EP0254815B1 - Kühlluftklappen- und Gebläsesteuerung für Kraftfahrzeuge - Google Patents

Kühlluftklappen- und Gebläsesteuerung für Kraftfahrzeuge Download PDF

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Publication number
EP0254815B1
EP0254815B1 EP87105938A EP87105938A EP0254815B1 EP 0254815 B1 EP0254815 B1 EP 0254815B1 EP 87105938 A EP87105938 A EP 87105938A EP 87105938 A EP87105938 A EP 87105938A EP 0254815 B1 EP0254815 B1 EP 0254815B1
Authority
EP
European Patent Office
Prior art keywords
cooling air
temperature
threshold value
value
fan
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 - Lifetime
Application number
EP87105938A
Other languages
German (de)
English (en)
French (fr)
Other versions
EP0254815A2 (de
EP0254815A3 (en
Inventor
Ulrich Dipl.-Ing. Fh Schempp
Hermann Dipl.-Ing. Burst
Bernhard Dipl.-Ing.Fh Ritter
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.)
Dr Ing HCF Porsche AG
Original Assignee
Dr Ing HCF Porsche AG
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 Dr Ing HCF Porsche AG filed Critical Dr Ing HCF Porsche AG
Publication of EP0254815A2 publication Critical patent/EP0254815A2/de
Publication of EP0254815A3 publication Critical patent/EP0254815A3/de
Application granted granted Critical
Publication of EP0254815B1 publication Critical patent/EP0254815B1/de
Anticipated expiration legal-status Critical
Expired - Lifetime 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
    • F01P7/10—Controlling of coolant flow the coolant being cooling-air by throttling amount of air flowing through liquid-to-air heat exchangers
    • F01P7/12—Controlling of coolant flow the coolant being cooling-air by throttling amount of air flowing through liquid-to-air heat exchangers by thermostatic control
    • 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
    • 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
    • F01P7/048—Controlling of coolant flow the coolant being cooling-air by varying pump speed, e.g. by changing pump-drive gear ratio using electrical drives
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P2025/00—Measuring
    • F01P2025/04—Pressure
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P2025/00—Measuring
    • F01P2025/08—Temperature
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P2025/00—Measuring
    • F01P2025/08—Temperature
    • F01P2025/13—Ambient temperature
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P2025/00—Measuring
    • F01P2025/08—Temperature
    • F01P2025/31—Cylinder temperature
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P2025/00—Measuring
    • F01P2025/08—Temperature
    • F01P2025/33—Cylinder head temperature
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P2025/00—Measuring
    • F01P2025/08—Temperature
    • F01P2025/40—Oil temperature
    • 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
    • F01P2031/00—Fail safe
    • 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
    • F01P2031/00—Fail safe
    • F01P2031/20—Warning devices
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P7/00—Controlling of coolant flow
    • F01P7/02—Controlling of coolant flow the coolant being cooling-air
    • F01P7/08—Controlling of coolant flow the coolant being cooling-air by cutting in or out of pumps

Definitions

  • the invention relates to a cooling air flap and blower control for motor vehicles according to the preamble of the main claim.
  • a coolant temperature control system for a motor vehicle internal combustion engine which in addition to the usual coolant temperature control by means of a thermostat in the short circuit of the cooling water of the internal combustion engine and the thermostatic cooling air blower switched on and off additionally a bulkhead in an opening in which the cooling air flows Controlling the car body thermostatically.
  • control elements used all have more or less two-point characteristics, so that the operating temperature of the internal combustion engine can hardly be kept constant at a required level.
  • the resulting constant fluctuations around a target operating point result in poor control quality and thus stress and wear and tear on the internal combustion engine, including all units and parts through which cooling water flows.
  • Executed adjusting element of the bulkhead which is only influenced by the coolant, can only be inadequately tuned and does not allow any further influencing variables for adapting the cooling air flow to the cooling air requirement of the internal combustion engine and auxiliary or auxiliary units.
  • EP-A-0 084 378 discloses a control device for an engine cooling system in which cooling air flaps are controlled from the closed to the open position when the coolant of the internal combustion engine rises and a fan blower is switched on when the temperature rises further. The speed of the fan blower is increased with increasing temperature. An adjustment of the cooling air flaps in stages is indicated, but not how the associated control is to be carried out.
  • a temperature control system for internal combustion engines can be found in EP-A-0 156 078.
  • a fan blower speed is controlled according to a temperature signal. Cooling air flaps and blower drive are controlled sequentially so that the cooling air flaps are always open before the blower is driven.
  • the object of the invention is therefore to provide a coolant and blower control for motor vehicles, which optimally regulates a heat balance of an internal combustion engine including its auxiliary and auxiliary units at a reasonable cost and which also fully meets the aerodynamic aspects of the motor vehicle.
  • the advantages of the invention are primarily to be seen in the fact that a cooling air flap and blower control for motor vehicles is created, which controls a cooling air requirement of an internal combustion engine of the motor vehicle, including all auxiliary and auxiliary units with excellent control quality.
  • a cooling air flap and blower control for motor vehicles is created, which controls a cooling air requirement of an internal combustion engine of the motor vehicle, including all auxiliary and auxiliary units with excellent control quality.
  • it is easily adaptable to different circumstances of different types of motor vehicles and internal combustion engines, requires little installation space and is inexpensive to manufacture and install.
  • Fig. 1, 1 shows a motor vehicle, in whose front end or engine compartment 2 an internal combustion engine 3 is arranged. This is connected via coolant lines (flow 4, return 5) to a heat exchanger (liquid cooler 6), which can be acted upon by a wind through a body opening 7 on a car front 8 and a cooling air duct 9.
  • coolant lines flow 4, return 5
  • heat exchanger liquid cooler 6
  • the cooling air duct 9 can be opened or closed by means of cooling air flaps 10 which are controllable in their position.
  • the cooling air flaps 10 are controlled via a control linkage 11 (crank mechanism) by an electric motor 12 with a flanged gear 13.
  • control disk 14 and electric motor 12 are connected to a control unit 15 via a relay, which will be discussed later.
  • dashed connections shown in FIG. 1 between the individual units merely represent symbolic active connections that say nothing about the type and number of installed electrical lines (signal lines, power supply lines). These arise naturally for the relevant specialist due to the structural peculiarities of the devices used.
  • a conventional thermostatic valve 16 is also shown, which short-circuits the cooling circuit in the warming-up phase of the internal combustion engine 3 via a bypass line 17.
  • an electric motor-driven fan 18 is arranged, via which the heat exchanger 6, the internal combustion engine 3 and a condenser 19 of an air conditioning system 20 (shown schematically) in front of the heat exchanger (shown schematically) can be forced-ventilated (of course, in Cooling air flow also other heat exchangers, for example a charge air cooler or a cooler for a liquid circuit of an automatic transmission _ next to, one above the other or one behind the other).
  • a speed of the blower 18 is infinitely variable in its speed via the control unit 15 and an electronic output stage shown later.
  • An influencing variable for controlling the fan speed and the cooling air flap position is a temperature tm (coolant temperature) of the internal combustion engine 3, which is detected by means of a coolant temperature sensor 21 in the return 5 of the coolant circuit 4 to 6.
  • control unit 15 receives signals from an ignition switch 22 (ignition on or off), an air conditioning switch 23 (air conditioning on / off), a temperature sensor 24 (temperature switch) in the fluid circuit of the automatic transmission, and a pressure sensor 25 in one Kättstoffnikank the air conditioning system 20, a temperature sensor 26 (temperature switch) in or on the intake pipe 27 of the burner 3 and a hood contact switch 28, which monitors a closed position of a flap (hood 29) for closing the engine compartment 2.
  • an excess temperature switch 30 can also be connected to the control unit 15, which monitors the temperature of the burner machine on its cylinder block or head and, if necessary, a warning lamp in a dashboard of the motor vehicle directly and / or indirectly via a central information unit (for indicating dangerous states; not here shown).
  • the electrical connection of the individual elements can be seen in the circuit diagram according to FIG. 2.
  • the control unit 15 is connected via an input 31 directly and via an input 32 via the ignition switch 22 indirectly to the positive pole (+) of a battery 33, the negative pole (-) of which is connected to the vehicle ground 34; the control unit 15 is connected to this via an input 35.
  • An NTC resistor 36 is connected to inputs 35 and 37 as coolant temperature sensor 21. Signals from the air conditioning switch 23, the temperature sensor 26 on the intake manifold (temperature limit switch) and the temperature sensor 24 in the fluid circuit of the automatic transmission (temperature limit switch) reach the control unit 15 via inputs 38 to 40.
  • a signal from the pressure sensor 25 is present at an input 41 in the refrigerant circuit of the air conditioning system; this is designed as a continuously operating pressure sensor. Finally, an input 42 is also connected to the hood contact switch 28.
  • the electric motor-driven fan blower is designed in the circuit diagram as a double electric fan, each with two drive motors 43, 44 and electronic output stages 45, 46, which can be done for reasons of redundancy, for reasons of a better spatial arrangement with regard to the output stages.
  • the functionality of the circuit is guaranteed even with a simple design.
  • a drive motor 43, 44 and an electronic output stage 45, 46 are connected in series, connected in parallel to the load power supply; the output stages 45, 46 are also connected in parallel on the control side.
  • the electronic output stages 45, 46 receive an enable signal, which may possibly also be omitted.
  • the electronic output stages 45, 46 which are designed as semiconductor switches, receive a pulse duty factor in the form of a pulse-width-modulated square-wave signal via an output 48 of the control device 15.
  • the fan control can also be designed so that the duty cycle is generated in the electronic output stages 45, 46 and the control unit 15 only outputs a corresponding analog or digital signal.
  • a feedback line leads from the electronic output stages 45, 46 to an input 49 of the stencil device 15, via which it can be signaled whether there is an error in the power circuit of the output stage (short circuit, line break) or whether it is defective.
  • the electronic output stages also have connections for an operating power supply (positive pole 50, 51, ground 52, 53) for the electronics, ground 54, 55 for the power circuit (semiconductor switch) and one output 56, 57 for one integrated in the output stage, not shown freewheeling diode.
  • the electric motor 12 which is used to drive the cooling air flaps and is provided with the gearbox, is controlled by the control unit 15 via a relay 58 and the control disk 14, which is connected in a rotationally fixed manner to an (schematically shown) input shaft 59 of the gearbox 13.
  • the electric motor 12 is connected to earth with its one connecting terminal; the other terminal is supplied via a changeover contact 60 of the relay 58 in the activated state with the positive pole (+) and thus with the operating voltage.
  • the changeover contact 60 is grounded, as a result of which the armature winding of the motor 12 is short-circuited and a braking effect is achieved.
  • the control disk 14 With the circularly designed control disk 14 there are stationary sliding contacts 61 to 64 in a frictional operative connection; the control disk 14 has an annular contact track 65 with which the first sliding contact 61 on an inner 66, the second sliding contact 62 on a middle 67, and the third and fourth sliding contact 63, 64 on an outer, 68, circular track in electrically conductive connection is.
  • an insulating surface 69, 70 which becomes effective in a limited range of rotation angles and which provides the electrical operative connection between the contact path 65 and the first, 61, third, 63 , or fourth, 64, cancels sliding contact.
  • the second sliding contact 62 is in the excitation circuit of the relay 58, the excitation winding 74 of which is permanently on one side at the positive pole (+) of the battery 33.
  • the control device 15 sets the output 72 to ground potential, which is transmitted from the third sliding contact 63 via the contact track 65 to the second sliding contact 62, so that the excitation winding 74 of the relay 58 is connected to ground on the one hand and to the positive pole (+) on the other hand.
  • the relay 58 picks up, whereupon the electric motor 12, and with it the control disk 14 (and of course also the cooling air flaps) set in motion (counterclockwise rotation).
  • the rotary movement is now continued until the insulating surface 70 enters an angular position in which the fixed third sliding contact 63 is located; there it disconnects the conductive connection between the third sliding contact 63 and the contact track 65, so that the relay 74 drops out and the motor is braked to a standstill.
  • the fully open position and the closed position are approached by controlling the first, 61, or fourth, 64, sliding contact in an adequate manner.
  • An adjustment from one position to another takes place _ by the specified single direction of rotation _ always in the order closed _ partially open _ fully open _ closed.
  • the control of the individual positions is subject to a time limit; it is designed so that it is just sufficient for a particular adjustment process under the most difficult conditions. Overloading of the drive is avoided and position feedback is not required.
  • the control device 15 which is preferably constructed in known microcomputer technology, can also be self-diagnosable and include an electrically erasable memory area in which error messages can be stored by the microcomputer; these can, as described for example in DE-OS 35 40 599, be called up by a diagnostic system during a diagnostic process.
  • control device is connected to a communication line K and an excitation line L via the inputs / outputs 75, 76.
  • a warning light 77 in the dashboard of the motor vehicle is controlled by a central information unit 78, which receives a signal for this purpose via an output 79 of the control unit.
  • the flaps are fully opened and the blower is operated at maximum speed.
  • position feedback can take place via the sliding contacts 61 to 64 and, if necessary, the warning light 77 can be activated.
  • the motor temperature is given here in ° C.
  • the cooling air flaps For increasing values of the engine temperature tm, the cooling air flaps initially remain closed until a first temperature threshold tmg1 is reached, which is assumed to be 79 ° C here. From this threshold value, the flaps 10 are moved into the partially open position xk1 for further increasing values of the engine temperature tm, which remains in position until a second temperature threshold value tmg2 is reached. From this second temperature threshold tmg2, which is assumed to be 85 °, the flaps are opened completely. If the engine temperature tm drops again, the cooling air dampers remain in their fully open position xk2 down to the first temperature threshold value tmg1 and then move to their partially open position xk1. This in turn is maintained up to a third temperature threshold tmg3 (assumed to be 74 ° C), and the closed position xk0 is activated for further falling temperatures.
  • a third temperature threshold tmg3 assumed to be 74 ° C
  • This lowering of the blower voltage ⁇ g and the associated lowering of the blower speed mean that in the temperature interval between the first temperature threshold value tmg1 and the fourth temperature threshold value tmg4, despite the intervening opening of the cooling air flaps by approx. 70% in the cooling air duct, a continuously increasing with the engine temperature tm Cooling air flow sets.
  • the fan blower is initially not activated up to the first pressure threshold value pg1.
  • the fan is switched off again below a fourth pressure threshold value pg4 at approx. 3 bar.
  • 5 and 6 also show the hysteresis properties which serve primarily to calm the flap control. It should also be mentioned here that the control curves according to FIGS. 3 to 6 are only effective when the ignition is switched on; 5 or 6 is only activated as a function of pressure p only when the air conditioning switch is actuated.
  • FIGS. 7 to 10 show further additional control curves for the flap position or the fan blower.
  • the control curves according to FIGS. 7 and 8 are only active here when the ignition is switched on, while the control curves according to FIGS. 9 and 10 are only effective when the internal combustion engine 2 is switched off; 10, however, the fan blower is only activated when the bonnet 29 is closed.
  • a temperature threshold value tmg6 of 80 ° C increases.
  • FIG. 10 shows examples of a duty cycle signal in the voltage-time diagram as it is used to control the electronic output stages 45, 46.
  • a minimum and a maximum duty cycle signal are shown, each of which corresponds to an equivalent DC voltage drop at the fan connection terminals of 6 volts or 12 volts (the maximum vehicle electrical system voltage is assumed to be 12 volts, but can also be used for vehicles equipped with lead accumulators at 13 , 2 volts are).
  • the two output stages 45, 46 are clocked offset by half a pulse period, so that the interference voltage load is additionally kept low.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Cooling, Air Intake And Gas Exhaust, And Fuel Tank Arrangements In Propulsion Units (AREA)
EP87105938A 1986-07-26 1987-04-23 Kühlluftklappen- und Gebläsesteuerung für Kraftfahrzeuge Expired - Lifetime EP0254815B1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE19863625375 DE3625375A1 (de) 1986-07-26 1986-07-26 Kuehlluftklappen- und geblaesesteuerung fuer kraftfahrzeuge
DE3625375 1986-07-26

Publications (3)

Publication Number Publication Date
EP0254815A2 EP0254815A2 (de) 1988-02-03
EP0254815A3 EP0254815A3 (en) 1989-01-11
EP0254815B1 true EP0254815B1 (de) 1991-06-05

Family

ID=6306073

Family Applications (1)

Application Number Title Priority Date Filing Date
EP87105938A Expired - Lifetime EP0254815B1 (de) 1986-07-26 1987-04-23 Kühlluftklappen- und Gebläsesteuerung für Kraftfahrzeuge

Country Status (5)

Country Link
US (1) US4779577A (enrdf_load_stackoverflow)
EP (1) EP0254815B1 (enrdf_load_stackoverflow)
JP (1) JPS6341617A (enrdf_load_stackoverflow)
DE (2) DE3625375A1 (enrdf_load_stackoverflow)
ES (1) ES2022828B3 (enrdf_load_stackoverflow)

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KR20140026788A (ko) * 2012-08-23 2014-03-06 현대모비스 주식회사 플랩 개폐 제어 장치 및 방법

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DE3625375A1 (de) 1988-02-04
EP0254815A2 (de) 1988-02-03
ES2022828B3 (es) 1991-12-16
DE3625375C2 (enrdf_load_stackoverflow) 1990-10-11
DE3770535D1 (de) 1991-07-11
US4779577A (en) 1988-10-25
EP0254815A3 (en) 1989-01-11

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