EP0142713B1 - Lüfterantrieb, insbesondere für Kühlanlagen von Schienenfahrzeugen - Google Patents

Lüfterantrieb, insbesondere für Kühlanlagen von Schienenfahrzeugen Download PDF

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Publication number
EP0142713B1
EP0142713B1 EP84112506A EP84112506A EP0142713B1 EP 0142713 B1 EP0142713 B1 EP 0142713B1 EP 84112506 A EP84112506 A EP 84112506A EP 84112506 A EP84112506 A EP 84112506A EP 0142713 B1 EP0142713 B1 EP 0142713B1
Authority
EP
European Patent Office
Prior art keywords
control
valve
pressure
driving means
fan driving
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
EP84112506A
Other languages
German (de)
English (en)
French (fr)
Other versions
EP0142713A3 (en
EP0142713A2 (de
Inventor
Franz Ing. Pigisch (Grad.)
Thomas Klaucke
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 AT84112506T priority Critical patent/ATE36375T1/de
Publication of EP0142713A2 publication Critical patent/EP0142713A2/de
Publication of EP0142713A3 publication Critical patent/EP0142713A3/de
Application granted granted Critical
Publication of EP0142713B1 publication Critical patent/EP0142713B1/de
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 cooling systems of rail vehicles of the type specified in the preamble of claim 1.
  • a fan drive of this type is known for example from FR-A-1 402416.
  • the known arrangement has the disadvantage that the actuator, which can be actuated as a function of the temperature, operates very slowly and therefore sensitive control is not possible. It is also necessary in the known arrangement to switch on the control valve in the cooling water circuit, as a result of which an additional line routing of the cooling water circuit is required.
  • the known control valve is therefore tied to installation conditions with regard to its arrangement in the cooling system, as a result of which combinations with other units of the hydraulic output circuit are not possible.
  • Another disadvantage of the known arrangement is that a large length is required.
  • an electromagnetically actuated valve which has a control piston which is guided on an insert.
  • a pilot valve is provided in the insert.
  • this control valve is not suitable for controlling a bypass, and it does not enable the continuous adjustment of any passage cross section between the two end positions "completely closed” and “completely open”.
  • the production is extremely difficult, because the unavoidable axis offset of the parts can easily lead to jamming and thus to the failure of the valve.
  • the known valve assumes its open position when de-energized. Another disadvantage of the known arrangement is that no measures are provided by which pressure surges can be eliminated or damped.
  • CH-A-326 068 describes an electromagnetically actuated valve in which a control piston is arranged in a sealingly displaceable manner on an insert.
  • a pilot valve is installed in the insert, which interacts with the armature of the electromagnet.
  • such a valve is unsuitable for use in controlling hydraulic motors since the pilot valve cannot be adjusted to a specific opening pressure. Otherwise, opening the pilot valve results in a very rapid drop in pressure in the control chamber, so that strong pressure surges act on the control piston as a result of actuating the pilot valve.
  • the main advantages of the invention are the fact that the control valve of the fan drive consists of simple parts that are inexpensive to manufacture and easy to assemble, and that the arrangement of the pilot valve within the control piston requires an extremely small amount of space.
  • a predetermined opening pressure of the pilot valve can be set precisely in a simple manner. Extreme pressure changes in the control chamber and the resulting pressure surges in the fan motor are avoided.
  • Another advantage is 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.
  • the control valve enables control that responds quickly to a small change in setpoint.
  • the fan drive according to the invention is suitable for various hydrostatic drives, in particular also for fans of electric traction motors. With the regulated fan drive and the sensitive control it is avoided that the fan is operated unnecessarily or at an unnecessarily high speed, which leads to considerable energy savings.
  • control spring is supported on the insert with its end remote from the control piston. In this way, there is no separate fastening of the insert, which is held on a wall part of the electromechanical actuator due to the spring preload.
  • the control valve controlling the bypass is expediently designed as a seat valve, the area of the control piston acted upon by a supply pressure being equal to the area acted upon by the control pressure. This design ensures an extremely short overall length.
  • the control valve controlling the bypass is designed as a slide valve, the surfaces acted upon by the supply pressure and the control pressure likewise being the same. In order to create this area ratio in the slide valve, it is advantageous that the central bore extends over the entire axial length of the control piston and the insert protrudes through this bore.
  • Another important advantage of the invention is that a leak oil line can be dispensed with.
  • the back pressure in opening or. compensated surfaces of the control piston in the closing direction of the control valve Since the pressure medium from the pilot valve is not in a Leakage oil line must escape, but can be easily guided into the return line, the control valve is particularly suitable for gear motors or other drives that do not require a leakage oil line, or for the series connection of drives.
  • a control magnet or a stepper motor can be provided as the electromechanical actuator.
  • the use of a stepper motor has the advantage that electrical energy is only required for the change of position.
  • this essentially consists of a valve plug, a valve seat and a spring loading the valve plug, and the tip of the valve plug interacts with a ball, by means of which the valve plug can be lifted off the valve seat.
  • a spring for example, an adjusting screw can be used or a support element that can be slid in and fixed in any position can be provided. The latter has the advantage that the force of the spring can be measured when the pilot valve is installed, so that subsequent adjustment is not necessary.
  • control piston and the pilot valve can be arranged in a connecting plate of the hydraulic motor.
  • FIG 1 shows a cooler 1 with water boxes 2 and 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 a gear motor, which is connected to a supply line 7 carrying high pressure and to a return line 8 carrying a back pressure of a hydraulic circuit.
  • a spring-loaded check valve 13 is connected in a bypass line 11, 12.
  • the connection with chokes 34 and 46 and the operation of the check valve 13 will be explained in detail later with reference to FIGS. 2 to 4.
  • a pilot valve 14 is provided which is actuated by an electromechanical actuator 15.
  • the valves 13 and 14 are connected to the return line 8.
  • the electromechanical actuator 15 is connected via a control line 16 to output terminals of an electronic controller 17.
  • a temperature sensor 19 arranged in the water tank 8 of the cooler 1 is connected to input terminals of the controller 17 via control lines 18.
  • the temperature sensor 19 has a low electrical resistance, so that a high input signal is input to the electronic controller 17.
  • Characterized 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. Accordingly, the output signal of the electronic controller 17 also changes, which has an influence on the electromechanical actuator 15.
  • the pilot valve 14 is set to a smaller passage cross section. This position of the pilot valve 14 has an effect on the pressure conditions at the valve closing member of the check valve 13 such that the passage cross section of the valve 13 is also 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 the output signal of the controller brings the electromechanical actuator 15 into an end position, through which the pilot valve 14 is completely closed .
  • 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 an electric machine arranged.
  • 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.
  • connection plate 20 of a hydraulic motor 21 is shown in FIG.
  • the connection plate 20 has a bore 22, to which are arranged at right angles, but at an axial distance, a high pressure HD bore 23 and a back pressure RD bore 24.
  • the connection of the flow line carrying the high pressure HD is designated 22 a and the connection of the return line carrying the back pressure RD is designated 24 a.
  • a step 25 is provided in the bore 22 between the bore 23 and the bore 24, the inner radius of which serves as the valve seat 26 of the check valve.
  • the control piston 27 has a stepped central bore 29 a, 29 b, wherein the section 29 a is part of the control chamber 28.
  • the radial area delimiting the control chamber 28 is equal to the area of the control piston 27 acted upon by the high pressure HD.
  • an insert 30 is guided so as to be pressure-tight. H. the control piston 27 is slidably mounted on the outer surface of the insert (30).
  • the insert 30 has at its end facing away from the control piston 27 a radial collar 31, on which one end of a control spring 32 is supported, the other end of which lies on the gradation of the bore 29 a, 29 b and thus the control piston 27 against the Valve seat 26 loaded.
  • an axial bore 33 lying outside the bore section 29 b is provided with a throttle 34, through which the part of the bore 22 located in front of the check valve is connected to the control chamber 28.
  • the insert 30 has a central, multiply stepped bore 36 which extends over the entire length of the insert 30.
  • the right end of the bore 36 in FIG. 2 is provided with a thread 37 into which a hollow screw 38 is turned.
  • a spring 39 is supported on the hollow screw 38 and loads a valve cone 41 against a valve seat 42.
  • the valve cone 41 and valve seat 42 form the essential elements of the pilot valve 14.
  • the tip of the valve cone 41 is supported on a ball 43 which is located on the right side in the bore 36 and in turn interacts with a tappet 44 of a control magnet 45 .
  • the electronic controller 17 is structurally combined with the control magnet 52.
  • the portion of the bore 36 in which the ball 43 is located, and the bore portion 29 a, which is part of the control chamber 28, are connected to one another via a throttle 46.
  • This throttle 46 has the task of preventing the two spring-supported elements (control piston 27 and valve cone 41) from swinging open.
  • the space delimited by the insert 27 of the bore section 29 b forms a pressure outlet chamber 47 which is connected by a radial bore 48 to the bore 24 carrying the back pressure RD.
  • the control piston 27 is acted upon by this pressure in the opening direction of the bypass. Due to the throttle bore 34, a corresponding back pressure builds up in the control chamber 28, which corresponds to the pressure prevailing on the right-hand side of the control piston 27. Due to the same pressures and the same pressurized surfaces, the resulting force is the control spring 32, which keeps the control piston 27 in contact with the valve seat 26 and thus the bypass.
  • the hydraulic motor 21 is then acted upon by the entire pressure medium flow and the fan is operated at its maximum speed. On the basis of a corresponding signal from the temperature sensor in the cooling water, the coil of the control magnet 45 is excited and the valve cone 41 is lifted off the valve seat 42 by the ball 43.
  • the throttle bore 34 constantly feeds pressure medium from the high-pressure side into the control chamber 28, a corresponding amount of pressure medium must be discharged through the pilot valve 14 in order to keep the control piston 27 in a specific control position. If the control magnet 45 is de-energized, which occurs at high cooling water temperatures or in the event of a fault in the electrical system, the spring 39 moves the valve cone 41 against the valve seat 42 and thus closes the pilot valve 14. As a result, the pressure in the control chamber 28 is at its highest Value and the control piston 27 held in the closed position.
  • FIG. 3 shows the arrangement of the check valve 13 and the pilot valve 14 in a housing that can be structurally combined with a hydraulic motor or can be arranged separately.
  • the housing 50 has a bore 51, to which a bore 52 connected to the high pressure HD and a bore 53 connected to the back pressure RD are arranged at right angles and at an axial distance from one another.
  • a snap ring 54 is inserted in the bore 51 between the bore 52 and the bore 53.
  • the radial area of the control piston 55 delimiting the control chamber 28 is equal to the area acted upon by the high pressure HD.
  • the control piston 55 has a stepped central bore 56 a, 56 b, the section 56 a being part of the control chamber 28.
  • an insert 57 is guided in a pressure-tight manner, i.e. the control piston 55 is slidably mounted on the outer surface of the insert 57.
  • the insert 57 penetrates the entire control piston 55 and protrudes from the high-pressure side.
  • the insert 57 has a radial collar 58, which lies on a housing of a stepping motor 59.
  • a control spring 32 is supported, which is at its other end on the gradation of the bore 56 a, 56 b and thus loads the control piston 56 against the snap ring 54.
  • an axial bore 33 lying outside the bore section 56 b is provided with a throttle 34, through which the part of the bore 51 located in front of the check valve is connected to the control chamber 28.
  • the parts comprising the pilot valve 14 are of the same design as those in FIG. 2; the reference symbols for identical parts from FIG. 2 have therefore been adopted.
  • a grub screw 60 is turned, on the side facing the pilot valve 14, a spacer 61 is arranged, on which the spring 39, which loads the valve cone 41, is supported.
  • the spacer 61 is designed so that it allows the passage of the hydraulic fluid to radial openings 62 which open into an annular space 63 on the outer surface of the insert 57, which in turn is connected to the bore 53 via a radial bore 48 in the control piston 55.
  • the control piston 55 has no surface effectively acted upon by the back pressure.
  • control valve shown in FIG. 3 corresponds to that already described for FIG. 2, since the changes are of a purely constructive nature, namely that the control valve is a slide valve and the electromechanical actuator is a stepper motor 59.
  • FIG. 4 shows an embodiment variant of the pilot valve in FIG. 2.
  • the same reference numerals have been chosen for those parts which correspond to FIG. 2.
  • the end of the insert 30 adjacent the pressure outlet chamber 47 has only an annular groove 64 instead of a thread.
  • a support element 65 which consists of a tin pot, on the bottom of which the spring 39 is supported.
  • a plurality of openings 66 are arranged in the bottom of the support element 65, the overall cross section of which is larger than that of the pilot valve 14.
  • the support element 65 has on its cylindrical wall 67 a plurality of projections 68 which engage in the groove 64 of the insert 30.
  • the advantage of this arrangement is that the force of the spring 39 acting on the valve cone 41 can be adjusted in a simple manner during the assembly of the pilot valve without any pressure test.
  • the support element 65 is namely moved in the direction of the valve cone 41, whereby the spring 39 is tensioned.
  • the force acting on the support element 65 is measured.
  • radially outward projections 68 for example by shearing, are produced by appropriate tools, which engage in the groove 64 of the support element 30. A pressure test to determine the opening pressure and readjustment of the spring 39 are not necessary.
  • the pilot valves 14 are designed as analog valves and are actuated by the electromechanical actuators (electromagnet 45, stepping motor 59), the armature or. Spindle stroke is variable depending on the respective output signal of the electronic controller 17. 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.

Landscapes

  • Engineering & Computer Science (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Safety Valves (AREA)
  • Fluid-Pressure Circuits (AREA)
  • Air-Conditioning For Vehicles (AREA)
  • Cooling, Air Intake And Gas Exhaust, And Fuel Tank Arrangements In Propulsion Units (AREA)
  • Control Of Direct Current Motors (AREA)
  • Control Of Electric Motors In General (AREA)
  • Control Of Positive-Displacement Air Blowers (AREA)
  • Structures Of Non-Positive Displacement Pumps (AREA)
  • Fluid-Driven Valves (AREA)
EP84112506A 1983-11-19 1984-10-17 Lüfterantrieb, insbesondere für Kühlanlagen von Schienenfahrzeugen Expired EP0142713B1 (de)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AT84112506T ATE36375T1 (de) 1983-11-19 1984-10-17 Luefterantrieb, insbesondere fuer kuehlanlagen von schienenfahrzeugen.

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE3341795 1983-11-19
DE3341795A DE3341795C2 (de) 1983-11-19 1983-11-19 Regelventil für eine Regeleinrichtung eines hydraulischen Lüfterantriebs, insbesondere für Kühlanlagen von Schienenfahrzeugen

Publications (3)

Publication Number Publication Date
EP0142713A2 EP0142713A2 (de) 1985-05-29
EP0142713A3 EP0142713A3 (en) 1986-09-10
EP0142713B1 true EP0142713B1 (de) 1988-08-10

Family

ID=6214690

Family Applications (1)

Application Number Title Priority Date Filing Date
EP84112506A Expired EP0142713B1 (de) 1983-11-19 1984-10-17 Lüfterantrieb, insbesondere für Kühlanlagen von Schienenfahrzeugen

Country Status (6)

Country Link
US (1) US4570849A (es)
EP (1) EP0142713B1 (es)
JP (1) JPS6111499A (es)
AT (1) ATE36375T1 (es)
DE (2) DE3341795C2 (es)
ES (1) ES536409A0 (es)

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DE3714842A1 (de) * 1987-05-05 1988-11-17 Sueddeutsche Kuehler Behr Luefterantrieb fuer eine kuehlanlage, insbesondere fuer schienenfahrzeuge
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US5778693A (en) * 1996-12-20 1998-07-14 Itt Automotive Electrical Systems, Inc. Automotive hydraulic engine cooling system with thermostatic control by hydraulic actuation
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FR2864197B1 (fr) * 2003-12-18 2006-04-28 Eaton Sa Monaco Vanne hydraulique a rondelle piezoelectrique
US7104382B2 (en) * 2004-10-21 2006-09-12 Kit Masters Inc. Clutch system
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US8100239B2 (en) * 2008-01-18 2012-01-24 Kit Masters Inc. Clutch device and methods
AU2009314030B2 (en) 2008-11-12 2014-03-06 Horton, Inc. Two-speed clutch and retro-fit kit
US8128379B2 (en) * 2008-11-19 2012-03-06 Wabtec Holding Corp. Temperature management system for a 2CD type air compressor
US8109375B2 (en) * 2009-05-07 2012-02-07 Kit Masters Inc. Clutch systems and methods
US9046137B2 (en) 2010-01-22 2015-06-02 Kit Masters Inc. Fan clutch apparatus and methods
US8360219B2 (en) 2010-04-26 2013-01-29 Kit Masters, Inc. Clutch system and methods
DE102012102186A1 (de) * 2012-03-15 2013-09-19 Ihi Charging Systems International Gmbh Turbine für einen Abgasturbolader
WO2015151582A1 (ja) * 2014-03-31 2015-10-08 株式会社クボタ 作業機
EP3317540A1 (en) * 2015-10-12 2018-05-09 Parker-Hannifin Corp Lobe gear pump
CN108488079B (zh) * 2018-02-28 2019-08-20 重庆酋创科技有限公司 用于控制风扇转速的装置
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Also Published As

Publication number Publication date
DE3341795C2 (de) 1986-07-10
DE3341795A1 (de) 1985-05-30
ES8600467A1 (es) 1985-10-16
EP0142713A3 (en) 1986-09-10
ES536409A0 (es) 1985-10-16
EP0142713A2 (de) 1985-05-29
US4570849A (en) 1986-02-18
DE3473321D1 (en) 1988-09-15
ATE36375T1 (de) 1988-08-15
JPS6111499A (ja) 1986-01-18

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