threshold is reached. Thus, the fan runs almost continuously when there is a possibility of ice formation. The term almost continuously refers to the rotation of the fan either in reverse or in the forward direction, except for the time when the measured engine temperature is between the first engine threshold temperature and the second engine threshold temperature. Because the fan rotates almost continuously, water can be removed from the fan blades and ice formation can be reduced and/or prevented. Thus, when running in the forward direction, the ice does not cause additional load on the fan blades, reducing fan wear. This increases fan life, reduces the need for fan maintenance, and keeps the engine cool, preventing engine breakdowns on the road or on the highway and unwanted downtime. In one form of the invention, the fan does not operate at full power, but in a slower idle or free mode. In this mode, the fan rotates fast enough to shed water, snow and/or ice, but not as fast as when it is running to cool the component.

In one or more embodiments of the invention, a system is provided that may include a controller having one or more processors that can detect a temperature response of a component (e.g., a motor), control a fan to cool the component based on the temperature response, and cause the fan to rotate in the reverse direction for temperature characteristic.

Optionally, the controller can determine the measured motor temperature based on the icing risk characteristic and rotate the fan in the reverse direction when the measured motor temperature is lower than the predetermined first threshold motor temperature, stop the fan operation when the measured motor temperature is equal to or higher than the predetermined first threshold motor temperature and lower than the second motor threshold temperature, and rotate the fan in the forward direction when the measured motor temperature is equal to or higher than the second motor threshold temperature. Optionally, one or more processors of the vehicle controller may receive signals from temperature sensors connected to the vehicle in which the engine is installed, sensors connected to the fluid system connected to the engine.

Optionally, one or more vehicle controller processors may determine

- 5 041481 characteristic of the risk of icing from the trip plan entered into the controller of the vehicle or transmitted to it. Optionally, one or more vehicle controller processors may be associated with a fan controller that can control the fan. Optionally, one or more processors of the vehicle controller may communicate with the engine controller to receive signals from the engine used to determine an engine icing risk characteristic. Optionally, the system may also include dampers positioned between the fan and motor to reduce airflow from the fan over the motor. Optionally, one or more vehicle controller processors may be associated with a valve that may actuate the dampers to close the dampers below the first engine temperature threshold and open the dampers above the first engine temperature threshold. Optionally, the fan can be a variable speed fan. Optionally, the fan can include a cooling fan and a radiator fan.

In one or more embodiments of the invention, a control system is provided, comprising one or more processors that can determine an engine icing risk characteristic, control a fan to cool the engine based on the icing risk characteristic, and control the fan to reverse rotation based on the icing risk characteristic when the measured engine temperature is below the predetermined first threshold engine temperature. Optionally, one or more processors may determine the measured engine temperature based on the icing risk characteristic, stop fan operation when the measured engine temperature is equal to or higher than a predetermined first engine threshold temperature and below the second engine threshold temperature, and rotate the fan in the forward direction when the measured engine temperature engine is equal to or higher than the second engine temperature threshold.

Optionally, one or more processors may receive signals from temperature sensors to determine the risk of icing. Optionally, one or more processors may determine an icing risk characteristic from a trip plan entered or transmitted to one or more processors. Optionally, one or more processors may close dampers located between the motor and the fan when the sensed temperature is below a predetermined first motor threshold temperature, and open the dampers when the sensed temperature is above the first motor temperature threshold.

In one or more embodiments, a method may be provided that may include determining an engine icing risk characteristic, controlling a fan to cool the engine based on the icing risk characteristic, and controlling the fan to rotate in reverse based on the icing risk characteristic. Optionally, the icing risk characteristic may be a measured engine temperature or a parameter used to determine a measured engine temperature.

Optionally, the method may include receiving signals from at least one temperature sensor and/or humidity sensor to determine an icing risk characteristic. Optionally, the method may include communicating with an engine controller to receive signals from the engine used to determine an icing risk characteristic. Optionally, the method may include receiving input via an interface or communications from a remote controller to determine an icing risk characteristic.

As used herein, the terms processor and computer and related terms such as processing device, computing device, and controller may not be limited to those integrated circuits referred to in the art as a computer, but refer to a microcontroller, microcomputer, programmable logic controller (Programmable Logic Controller, PLC), field programmable gate array, ASIC, and other programmable circuits.

Suitable memory may include, for example, a computer-readable medium. The computer-readable medium may be, for example, random access memory (RAM), computer-readable medium, such as flash memory. The term computer-readable medium is a computer-based tangible device implemented for short-term and long-term storage of information such as computer-readable instructions, data structures, program modules and submodules, or other data in any device. Therefore, the methods described herein may be encoded as executable instructions embodied on a tangible computer-readable medium, including, without limitation, a storage device and/or a memory device. Such instructions, when executed by the processor, cause the processor to perform at least a portion of the methods described herein. Thus, the term includes tangible, computer-readable media, including computer devices for long-term storage of information, including, without limitation, volatile and non-volatile media, as well as removable and non-removable media such as firmware, physical and virtual storage devices, Compact Disk Read Only Memory (CD-ROM), Digital Versatile Disc (DVD, Digital Versatile Disc), and other digital sources such as the web or

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Internet.

The singular forms in this description also include the plural forms, unless the context clearly indicates otherwise. Optional or optional means that the event or circumstance described below may or may not occur, and that the description may include cases in which the event occurs and cases in which it does not occur. Approximate terms used throughout the description and claims can be used to change any quantitative representation that can be changed in an acceptable manner without causing a change in the primary function with which it may be associated. Accordingly, the meaning modified by the term or terms such as about, substantially, and approximately may not be limited to the exact meaning indicated. In at least some cases, such a term may correspond to the accuracy of an instrument for measuring a value. Here and throughout the specification and claims, range limitations may be combined and/or interchanged, such ranges may be identified, and may include all subranges contained therein unless context or language indicates otherwise.

This description uses examples to disclose the forms of the invention, including the best mode, and to enable one of ordinary skill in the art to practice the forms of the invention, including the creation and use of any devices or systems and the implementation of any methods included. The claims define the scope of the invention and include other examples that are obvious to those of ordinary skill in the art. Such other examples are intended to be within the scope of the invention if they have structural elements that do not differ from the literal wording of the claims, or if they include equivalent structural elements with minor differences from the literal wording of the claims.

Claims (5)

CLAIM 1. An engine fan control system, comprising a controller having one or more processors configured to control the fan for forward operation to cool the engine in response to a sensed engine temperature exceeding a predetermined first threshold engine temperature; determining the characteristics of the engine icing risk; controlling the fan for reverse rotation based at least in part on a frost risk characteristic, wherein the controller is configured to control the fan in pulses sufficient to shake fluid off the fan. 2. The system according to claim 1, in which the controller is configured to determine the measured temperature of the engine; initiating reverse rotation of the fan, in response to the fact that the measured engine temperature is not higher than the predetermined first threshold temperature of the engine, stopping the operation of the fan, in response to the measured temperature of the engine being equal to or higher than the predetermined first threshold temperature of the motor, but lower than the predetermined second engine threshold temperature; and causing the fan to rotate in the forward direction when the sensed engine temperature is equal to or higher than the predetermined second threshold engine temperature. 3. The system of claim 1, wherein the controller is configured to receive a signal from a temperature sensor connected to a vehicle in which the engine is installed, the sensor being connected to a fluid system associated with the engine. 4. The system of claim 1, wherein the controller is configured to determine an icing risk profile based at least in part on one or more of the trip plan or information communicated to the controller from a location outside the vehicle. 5. The system of claim 1, wherein the controller is configured to control the fan to operate at a rotation speed that is less than the fan's full operating speed but sufficient to purge liquid from the fan.