EP0836673B1 - Lüfter für eine brennkraftmaschine - Google Patents
Lüfter für eine brennkraftmaschine Download PDFInfo
- Publication number
- EP0836673B1 EP0836673B1 EP97918147A EP97918147A EP0836673B1 EP 0836673 B1 EP0836673 B1 EP 0836673B1 EP 97918147 A EP97918147 A EP 97918147A EP 97918147 A EP97918147 A EP 97918147A EP 0836673 B1 EP0836673 B1 EP 0836673B1
- Authority
- EP
- European Patent Office
- Prior art keywords
- fan
- accordance
- locking hook
- locking
- circuit
- 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
Links
Images
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
- F01P7/08—Controlling of coolant flow the coolant being cooling-air by cutting in or out of pumps
- F01P7/081—Controlling of coolant flow the coolant being cooling-air by cutting in or out of pumps using clutches, e.g. electro-magnetic or induction clutches
-
- 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
- F01P7/042—Controlling of coolant flow the coolant being cooling-air by varying pump speed, e.g. by changing pump-drive gear ratio using fluid couplings
-
- 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
Definitions
- the invention relates to a fan for an internal combustion engine with one between a drive shaft and a fan wheel switched fluid friction clutch and with a Locking device for the fan wheel, which with the with the Fan blades equipped housing of the fluid friction clutch interacts positively.
- a fan arrangement of this type is known from DE 34 20 277 C3 known.
- Fluid friction clutch housing either mechanical operated brake or a mechanically operated locking rod assigned to the fan wheel e.g. on a cold start to stop completely and thereby prevent that the cooling air generated by the rotating fan Heating of the coolant of the internal combustion engine is delayed.
- Both the brake provided there, as well as the positive acting locking is via a memory element actuated that at a certain coolant temperature suddenly changes its shape and, since there as a memory element has provided a coil from a certain coolant temperature releases the fan wheel for rotation while it under this coolant temperature, for example at a cold start that holds the fan wheel.
- Another device of the type mentioned is from DE-A-3 842 503 known.
- the present invention has for its object a Locking device of the type mentioned in simple Way to train so that a subsequent equipment Existing fan drives and a control of the lock is possible via other parameters of the motor control.
- a bolt is a locking element provided in the space between cooling fins of the housing of the fluid friction clutch engages.
- This bar is simple formed as a stationary swiveling locking hook , the on a particular motor-fixed bracket is stored.
- This configuration makes it easier Way, existing fan drives with a fluid friction clutch, whose housing usually with approximately radial protruding cooling fins is also provided with to provide a locking device, the holder for the locking hook serving as a locking bolt largely on any Places can be attached where there is space in the engine compartment Available. The actuation of a locking hook is required also very little electrical energy.
- This configuration is then when the locking element is actuated from the ignition circuit with every starting process, and especially in the case of a cold start, the guarantee for this given that the fan wheel is stationary, so that on the one hand - at still filled clutch - the pumping process depends on the Cooling air temperature can go on, but also on the other the fan wheel also turns safely, even when the clutch is empty is prevented.
- This configuration also remains open the possibility of the locking member depending on others Activate or release signals and, for example, the Blocking element upstream a delay element, which after switching off the ignition in the event that the temperature of the coolant has not yet reached the specified value or has fallen below again, a new activation of the Locking only after a period at which the The fan wheel has come to a standstill. Damage to the Fan wheel through the mechanical interaction with the Locking element is excluded.
- the actuator can be actuated of the blocking element in an electrical circuit together with the ignition lock and an additional switch be arranged by a temperature element for detection the coolant temperature can be triggered. Through this configuration the locking element is then released in normal operation, when the coolant temperature is high enough.
- an electromagnet can be provided as the actuator, which only has the task of engaging the locking element with the Bring the fluid coupling housing.
- the performance of a such electromagnets can be very low. Hence it results also the possibility of the electromagnet from two Build windings that are in separate circuits and are only able to apply the To operate as a locking element.
- This Embodiment offers the possibility of a simple backup, with an actuation of the lock under certain Preconditions is excluded.
- the locking hook is hook-shaped with a protruding wing be provided with magnetically active material, this Wing cooperates with the electromagnet.
- This configuration enables very simple actuation in which the Energy consumption for the electromagnet is very low.
- the so designed locking hooks can finally in a simple manner be provided with a return spring and this can, um save space as possible, designed as a leaf spring be that sits firmly on the bracket and approximately parallel to the hinged part of the locking hook runs.
- the clutch housing (1) is one known fluid friction clutch (6) shown, the in a manner not shown via a central drive shaft (2), or via a V-belt wheel (3) and the housing (1), which with radial cooling and Reinforcing ribs (4) and with fan blades, not shown is provided, depending on the degree of filling of the clutch caused to turn.
- the fluid friction clutch ensures in known Way that from the housing (1) of the fluid friction clutch (6) formed fan wheel depending of the cooling air temperature rotates more or less quickly and therefore the flow in the area in front of the fluid friction clutch (6) arranged cooler, not shown promotes.
- Fluid friction clutches of this type generally work satisfactory. But you turn because of that too closed valve remaining filling levels also in the so-called Idle with where there is a cooling effect by rotating Fan blades are undesirable. This in particular in the event of a cold start of the engine, in which the Engine temperature, i.e. the temperature of the engine coolant should increase.
- the bow-shaped bracket (7) is with a screwed electromagnet (10) provided, which is approximately cylindrical is formed and held by a screw (12) is.
- the one with a connecting cable (13) with electrical energy supplied electromagnet (10) works with one of one pivotable locking hook (15) projecting wing (14) made of magnetic Material together, in Figure 1, the location of the Locking hook (15) is shown, in which the electromagnet (10) is not supplied with current, on the other hand the position in FIG. in which the electromagnet (10) is energized.
- FIGS. 2, 4 and 5 there is the latching hook (15) from a one-piece sheet metal part, which is from a Swivel axis (16) from up to a locking lug (17) rejuvenated.
- This locking hook (15) is from both sides encompassed by a leaf spring (18) which is fixed with rivets (19) attached to downwardly projecting bracket parts (20) of the holder (7) and with its upper end (18a) on the hook (15) creates.
- This leaf spring (18) endeavors to catch the hook (15) always in the position shown in Fig. 1 to keep in the he at a stop, not shown, on the bracket (7) rests under spring force. It remains in this position Hook end (17) of the housing (1) of the fluid friction clutch removed so that this with their fan blades can rotate freely and depending on the degree of filling.
- the configuration is now in a first embodiment - Fig. 6 - taken so that the electromagnet (10) in one electrical circuit (22), in which also the ignition lock is arranged with the switch (23) for the starter. There is also a temperature-dependent opening in the circuit Switch (24) and a delay element (25) are provided.
- the temperature-dependent switch (24) goes into its open position Position (24 ') e.g. when a coolant temperature is reached of 110 ° C, is lower at coolant temperatures however, as shown in dashed lines in Fig. 6, closed. Becomes therefore the switch (23) is actuated to start the vehicle, then the electromagnet (10) is energized and the hook (15) goes into its position according to Fig. 3. Blocked in this position the housing provided with the fan blades (1) the fluid friction clutch (6) and thus prevents the fan turns when the engine starts.
- the switch opens (24) and the magnet (10) is de-energized.
- the hook (15) takes its position according to FIG. 1.
- the fluid friction clutch (6) works as usual and switches the fan more or less too.
- a delay element (25) is provided, that actuation of the electromagnet (10) via prevents a certain time, which is such that the clutch must come to a standstill by the end of this time or has reached such a low speed that a Activation of the locking device no longer causes damage causes.
- This can become important, for example, when the coolant temperature is the aforementioned temperature of 110 ° C has not yet been reached and therefore the switch (24) has remained in its dashed closed position. This can be the case if the vehicle initially only one has been moved a short distance, or the coolant temperature for example on a descent back under the mentioned amount has cooled.
- the delay element (25) prevents damage to the device in such cases.
- FIG. 7 shows a variant of the circuit diagram according to FIG. 6.
- an electromagnet (10 ') is arranged, and it is in the circuit (22 ') the switch (23) of the ignition lock for actuating the starter.
- the coil of the electromagnet (10 ') consists in this Case, however, from a pull-in winding (26) and a holding winding (27), which are connected in parallel, in which additional circuit (28) the temperature-dependent Switch (24) is arranged.
- the holding winding (27) and Tightening winding (26) are designed so that they only triggering force required for actuating the locking hook (15) can apply if they both have current flowing through them are. This configuration then results in the following Mode of action:
- the temperature-dependent switch (24) is closed, so that the holding winding (27) over the circuit (28) is applied.
- the starter is operated when the switch (23) is opened, i.e. So after starting the engine, the winding (26) de-energized, the winding (27) holds the locking of the Fan upright by the locking hook (15). Your strength is so dimensioned that they can exert this holding effect.
- the switch (24) When reaching a coolant temperature greater than 110 ° C opens the switch (24).
- the holding winding (27) is also de-energized, and the fan is released.
- the temperature-dependent switch (24) gives the circuit (28) free.
- the switch (24) is closed. Will the Switch (23) actuated for the starter, then, as well in the first case, both windings (27 and 26) are energized. In this case too, the locking hook (15) is actuated and the fan locks. After running the engine opens the switch (23), the holding winding (27) holds the lock the fan upright. Reaches the coolant temperature 110 ° C, then the switch (24) opens the holding winding (27) is de-energized and the fan is released.
- the temperature-dependent switch (24) is open.
- the circuit (28) is open, the holding winding (27) therefore de-energized.
- the starter switch (23) actuated, the pulling force of the winding (26) alone is sufficient not out to actuate the locking hook (15). It takes place no locking of the fan instead.
- the starter switch (23) opens, then the pull-in winding will also open (26) de-energized so that the entire electromagnet (10 '), i.e. So the actuator with the locking hook (15) remains unactuated.
- the fan is therefore locked above a coolant temperature of 110 ° is not possible.
- the solution shown in FIG. 7 therefore has the additional advantage on that even if the thermostat switch (24) is defective should not lock the fan can, so that in the event of a fault, the cooling of the motor is always ensured (fail save).
- the entire locking device can also be retrofitted in a simple manner. It is only necessary to screw the bracket (7) in place and the electromagnet (10) in the circuit of the Integrate the ignition lock. Every time the engine starts, at which the coolant temperature is not yet high enough then automatically prevents the fan from rotating until the fan power required to cool the engine coolant becomes.
- the described embodiment uses an electromagnet in cooperation with a specially designed Swivel hook.
- electromagnets or also actuating pistons acted upon from the electrical ignition circuit provide the appropriate locking pins in the gaps press the cooling fins of the fan wheel.
- actuators are coupled to the ignition circuit and attachable to brackets that also enable subsequent attachment without design changes on the fluid friction clutches.
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Structures Of Non-Positive Displacement Pumps (AREA)
Description
- Fig. 1
- eine teilweise aufgeschnittene Seitenansicht der Kupplungsanordnung für einen erfindungsgemäßen Lüfter mit einer Feststellvorrichtung in ihrer gelösten Stellung,
- Fig. 2
- die Ansicht der Anordnung nach Fig. 1 in Richtung der Schnittlinie II-II gesehen, jedoch in der Lage der Feststellvorrichtung nach Fig. 3,
- Fig. 3
- die Darstellung der Feststellvorrichtung der Fig. 1, jedoch in der Stellung zum Arretieren des Lüfterrades,
- Fig. 4
- die Draufsicht auf die Feststellvorrichtung der Fig. 3 in Richtung des Pfeiles IV der Fig. 3 gesehen,
- Fig. 5
- die Stirnansicht der Feststellvorrichtung nach Fig. 3 in Richtung des Pfeiles V der Fig. 3 gesehen,
- Fig. 6
- die schematische Darstellung eines Stromlaufplanes- zur Energieversorgung der Feststellvorrichtung, und
- Fig. 7
- eine Variante des Stromlaufplanes nach Fig. 6.
Claims (11)
- Lüfter für eine Brennkraftmaschine, mit einer zwischen eine Antriebswelle und ein Lüfterrad geschalteten Flüssigkeitsreibungskupplung (6) und mit einer Feststellvorrichtung für das Lüfterrad, die mit dem mit den Lüfterschaufeln bestückten Gehäuse (1) der Flüssigkeitsreibungskupplung formschlüssig zusammenwirkt, dadurch gekennzeichnet, dass die Feststellvorrichtung ein Sperrelement in der Form eines Rasthakens (15) ist, der in den Zwischenraum (21) zwischen Kühlrippen (4) des Kupplungsgehäuses (1) der Flüssigkeitsreibungskupplung eingreift und der über ein im Stromkreis des Zündschlosses (23) liegendes und von anderen Parametern der Motorsteuerung betätigbares Stellglied (10) betätigt wird.
- Lüfter nach Anspruch 1, dadurch gekennzeichnet, daß dem Stellglied (10) ein Verzögerungsglied (25) vorgeschaltet ist.
- Lüfter nach einem der Ansprüche 1 und 2, dadurch gekennzeichnet, daß das Stellglied (10) in einem elektrischen Schaltkreis sitzt, der auch einen temperaturabhängig wirkenden Schalter (24) zur Erfassung der Kühlmitteltemperatur enthält.
- Lüfter nach einem oder mehreren der Ansprüche 1 bis 3, dadurch gekennzeichnet, daß als Stellglied ein Elektromagnet (10, 10') vorgesehen ist.
- Lüfter nach Anspruch 4, dadurch gekennzeichnet, daß der Elektromagnet (10') zwei getrennt beaufschlagbare Wicklungen, nämlich eine Anzugswicklung (26) und eine Haltewicklung (27) besitzt, die in parallel geschalteten Stromkreisen (22' bwz. 28) liegen und so ausgelegt sind, daß sie nur gemeinsam ausreichen, um die Anzugskraft zur Betätigung des Sperrelementes (15) aufzubringen.
- Lüfter nach Anspruch 5, dadurch gekennzeichnet, daß im Stromkreis der Anzugswicklung (26) der Schalter (23) für den Anlasser und im Stromkreis (28) für die Haltewicklung der temperaturabhängig wirkende Schalter (24) angeordnet ist.
- Lüfter nach einem der Ansprüche 1-6, dadurch gekennzeichnet, daß der Rasthaken (15) ortsfest verschwenkbar an einer Halterung (7) gelagert ist.
- Lüfter nach Anspruch 7, dadurch gekennzeichnet, daß die Halterung (7) ortsfest angebracht ist.
- Lüfter nach einem der Ansprüche 4-8, dadurch gekennzeichnet, daß der Rasthaken (15) mit einem abstehenden Flügel (14) aus magnetisch wirksamem Material versehen ist, der mit dem Elektromagnet (10) zusammenwirkt.
- Lüfter nach einem der Ansprüche 1-9, dadurch gekennzeichnet, daß an dem Rasthaken (15) eine Rückstellfeder (18) angreift.
- Lüfter nach Anspruch 10, dadurch gekennzeichnet, daß die Rückstellfeder als eine Blattfeder (18) ausgebildet ist, die fest an einem Teil der Halterung (7) angebracht ist und den Rasthaken (15) seitlich umfaßt.
Applications Claiming Priority (3)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE19617414 | 1996-05-01 | ||
DE19617414A DE19617414A1 (de) | 1996-05-01 | 1996-05-01 | Lüfter für eine Brennkraftmaschine |
PCT/EP1997/001950 WO1997041337A1 (de) | 1996-05-01 | 1997-04-18 | Lüfter für eine brennkraftmaschine |
Publications (2)
Publication Number | Publication Date |
---|---|
EP0836673A1 EP0836673A1 (de) | 1998-04-22 |
EP0836673B1 true EP0836673B1 (de) | 2002-11-20 |
Family
ID=7792974
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP97918147A Expired - Lifetime EP0836673B1 (de) | 1996-05-01 | 1997-04-18 | Lüfter für eine brennkraftmaschine |
Country Status (4)
Country | Link |
---|---|
EP (1) | EP0836673B1 (de) |
JP (1) | JPH11511829A (de) |
DE (2) | DE19617414A1 (de) |
WO (1) | WO1997041337A1 (de) |
Families Citing this family (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US9188130B2 (en) * | 2013-01-09 | 2015-11-17 | GM Global Technology Operations LLC | Locking device for cooling fan assembly |
Family Cites Families (8)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE864482C (de) * | 1950-10-22 | 1953-01-26 | Bosch Gmbh Robert | Schalteinrichtung fuer elektromagnetische Kupplungen im Antrieb des Luefters von Brennkraftmaschinen |
DE1131946B (de) * | 1957-11-28 | 1962-06-20 | Mecanique Et Carrosserie Autom | Ventilatorantrieb fuer wassergekuehlte Brennkraftmaschinen |
DE1576731B1 (de) * | 1967-03-18 | 1971-09-16 | Fichtel & Sachs Ag | Thermostatgesteuerte Reibkupplung zum Antrieb eines Kuehlgeblaeses fuer Brennkraftmaschinen |
JPS58165520A (ja) * | 1982-03-26 | 1983-09-30 | Usui Internatl Ind Co Ltd | 水温感知によるオン・オフ回転停止機能を有するフアン駆動流体カツプリング装置 |
US4550695A (en) * | 1983-06-08 | 1985-11-05 | Nissan Motor Company, Limited | Fan device for internal combustion engine |
CS268951B1 (en) * | 1988-01-04 | 1990-04-11 | Vladimir Kliment | Cooling system especially for air cooled engines |
DE8908359U1 (de) * | 1989-07-08 | 1989-10-26 | Süddeutsche Kühlerfabrik Julius Fr. Behr GmbH & Co KG, 7000 Stuttgart | Flüssigkeitsreibungskupplung |
DE19502326A1 (de) * | 1995-01-26 | 1996-08-01 | Bayerische Motoren Werke Ag | Brennkraftmaschine mit einer Vorrichtung zur Belastung einer Abtriebswelle |
-
1996
- 1996-05-01 DE DE19617414A patent/DE19617414A1/de not_active Withdrawn
-
1997
- 1997-04-18 WO PCT/EP1997/001950 patent/WO1997041337A1/de active IP Right Grant
- 1997-04-18 JP JP9538520A patent/JPH11511829A/ja not_active Ceased
- 1997-04-18 DE DE59708766T patent/DE59708766D1/de not_active Expired - Fee Related
- 1997-04-18 EP EP97918147A patent/EP0836673B1/de not_active Expired - Lifetime
Also Published As
Publication number | Publication date |
---|---|
JPH11511829A (ja) | 1999-10-12 |
EP0836673A1 (de) | 1998-04-22 |
DE59708766D1 (de) | 2003-01-02 |
DE19617414A1 (de) | 1997-11-06 |
WO1997041337A1 (de) | 1997-11-06 |
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