EP0097230B1 - Commande du ventilateur pour une installation de refroidissement, notamment pour véhicules sur rails - Google Patents

Commande du ventilateur pour une installation de refroidissement, notamment pour véhicules sur rails Download PDF

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Publication number
EP0097230B1
EP0097230B1 EP83103852A EP83103852A EP0097230B1 EP 0097230 B1 EP0097230 B1 EP 0097230B1 EP 83103852 A EP83103852 A EP 83103852A EP 83103852 A EP83103852 A EP 83103852A EP 0097230 B1 EP0097230 B1 EP 0097230B1
Authority
EP
European Patent Office
Prior art keywords
valve
control
bore
control valve
pressure
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired
Application number
EP83103852A
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German (de)
English (en)
Other versions
EP0097230A2 (fr
EP0097230A3 (en
Inventor
Franz Pigisch
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Mahle Behr GmbH and Co KG
Original Assignee
Behr GmbH and Co KG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Behr GmbH and Co KG filed Critical Behr GmbH and Co KG
Priority to AT83103852T priority Critical patent/ATE25748T1/de
Publication of EP0097230A2 publication Critical patent/EP0097230A2/fr
Publication of EP0097230A3 publication Critical patent/EP0097230A3/de
Application granted granted Critical
Publication of EP0097230B1 publication Critical patent/EP0097230B1/fr
Expired legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P7/00—Controlling of coolant flow
    • F01P7/02—Controlling of coolant flow the coolant being cooling-air
    • F01P7/04—Controlling of coolant flow the coolant being cooling-air by varying pump speed, e.g. by changing pump-drive gear ratio
    • F01P7/044—Controlling of coolant flow the coolant being cooling-air by varying pump speed, e.g. by changing pump-drive gear ratio using hydraulic drives

Definitions

  • the invention relates to a fan drive, in particular for rail vehicles of the type specified in the preamble of claim 1.
  • a fan drive of this type is known from the company publication “The Hydreco Engineering Happenings •, Vol. 1, No. 1, May 1973, Kalamazoo, Michigan, USA. It describes a hydraulic fan drive for cooling systems in which the pressure medium flow acting on the motor can be influenced with the aid of a valve controlling the bypass. There is also a pilot valve which is actuated electromagnetically as a function of the temperature. The pilot valve serves to influence the bypass valve and forms a structural unit with this and the hydraulic motor.
  • control device for hydraulic fan drives
  • the control device consists essentially of a control valve which is connected in parallel to the hydraulic motor.
  • the control valve controls a bypass through which the pressure medium flow acting on the engine can be influenced.
  • the control valve comprises a control piston delimiting a control chamber, which is acted upon by a control pressure in the closing direction of the bypass, and a pilot valve influencing the control pressure.
  • the pilot valve is actuated by an expansion element, which is connected to the cooling water circuit and, depending on the temperature of the cooling water, exerts a more or less large control force in the closing direction on the pilot valve.
  • a hydraulic fan drive system for a cooling system with a pressure control valve connected between the pump and the motor is known.
  • the pressure control valve is controlled as a function of a second pressure medium, namely compressed air, a temperature sensor (wax motor) influenced by the coolant temperature acting on a shut-off element which is connected to the pressure control valve by means of a compressed air line.
  • a second pressure medium namely compressed air
  • a temperature sensor wax motor
  • the use of compressed air as the control means of the valve allows the pressure control valve to be mounted anywhere, regardless of the temperature sensor.
  • DE-OS-24 56 381 describes a control valve for influencing the performance of a pressure medium pump.
  • the control valve can be in various ways, for example also electrically, i. H. by means of an electromagnet.
  • the electromagnet acts on the control valve, which is designed as a reversing valve for a servo piston, via an actuating piston and an intermediate piston against the force of a return spring which can be influenced by the servo piston.
  • a hydrostatic drive is shown schematically, which comprises a pressure medium pump, a filter, a hydraulic motor, a bypass with valve and a pressure medium container.
  • the bypass valve is controlled by means of a pilot valve depending on the pressure at the outlet of the condenser.
  • the principle of the operation of a bypass control of a hydraulic motor can be inferred from this prior art, but not the spatial assignment of the units.
  • US Pat. No. 4,062,329 describes a hydrostatic drive in which a valve is arranged in the back pressure line of a hydraulic motor.
  • a thermal sensor in the manner of an expansion element acts on the valve closing member by means of a transmission linkage.
  • the thermostat can also be arranged outside the control unit in which the valve is located, for which purpose electrical means are also considered for signal transmission.
  • a fan drive for a cooling system of the type mentioned in the preamble of claim 1 such that, in addition to a simple structure by integrating parts and with a smaller number of hydraulic connecting lines, a more sensitive control and a long service life are also achieved.
  • the controllable fan drive for various arrangements of hydrostatically driven fan wheels, for example for water coolers of internal combustion engines, for ventilation of electric traction motors, for cooling transformers, etc. should be universally usable.
  • control valve is easily integrated into the housing parts of the fan motor and that control which responds quickly to small changes in the setpoint is possible.
  • integration of parts which is facilitated in particular by the fact that only electrical lines have to be laid to control the pilot valve, saves a separate control valve housing and the hydraulic lines and connections required for this. This not only makes installation easier, it also reduces the possibility of leaky connections.
  • the pilot valve is an analog valve and the electromechanical actuator is a solenoid with a variable stroke, it is possible that the pilot valve maintains a certain position over a long period of time and is not constantly forced to perform a large number of switching operations. This not only improves the sensitivity of the control, but also benefits the valve's increased service life with regard to its tightness.
  • the design of the pilot valve and the compression spring acting in the closing direction, the spring force of which can be adjusted during assembly of the pilot valve, have the advantage that the valve acts as a pressure limiter independently of the actuation by means of an electromagnet and thus a predetermined opening pressure can be set.
  • the fan drive according to the invention is suitable for various hydrostatic drives, in particular also for fans of electric traction motors. In this way it can be avoided with the regulated fan drive and the sensitive control that the fan is operated unnecessarily or at an unnecessarily high speed, which leads to considerable energy savings.
  • the bore receiving the control piston can, if the motor is provided with a connecting plate, be provided in the connecting plate.
  • the control valve in a second plate fastened to the housing or the connection plate of the motor and combined with it to form a structural unit.
  • control chamber be connected to a feed line of the motor via a first throttle and to the pilot valve via a second throttle.
  • the pilot valve can be located coaxially behind the control piston or can be arranged transversely to its direction of movement. So that in the event of a fault in the electrical system, the fan motor is operated regardless of the cooling water temperature in any case, it is advantageous that the pilot valve assumes its closed position when the electromagnet is de-energized.
  • FIG. 1 shows a cooler 1 with water boxes 2, 3, to which an axial fan 4 is assigned.
  • the axial fan 4 is located on a shaft 5 of a hydraulic motor 6, for example an axial piston motor, which is connected to a feed line 7 and a return line 8 of a hydraulic circuit.
  • a leak oil line 9 leads from the engine 6 to a reservoir 10 of the hydraulic fluid.
  • a spring-loaded check valve 13 is connected in a bypass line 11, 12. The connection with chokes 31 and 41 and the mode of operation of the check valve 13 will be explained in detail later in FIGS. 2-4.
  • a pilot valve 14 is provided which is actuated by a control magnet 15 (electromagnet).
  • the control magnet 15 is connected via a control line 16 to output terminals of an electronic controller 17.
  • a temperature sensor 19 arranged in the water box 3 of the cooler 1 is connected via control lines 18 to input terminals of the controller 17.
  • the temperature sensor 19 has a low electrical resistance, so that a high input signal is input to the electronic controller 17.
  • the pilot valve 14 is brought into its open position, whereby the pressure forces acting on the check valve 13 are influenced such that the resulting pressure force in the opening direction of the valve overcomes the force of the control spring and thus switches the bypass line 11, 12 through.
  • the fan motor 6 is bridged by the bypass line 11, 12, so that the pressure medium flow in the feed line 7 does not act on the fan motor 6 or only to a very small extent.
  • the resistance characteristic of the temperature sensor 19 also changes, which results in a change in the input variable of the electronic controller 17.
  • the current that flows through the coil of the control magnet 15 is correspondingly lower, as a result of which the pilot valve 14 is set to a smaller passage cross section.
  • This position of the pilot valve 14 affects the pressure conditions at the valve closing member of the check valve 13 so that the passage cross section of the valve 13 is reduced. Due to the now lower pressure medium flow in the bypass line 11, 12, the proportion of the pressure medium flow acting on the fan motor 6 increases, as a result of which the fan motor 6 drives the axial fan 4 at a corresponding speed.
  • the input signal at the electronic controller 17 is so low due to the large resistance value of the temperature sensor 19 that no current flows through the coil of the control magnet 15.
  • the pilot valve 14 is completely closed and the same pressure builds up on both sides of the valve closing member of the check valve 13 (in the closing direction with a time delay), so that the check valve 13 is closed. Since the bypass line 11, 12 is now shut off, the fan motor 6 is acted upon by the entire pressure medium flow and the axial fan 4 is operated at maximum speed.
  • the axial fan 4 would be assigned to an electric machine.
  • the temperature sensor 19 is then integrated into the motor winding, the respective temperature of the winding as the input variable of the electronic controller 17 determining the position of the pilot valve 14 and thus the fan speed.
  • FIG. 2 shows a motor connection plate 20 of the fan motor (not shown), only that part being shown which contains the arrangement according to the invention.
  • the direction of the pressure medium flow to the motor is indicated by arrows HD and the return flow of the pressure medium from the motor to the pump is indicated by arrows RD.
  • the arrow LOE indicates that the pilot valve is connected on the outlet side to the leak oil line 9 shown in FIG. 1.
  • connection plate 20 has a bore 21, to which a high-pressure bore 22 and a back-pressure bore 23 are arranged at right angles, but at an axial distance from one another.
  • a snap ring 24 is inserted in the bore 21 between the bore 22 and the bore 23.
  • On the side of the snap ring 24 facing the back pressure leading bore 23 is a control piston 25 sealingly guided in the bore 21, which is essentially cup-shaped and with its side facing away from the snap ring 24 delimits a control chamber 26.
  • a second plate 27 is fastened, which closes the bore 21 and seals it by means of a sealing ring 28.
  • a control spring 29 is supported on the second plate 27 and loads the control piston 25 against the snap ring 24.
  • In the bottom of the pot-shaped control piston 25 there is a bore into which a screw 30 with an axial throttle bore 31 is turned. Through the throttle bore 31, the high pressure leading left side of the bore 21 is connected to the control chamber 26 arranged in the right part of the bore 21.
  • the second plate 27 has a stepped bore 32 arranged coaxially to the bore 21, the part of which facing away from the connection plate 20 is larger in diameter and provided with a thread 32 '.
  • an insert 33 which receives the pilot valve 34.
  • the insert 33 is screwed with its threaded part 33 'into the thread 32' of the bore 32 and sealed against the second plate 27 by means of a seal 35.
  • the insert 33 has a central, multiply stepped bore 36 which extends over the entire length of the insert 33.
  • the insert 33 protrudes into the control chamber 26, the outer diameter of the insert 32 being dimensioned such that the control spring 29 surrounds the insert 33.
  • the part of the bore 36 facing the control piston 25 is provided with a thread into which a screw 38 is turned to close a cavity 37 located on the outlet side of the valve 34.
  • the cavity 37 is delimited by a step of the bore 36, which forms a valve seat 39 for the pilot valve 34.
  • the middle part of the bore 36 comprises two sections 40 and 42, the section 40 facing the space 37 being slightly expanded compared to the other section 42. This expanded section 40 is connected to the control chamber 26 via throttle bores 41.
  • a shaft 43 of a closing member 44 of the pilot valve 34 is sealingly guided.
  • the valve closing member 44 has the shape of a truncated cone and, together with the valve seat 39, forms the pilot valve 34.
  • the valve closing member 44 is loaded in the closing direction of the valve by a spring 45, which is supported on the screw 38.
  • An axial bore 46 and a transverse bore 47 in the valve stem 43 connect the cavity 37 to an enlarged section 48 of the stepped bore 36, which in turn is connected to the leakage oil line LOE through openings 49 in the insert 33 and a pressure medium channel 50.
  • the valve stem 43 is attached to the end of an actuating rod 51 of an armature of a control magnet 52, not shown in the drawing.
  • the electronic controller 17 is structurally combined with the control magnet 52.
  • a pressure is built up in the control chamber 26 through the throttle bore 31 with a corresponding time delay, which pressure corresponds to the pressure prevailing on the left side of the control piston 25. Due to the same pressures and the same pressurized areas, the resulting force is the control spring 29, which brings the control piston 25 into contact with the snap ring 24 and thus closes the bypass.
  • the motor is then acted upon by the entire pressure medium flow and the fan is operated at its maximum speed.
  • the coil of the control magnet 52 is excited and the valve closing member 44 is lifted off the valve seat 39.
  • FIG. 3 a control valve is shown, in which the pilot valve is arranged transversely to the direction of movement of the control piston, which has a simpler structure compared to the previously described embodiments.
  • the housing of a motor is designated by 69, in which the bores 21, 22 and 23 already described for FIG. 2 are arranged.
  • a control piston 25 is arranged, which is loaded by a control spring 29 against a snap ring 27 and blocks the bypass between the bores 22 and 23 in its left end position.
  • the control spring 29 is supported on the other side on a perforated plate 70, which is held by a second snap ring 71.
  • the control chamber 26 is delimited by a screw plug 72 closing the bore 21.
  • a bore 73 which extends transversely to the bore 21 and into which an insert 33 with a thread 33 'is screwed.
  • the insert 33 is essentially similar to that of FIG. 2, but it only extends to the valve seat 39.
  • a tin pot 74 is pushed over the valve-side end of the insert 33, which engages with projections 74 'in corresponding recesses in the insert 33.
  • the shaft 43 is guided, which extends through the bore section 40 and is formed at its free end as a conical valve closing member 44.
  • the valve closing member 44 is acted upon by a spring 45 which is supported on the bottom of the tin pot 74.
  • a valve outlet space 76 is thus formed within the tin pot 74, which is connected to the bore 23 carrying the back pressure through openings 77 in the tin pot 74 and its pressure medium channel 78.
  • the advantage of this arrangement is that the force of the spring 45 acting on the valve closing member 44 can be easily adjusted without any pressure test when the pilot valve is being installed.
  • the tin pot in which the spring 55 is located is pushed onto the valve-side end of the insert 33, the force acting on the tin pot 74 being measured.
  • radially inward projections 74 ′ for example by pressing in or reeving, are produced by appropriate tools and engage in recesses 75 of the insert 33. A pressure test to determine the opening pressure and readjustment of the spring are not necessary.
  • the pilot valves 34 are designed as analog valves and are actuated by control magnets, the stroke of which is variable as a function of the current intensity acting on the coil of the electromagnet. In this way it is achieved that with a constant cooling water temperature over a long period of time and consequently also a constant fan speed, the pilot valve remains in its position and does not have to perform a large number of switching operations.

Claims (7)

1. Commande de ventilateur pour une installation de refroidissement, notamment pour véhicules sur rails, se composant d'un moteur hydraulique et d'une soupape de régulation, qui commande en fonction de la température un by- pass par lequel le courant de fluide sous pression sollicitant le moteur peut être influencé, la soupape de régulation sollicitée en direction de fermeture par une pression de commande pouvant être commandée en fonction d'une soupape pilote actionnée au moyen d'un organe électromécanique de manoeuvre et la soupape de régulation ainsi que la soupape pilote formant un ensemble unitaire avec le carter du moteur hydraulique, caractérisée en ce que le by-pass est constitué par un alésage (21) ménagé dans le carter (69) du moteur hydraulique (6) et la soupape de régulation (13) comporte un piston de commande (25) disposé dans cet alésage (21) et délimitant une chambre de commande (26) et en ce que la soupape pilote (34) est une soupape analogique, agencée comme une soupape à siège, qui comporte dans la direction d'ouverture une surface active sollicitée en pression et sur la soupape pilote (34) agit dans une direction de fermeture un ressort (45) dont la force élastique est réglable, et en ce que l'organe électro-mécanique de manœuvre est un électro-aimant de régulation (15, 52) à course variable.
2. Commande de ventilateur selon la revendication 1, caractérisée en ce que l'alésage (21) est disposé dans une plaque d'accouplement (20) du moteur hydraulique (6).
3. Commande de ventilateur selon une des revendications précédentes, caractérisée en ce que la soupape pilote (34) est disposée dans une seconde plaque (27) fixée sur le carter (69) ou sur la plaque d'accouplement (21) du moteur (6).
4. Commande de ventilateur selon une des revendications précédentes, caractérisée en ce que la chambre de commande (26) est reliée par l'intermédiaire d'un premier étranglement (31) avec un conduit d'entrée (7) du moteur, et par l'intermédiaire d'un second étranglement (41) avec la soupape pilote (34).
5. Commande de ventilateur selon une des revendications précédentes, caractérisée en ce que le piston de commande (25) et la soupape pilote (34) sont disposés coaxialement l'un derrière l'autre.
6. Commande de ventilateur selon une des revendications 1 à 4, caractérisée en ce que la soupape pilote (34) est disposée perpendiculairement à la direction de déplacement du piston de commande (25).
7. Commande de ventilateur selon une des revendications précédentes, caractérisée en ce que la soupape pilote (34) occupe une position de fermeture dans la condition de désexcitation.
EP83103852A 1982-06-18 1983-04-20 Commande du ventilateur pour une installation de refroidissement, notamment pour véhicules sur rails Expired EP0097230B1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AT83103852T ATE25748T1 (de) 1982-06-18 1983-04-20 Luefterantrieb fuer eine kuehlanlage, insbesondere fuer schienenfahrzeuge.

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE3222851A DE3222851C1 (de) 1982-06-18 1982-06-18 Luefterantrieb fuer eine Kuehlanlage,insbesondere fuer Schienenfahrzeuge
DE3222851 1982-06-18

Publications (3)

Publication Number Publication Date
EP0097230A2 EP0097230A2 (fr) 1984-01-04
EP0097230A3 EP0097230A3 (en) 1984-10-17
EP0097230B1 true EP0097230B1 (fr) 1987-03-04

Family

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Family Applications (1)

Application Number Title Priority Date Filing Date
EP83103852A Expired EP0097230B1 (fr) 1982-06-18 1983-04-20 Commande du ventilateur pour une installation de refroidissement, notamment pour véhicules sur rails

Country Status (4)

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EP (1) EP0097230B1 (fr)
AT (1) ATE25748T1 (fr)
DE (1) DE3222851C1 (fr)
ES (1) ES8402052A1 (fr)

Families Citing this family (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3341795C2 (de) * 1983-11-19 1986-07-10 Süddeutsche Kühlerfabrik Julius Fr. Behr GmbH & Co KG, 7000 Stuttgart Regelventil für eine Regeleinrichtung eines hydraulischen Lüfterantriebs, insbesondere für Kühlanlagen von Schienenfahrzeugen
DE3443896A1 (de) * 1984-12-01 1986-06-05 Süddeutsche Kühlerfabrik Julius Fr. Behr GmbH & Co KG, 7000 Stuttgart Regelventil, insbesondere fuer eine regeleinrichtung eines hydraulischen antriebes in einem fahrzeug
DE3714842A1 (de) * 1987-05-05 1988-11-17 Sueddeutsche Kuehler Behr Luefterantrieb fuer eine kuehlanlage, insbesondere fuer schienenfahrzeuge
US4941437A (en) * 1987-07-01 1990-07-17 Nippondenso Co., Ltd. Automotive radiator cooling system
DE3838404A1 (de) * 1988-11-12 1990-05-17 Bosch Gmbh Robert Regeleinrichtung fuer den antrieb des luefters einer brennkraftmaschine
DE3840023A1 (de) * 1988-11-26 1990-05-31 Bosch Gmbh Robert Hydrostatischer antrieb fuer den luefter einer brennkraftmaschine
DE102007005393A1 (de) 2007-02-03 2008-08-07 Behr Industry Gmbh & Co. Kg Vorrichtung und Verfahren zur Regelung der Ladelufttemperatur
DE102009026613A1 (de) 2009-05-29 2010-12-02 Deere & Company, Moline Vorrichtung zur Steuerung der Temperatur eines durch einen Ladeluftkühler hindurchtretenden Ladeluftstroms
DE102013014286A1 (de) * 2013-08-21 2015-02-26 Hydac Fluidtechnik Gmbh Hydraulische Lüftersteuerung
CN115847210B (zh) * 2023-01-31 2023-04-28 福建省正丰数控科技有限公司 一种使用直线电机驱动的高速平面磨床

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Also Published As

Publication number Publication date
ATE25748T1 (de) 1987-03-15
EP0097230A2 (fr) 1984-01-04
DE3222851C1 (de) 1991-07-25
ES521749A0 (es) 1984-01-16
EP0097230A3 (en) 1984-10-17
ES8402052A1 (es) 1984-01-16

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