EP1805399B1 - Ventilator system for a motor vehicle - Google Patents
Ventilator system for a motor vehicle Download PDFInfo
- Publication number
- EP1805399B1 EP1805399B1 EP05794800.2A EP05794800A EP1805399B1 EP 1805399 B1 EP1805399 B1 EP 1805399B1 EP 05794800 A EP05794800 A EP 05794800A EP 1805399 B1 EP1805399 B1 EP 1805399B1
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- EP
- European Patent Office
- Prior art keywords
- ventilator
- control
- vehicle
- motor
- 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.)
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Classifications
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- 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
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- 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
- F01P5/00—Pumping cooling-air or liquid coolants
- F01P5/02—Pumping cooling-air; Arrangements of cooling-air pumps, e.g. fans or blowers
- F01P5/04—Pump-driving arrangements
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- 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
- F01P2031/30—Cooling after the engine is stopped
Definitions
- the invention relates to a fan system for a motor vehicle according to the preamble of claim 1.
- the US Pat. No. 5,215,044 discloses a system for cooling a vehicle with an internal combustion engine, wherein the cooling is dependent on a plurality of parameters, such as the operating temperature.
- the cooling system has a plurality of fans that apply cooling air to a plurality of cooling circuits.
- the disclosed US Pat. No. 5,215,044 a shutter or flap for opening or closing the air flow path.
- a cooling module with integrated fan system for cooling a coolant which in turn cools a motor vehicle engine, which has at least one fan with fan motor, a control unit and an actuator, such as a stepper motor, for an air damper, the fan system having an in has the same integrated fan control that independently controls the fan motors and the actuator (s) for louvers, wherein an automatic control unit detection for a single unit or a master unit and one or more slave units is provided.
- the coding for the master or slave unit can take place via a plug connection, for example via the plug for the actuator of a louver.
- a controller detection is preferably provided which can automatically detect the presence of a single unit, so that in this case Unit is automatically set as the master unit.
- a modular structure single or double fan system is possible.
- the control of the louvers and the fan motor is no longer directly from the vehicle-mounted control.
- the louvers and the fan motor are controlled depending on each other, namely in particular depending on the cooling demand and the vehicle speed and possibly also the air temperature, which if necessary, ie if no fan internal system sensors are provided by the vehicle-side control preferably via standard signals (eg PWM signal with or without terminal 15 or a bus system, eg CAN bus, LIN bus) to the fan motor control unit.
- the vehicle manufacturer only has to provide a signal with the two sizes for the control available, in the the simplest case, only a signal for the Soilflamiere the fan is transmitted.
- On the side of the vehicle-side control preferably only one drive signal is output, further functions are preferably transmitted via a modified drive signal, such as different frequencies or duty cycles, current or voltage signals.
- the extended function preferably contains signals relating to the cooling demand (setpoint of the fan speed) and the driving speed.
- the programming of the fan system so the fan or the control units, via a standard interface via the vehicle-mounted control or via its own connection, so that the fan system can be adapted to different specific vehicle parameters and thus a fan system for different vehicle types can be used ,
- Various vehicle-specific parameters may be integrated into the software algorithm so that programming is simplified upon installation.
- a bi-directional interface for vehicle-side control can be provided, which supplies both vehicle data to the fan system and allows communication with the control units.
- Power save mode, warm-up mode, and / or post-run mode, as well as fault management, are possible through the software used with the fan motor controller. It can also be specified that at high speeds the fan motor runs at maximum power.
- the fan control is preferably connected to at least one sensor for the coolant temperature and / or the engine power and / or the flow velocity of the air in the region of the fan and / or the air temperature, wherein the measured values of the sensor (s) for the control of the one or more fan motors and the one or more actuators for the louvers are used so that these parameters are determined inside the fan system and processed accordingly.
- the fan control preferably has at least one sensor for detecting the position of the louvers or the actuators, which is preferably part of a sensor system integrated in an actuator control.
- This allows the use of simple, inexpensive actuators and / or louvers, especially simple actuators without provision, for example, stepper motors or pneumatic cylinders.
- cost-effective high-side or low-side output stages can be used to control the simple actuators, wherein an integration of the position detection of the actuator is possible.
- the fan control is arranged on or in a fan motor housing and connected via a plug contact with the vehicle-side control. This allows easy integration of the fan system in the vehicle.
- the fan controllers may preferably communicate with each other via an internal fan bus system.
- the communication may also be via a connected on-board bus system, e.g. CAN, LIN bus system.
- a seibsttätige control unit detection for a single unit or a master unit and one or more slave units is provided.
- the coding for the master or slave unit via a plug connection, for example via the plug for the actuator of a damper.
- a controller detection is preferably provided which can automatically detect the presence of a single unit, so that in this case this unit is automatically set as the master unit.
- a modular structure single or double fan system
- a FAIL-SAVE mode is preferably provided which, in the event of failure of the master unit, allows that the slave Elnheit continues to operate automatically, so that at least a partial cooling is ensured in the event of failure of a fan.
- a fan system with two fans with fan motors and two actuators for louvers preferably has the same or at least substantially the same design fans and actuators, so that the production costs can be reduced by the use of identical parts and storage can be simplified.
- the fan system is preferably used for the engine cooling by a fan, but can also be used accordingly for other components of an air conditioner, accordingly matched signals are transmitted from the vehicle-mounted control.
- An energy-saving mode can preferably be regulated by means of the fan control, the energy-saving mode in particular comprising an at least partially open air flap position and an at least reduced speed of the fan motor.
- This mode can be initialized in particular as a function of parameters such as outside temperature, engine speed and driving speed, whereby a saving of energy is made possible by the at least reduced, but preferably reduced to zero speed of the fan motor.
- a maximum speed of the fan motor at high speeds adjustable so that the fan provides the lowest possible aerodynamic resistance, so that maximum cooling capacities are possible.
- a warm-up mode can be regulated, the warm-up mode in particular comprising a closed air damper position and a fan motor switched off. This is a allows fast and thus wear minimizing reaching the operating temperature of the motor vehicle engine in a simple manner.
- a trailing mode after a stop of the vehicle engine can be controlled, so that the cooling module can be cooled to avoid heat accumulation.
- the requirement of such caster can advantageously be independently detected by the fan controller.
- the coded signal is advantageously a pulse-width-modulated signal, wherein a first air-valve position is assigned to a first pulse-width range and a second air-flap position is assigned to a second pulse width range. It is also advantageous to assign a variable pulse width-dependent setpoint speed of the fan motor to a pulse width range.
- this makes possible a communication with a few, ideally only one signal line between the fan system and the motor vehicle or between modules of the fan system (for example master-slave system with two or more fans).
- a pulse width modulated signal defined by a transfer characteristic can be easily used with standardized bus systems such as CAN bus or LIN bus.
- the parameter includes information about an activation state of the motor vehicle engine, which is decided upon non-activation via a tracking control of the fan system.
- the risk of heat build-up after stopping the engine can be countered.
- a decision is made on a power-saving mode, wherein in the energy-saving mode, an open air damper is present and the fan motor is operated with at least reduced power.
- a decision is also made about the desired position of the air flap and the nominal position of the fan speed, wherein one of the decision options includes a setpoint speed of the fan motor which is between zero and a maximum speed.
- the aforementioned method steps are combined in total to form a callable control sequence in the manner of a subroutine, the subroutine being called out of a loop, in particular of a main program.
- this program-technical arrangement can be done in a simple manner constant adaptation to changing cooling requirements.
- the fan system by a start signal of the motor vehicle is initializable. This can be done for example by switching on a supply voltage or by a special bus signal.
- programming of the control system by the motor vehicle can particularly preferably take place after initialization. As a result, a particularly easy adaptation of a fan system with integrated control method to various motor vehicles is possible.
- a first fan motor with a first control electronics as a master system and at least a second fan motor with a second control electronics as a slave system can be initialized, wherein one of the two, master or slave System, receives operating data from the other system and receives the other system operating data from the motor vehicle.
- a first fan motor with a first control electronics as a master system and at least a second fan motor with a second control electronics is recognized as a slave system, wherein one of the two, master or slave System receives operating data from the other system and receives the other system operating data from the motor vehicle.
- a first fan motor with a first control electronics as a master system and at least a second fan motor with a second control electronics is initialized as a slave system, wherein each of the two, master or slave system,
- both engines receive the operating data from the vehicle at the same time, and each engine communicates with the motor vehicle or returns various data to the vehicle.
- the master / slave coding determines which address is assigned to the respective motor, which transmits its data to the motor vehicle at this address. Depending on the design of the bus system, this results in improved redundancy and enables the simple implementation of fault or emergency programs in the event of a fault.
- a fault management of the fan system can be activated.
- the fan system controlled by a control method is a fan system according to one of claims 1 to 21.
- a control method comprises an electronic control system with a program-controlled processor, wherein a control method as described above is implemented by a program.
- a fan system according to an embodiment of the present invention, two fans 1, 2 and two of the same driving fan motors 1 a, 2 a, which are two brushless e-fan motors, and one actuator 3, 4 for a damper, in this case a Venetian blind on ,
- the shutter flaps are not shown in detail, but with the actuators 3, 4 connected mechanical drive elements 3a, 4a and also guides 5 are recognizable for the louvers.
- Each of the fan motors 1 a, 2 a is designed such that it internally has a hardware which is connected via a connector 1 b, 2 b directly to the associated actuator and this can drive directly (see. Fig. 2 ).
- an electronic circuit for controlling the respective actuator 3, 4 housed in the same housing as a circuit for controlling the respective fan motor 1a, 2a, in particular in the housing of the respective fan motor 1a, 2a.
- the fans 1, 2 are each connected via terminals 6, 7 with electronics of the rest of the vehicle.
- an automatic master / slave motor detection and - communication is provided by one of the two fan motors coded via a plug connection and thereby defined as a master motor.
- the Master motor communicates according to the vorltegenden embodiment (mainstream variant) only with the vehicle-mounted electronics.
- the second unencoded slave motor does not communicate with the vehicle.
- the hardware and software of the two fan motors is designed so that an automatic detection of master and slave is integrated.
- the control logic for the actuators of the Venetian blind flaps and the fan motors is in Fig. 3 represented as a flowchart, wherein the same control logic is basically also applicable in a vehicle-mounted control, ie the fan control is integrated there.
- the system is activated by the on-board control, for example, by a signal from a main control system, which is automatically released when the engine is started, or by the application of a voltage, whereupon the main program starts and the system goes to the home position.
- a programming (flash mode) of the control logic can be done beforehand. Depending on the requirements, such programming may take place after each start and may include, for example, the entire control system of the fan system electronics or else only extraordinary programming, for example in the event of fault management.
- the motors are initialized as master or slave. This has the advantage, inter alia, that the motors including their control and their programming can be identical, so that a more cost-effective production and spare parts logistics is possible.
- a subroutine for the control and the fan operation is started, which in Fig. 3 is shown in detail on the right. This checks if the system is still activated. If so, different variants are possible, depending on whether it is a normal operation, a warm-up or a power-saving operation, with the fan motor and the actuator for the Venetian blind flap being supplied with power according to the requirements (see Fig. 3 lower part). If no, then follow-up control is possible, if specified.
- a warm-up mode is initiated, for example, when the vehicle has no operating temperature. If the warm-up mode is initiated, the louvers are closed and the fan motors are turned off.
- louvers are opened and the fan motors are turned off to provide cooling by wind alone.
- air dampers and fan speed are set as required, and the fan speed may also be below a maximum speed.
- operating parameters such as coolant temperature and vehicle speed are used as argument values to read the resulting valve position and fan speed setpoints from specified value matrices.
- the fan motor Before or after passing through the subroutine (in this case before) is determined for the two fan motors, if the fan motor is a master motor or a slave motor and accordingly the communication with the corresponding other control unit.
- the master engine also communicates with the on-board controller, with signals concerning cooling demand and vehicle speed being communicated to the master engine.
- the control unit of the master motor If it is the control unit of the master motor, it is first communicated with the slave device. Then, the necessity of error management is determined and in the case of errors or defects, special programs, not shown, are called. In the normal case, freedom from errors is subsequently communicated with the vehicle in order, inter alia, to read out at least one, but generally several operating parameters. These are, for example, values for the system state (engine on / off) as well as for vehicle speed, outside temperature, coolant temperature, engine power and engine operating mode (such as Sport or Economy).
- a special control of two fan motors designed as a tube fan fans and associated shutter flaps is provided.
- Fig. 1 shows a fan cowl, which has rectangular openings for the air flow above, which can be closed with shutter valves, not shown.
- the fan guard is arranged behind the radiator in the direction of travel ("suction fan arrangement").
- the signal for the vehicle speed comes in the present case from the vehicle-side control.
- the fan control must ensure that, with sufficient airflow, the fan (s) remain off and the air can flow through the openings, and that the fans are turned on and the ports closed when the vehicle is traveling slowly or stationary.
- a sensor for the flow velocity of the air in the region of the fan is provided in the fan system, so that errors due to external influences, such as strong wind from the front, although the vehicle is running slowly, which can occur in the control described above , Can be avoided, and the fan control in this regard is independent of the vehicle-mounted control.
- a temperature sensor is provided for the engine coolant, which passes on its measured values directly to the fan control and a corresponding demand-dependent control of the fan motors and the actuators for the louvers takes place, and the system also in this respect independent of the vehicle side Control is.
- Fig. 4 shows a transfer characteristic, as it may be programmed as in the controls according to the invention, such as a fixed Value matrix.
- a control of both an air flap in the nominal states on / off as well as a fan motor with continuously predefinable setpoint speed can be effected, wherein at the same time only a single or with respect to said components common pulse width modulated signal is used.
- the pulse width (TVin) can be between 0% and 100%. In the present case, a pulse width of 0% to 10% is associated with a standstill of the fan motor and a closed air damper. This corresponds to a warm-running mode.
- the fan motor In the range 10% -11% TVin, the fan motor is off and the door is open, which may correspond to a power saving mode.
- the air damper In the range of 11% to 90%, the air damper is closed and the engine speed is linearly dependent on the pulse width between a technically sensible minimum of 33% and the maximum speed.
- 90% to 95% TVin maximum fan speed In the range of 90% to 95% TVin maximum fan speed is present, with the damper only in the range 93% to 94% open and otherwise closed. Between 95% and 100% TVin again turn off engine and closed air damper. In this way, all combinations that are meaningful for operation are coded in a one-dimensional transfer characteristic or in a single pulse-width-modulated signal.
- Such a transfer characteristic can be used both for the communication between the master motor and the vehicle and for a communication between a master motor and a slave motor.
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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)
- Air-Conditioning For Vehicles (AREA)
Description
Die Erfindung betrifft ein Lüftersystem für ein Kraftfahrzeug gemäß dem Oberbegriff des Anspruches 1.The invention relates to a fan system for a motor vehicle according to the preamble of claim 1.
Üblicherweise erfolgt die Ansteuerung von elektrischen Komponenten, wie einem oder mehreren Lüftermotoren und Aktuatoren für Klappen für die Regelung des Luftstroms mit Hilfe eines fahrzeugseitigen Steuergeräts. Bei einem derartigen, komplexen Steuersystem ist die Abstimmung der einzelnen Komponenten oft nur mit erhöhtem Aufwand zu bewältigen. Ferner muss jede elektrische Komponente vom fahrzeugseitigen Steuergerät separat angesteuert und auch einzeln bestromt werden, so daß bei engen Verhältnissen Probleme in Hinblick auf den Bauraum auftreten können.Usually, the control of electrical components, such as one or more fan motors and actuators for flaps for the control of the air flow by means of a vehicle-mounted control unit. In such a complex control system, the coordination of the individual components is often only possible with increased effort. Furthermore, each electrical component must be controlled separately by the vehicle-mounted control unit and also energized individually, so that problems can occur with regard to the installation space in the case of narrow conditions.
Die
Ausgehend von diesem Stand der Technik ist es Aufgabe der Erfindung, ein verbessertes Lüftersystem zur Verfügung zu stellen.Based on this prior art, it is an object of the invention to provide an improved fan system.
Diese Aufgabe wird für ein eingangs genanntes Lüftersystem durch die kennzeichnenden Merkmale des Anspruchs 1 gelöst. Vorteilhafte Ausgestaltungen sind Gegenstand der Unteransprüche.This object is achieved for an aforementioned fan system by the characterizing features of claim 1. Advantageous embodiments are the subject of the dependent claims.
Erfindungsgemäß ist ein Kühlmodul mit integriertem Lüftersystem zur Kühlung eines Kühlmittels, das wiederum einen Kraftfahrzeug-Motor kühlt, vorgesehen, das mindestens einen Lüfter mit Lüftermotor, ein Steuergerät und einen Aktuator, wie beispielsweise einen Schrittmotor, für eine Luftklappe aufweist, wobei das Lüftersystem eine In dasselbe integrierte Lüfter-Steuerung aufweist, die eigenständig den oder die Lüftermotoren und den oder die Aktuatoren für Luftklappen steuert, wobei eine selbsttätige Steuergerät-Erkennung für eine Single-Einheit oder eine Master-Einheit und eine oder mehrere Slave-Einheiten vorgesehen ist.According to the invention, a cooling module with integrated fan system for cooling a coolant, which in turn cools a motor vehicle engine, is provided, which has at least one fan with fan motor, a control unit and an actuator, such as a stepper motor, for an air damper, the fan system having an in has the same integrated fan control that independently controls the fan motors and the actuator (s) for louvers, wherein an automatic control unit detection for a single unit or a master unit and one or more slave units is provided.
Hierdurch ist eine im Wesentlichen von der fahrzeugseitigen Steuerung unabhängige Steuerung ermöglicht und es Ist insbesondere keine Einzel-Stromversorgung über das fahrzeugseitige Steuergerät erforderlich. Dabei ist insbesondere auch eine Integration von Hard- und Software in einem kompakten System (CFS) möglich. Zudem verringert sich der Verkabelungsaufwand zum Fahrzeug-Bordnetz hin, so daß das Lüftersystem einfach in ein Fahrzeug integriert werden kann.As a result, a control which is essentially independent of the vehicle-side control is made possible and, in particular, no individual power supply via the vehicle-side control unit is required. In particular, an integration of hardware and software in a compact system (CFS) is possible. In addition, the cabling effort to the vehicle electrical system decreases, so that the fan system can be easily integrated into a vehicle.
Dies Ist, im Vergleich zu Ausführungen die im Stand der Technik bekannt sind, besonders vorteilhaft, da das Lüftersystem einfacher im Fahrzeug zu installieren ist.This is, in comparison to designs which are known in the prior art, particularly advantageous because the fan system is easier to install in the vehicle.
Bevorzugt hinsichtlich der selbsttätigen Steuergerät-Erkennung kann die Codierung für die Master- bzw. Slave-Einheit über eine Steckverbindung, beispielsweise über den Stecker für den Aktuator einer Luftklappe erfolgen. Ferner ist bevorzugt eine Steuergerät-Erkennung vorgesehen, die das Vorliegen einer Single-Einheit automatisch erkennen kann, so dass hierbei diese Einheit automatisch als Master-Einheit festgelegt wird. Hierbei ist auch ein modularer Aufbau (Single- oder Doppellüftersystem) möglich.Preferably, with regard to the automatic control unit recognition, the coding for the master or slave unit can take place via a plug connection, for example via the plug for the actuator of a louver. Further, a controller detection is preferably provided which can automatically detect the presence of a single unit, so that in this case Unit is automatically set as the master unit. Here also a modular structure (single or double fan system) is possible.
Durch die Integration des Steuergerätes für die Luftklappen und den Lüftermotor, insbesondere für die Jalousie-Klappen, in den Lüftermotor erfolgt die Steuerung der Luftklappen und des Lüftermotors nicht mehr direkt von der fahrzeugseitigen Steuerung aus. Die Luftklappen und der Lüftermotor werden abhängig voneinander gesteuert, nämlich insbesondere in Abhängigkeit vom Kühlbedarf und der Fahrgeschwindigkeit und gegebenenfalls auch der Lufttemperatur, welche gegebenenfalls, d.h. falls keine lüftersysteminternen Sensoren vorgesehen sind, von der fahrzeugseitigen Steuerung bevorzugt über Standardsignale (z.B. PWM-Signal mit oder ohne Klemme 15 oder ein Bus-System, z.B. CAN-Bus, LIN-Bus) dem Lüftermotor-Steuergerät mitgeteilt werden. Durch die von der fahrzeugseitigen Steuerung weitgehend unabhängige Lüfter-Steuerung muss der Fahrzeughersteller nur noch ein Signal mit den beiden Größen für die Steuerung zur Verfügung stellen, wobei im einfachsten Fall nur ein Signal für die Soildrehzahl des Lüfters übertragen wird. Seitens der fahrzeugseitigen Steuerung erfolgt bevorzugt nur ein Ansteuersignal, weitere Funktionen werden vorzugsweise über ein modifiziertes Ansteuersignal, wie beispielsweise verschiedene Frequenzen oder Tastverhältnisse, Strom- oder Spannungssignale, übertragen. Dabei enthält die erweiterte Funktion bevorzugt Signale betreffend den Kühlbedarf (Sollwert der Lüfterdrehzahl) und die Fahrgeschwindigkeit. Die Programmierung des Lüftersystems, also des oder der Lüfter-Steuergeräte, erfolgt über eine Standard-Schnittstelle über die fahrzeugseitige Steuerung oder über einen eigenen Anschluss, so daß das Lüftersystem an verschiedene spezifische Fahrzeugparameter angepasst werden kann und somit ein Lüftersystem für verschiedene Fahrzeugtypen verwendet werden kann. Verschiedene fahrzeugspezifische Parameter können In den Softwarealgorithmus integriert sein, so daß sich die Programmierung bei Einbau vereinfacht. Dabei kann eine bidirektionale Schnittstelle zur fahrzeugseitigen Steuerung vorgesehen sein, die sowohl Fahrzeugdaten an das Lüftersystem liefert als auch eine Kommunikation mit den Steuergeräten ermöglicht. Ein Energiesparbetriebsmodus, Warmlaufbetriebsmodus und/oder Nachlaufbetriebsmodus sowie ein Fehlermanagement ist über die beim Lüftermotor-Steuergerät verwendete Software möglich. Ebenso kann vorgegeben sein, daß bei großen Fahrgeschwindigkeiten der Lüftermotor mit maximaler Leistung läuft.Due to the integration of the control device for the louvers and the fan motor, in particular for the louver flaps, in the fan motor, the control of the louvers and the fan motor is no longer directly from the vehicle-mounted control. The louvers and the fan motor are controlled depending on each other, namely in particular depending on the cooling demand and the vehicle speed and possibly also the air temperature, which if necessary, ie if no fan internal system sensors are provided by the vehicle-side control preferably via standard signals (eg PWM signal with or without terminal 15 or a bus system, eg CAN bus, LIN bus) to the fan motor control unit. Due to the vehicle-side control largely independent fan control, the vehicle manufacturer only has to provide a signal with the two sizes for the control available, in the the simplest case, only a signal for the Soildrehzahl the fan is transmitted. On the side of the vehicle-side control, preferably only one drive signal is output, further functions are preferably transmitted via a modified drive signal, such as different frequencies or duty cycles, current or voltage signals. The extended function preferably contains signals relating to the cooling demand (setpoint of the fan speed) and the driving speed. The programming of the fan system, so the fan or the control units, via a standard interface via the vehicle-mounted control or via its own connection, so that the fan system can be adapted to different specific vehicle parameters and thus a fan system for different vehicle types can be used , Various vehicle-specific parameters may be integrated into the software algorithm so that programming is simplified upon installation. In this case, a bi-directional interface for vehicle-side control can be provided, which supplies both vehicle data to the fan system and allows communication with the control units. Power save mode, warm-up mode, and / or post-run mode, as well as fault management, are possible through the software used with the fan motor controller. It can also be specified that at high speeds the fan motor runs at maximum power.
Die Lüfter-Steuerung ist bevorzugt mit mindestens einem Sensor für die Kühlmitteltemperatur und/oder die Motorleistung und/oder die Strömungsgeschwindigkeit der Luft im Bereich des Lüfters und/oder die Lufttemperatur verbunden, wobei die Messwerte des oder der Sensoren für die Steuerung des oder der Lüftermotoren und des oder der Aktuatoren für die Luftklappen verwendet werden, so daß diese Parameter lüftersystemintern ermittelt und entsprechend verarbeitet werden.The fan control is preferably connected to at least one sensor for the coolant temperature and / or the engine power and / or the flow velocity of the air in the region of the fan and / or the air temperature, wherein the measured values of the sensor (s) for the control of the one or more fan motors and the one or more actuators for the louvers are used so that these parameters are determined inside the fan system and processed accordingly.
Die Lüfter-Steuerung weist bevorzugt mindestens einen Sensor für die Erkennung der Stellung der Luftklappen oder der Aktuatoren auf, welcher bevorzugt Bestandteil eines in eine Aktuatoransteuerung integrierten Sensorsystems ist. Dies ermöglicht die Verwendung einfacher, kostengünstiger Aktuatoren und/oder Luftklappen, insbesondere auch einfache Aktuatoren ohne Rückstellung, zum Beispiel Schrittmotoren oder Pneumatikzylinder. Ferner können kostengünstige High-Side- oder Low-Side-Endstufen zur Steuerung der einfachen Aktuatoren verwendet werden, wobei eine Integration der Positionserkennung des Aktuators möglich ist.The fan control preferably has at least one sensor for detecting the position of the louvers or the actuators, which is preferably part of a sensor system integrated in an actuator control. This allows the use of simple, inexpensive actuators and / or louvers, especially simple actuators without provision, for example, stepper motors or pneumatic cylinders. Furthermore, cost-effective high-side or low-side output stages can be used to control the simple actuators, wherein an integration of the position detection of the actuator is possible.
Vorzugsweise ist die Lüfter-Steuerung an oder in einem Lüftermotor-Gehäuse angeordnet und über einen Steckkontakt mit der fahrzeugseitigen Steuerung verbunden. Dies ermöglicht eine einfache Integration des Lüftersystems in das Fahrzeug.Preferably, the fan control is arranged on or in a fan motor housing and connected via a plug contact with the vehicle-side control. This allows easy integration of the fan system in the vehicle.
Bei mehreren Lüftern können die Lüfter-Steuergeräte vorzugsweise über ein internes Lüfter-Bus-System miteinander kommunizieren. Die Kommunikation kann aber auch über ein angeschlossenes fahrzeugseitiges Bus-System, z.B. CAN-, LIN-Bus-System, erfolgen. Bevorzugt ist eine seibsttätige Steuergerät-Erkennung für eine Single-Einheit oder eine Master-Einheit und eine oder mehrere Slave-Einheiten vorgesehen. Dabei kann die Codierung für die Master- bzw. Slave-Einheit über eine Steckverbindung, beispielsweise über den Stecker für den Aktuator einer Luftklappe erfolgen. Ferner ist bevorzugt eine Steuergerät-Erkennung vorgesehen, die das Vorliegen einer Single-Einheit automatisch erkennen kann, so daß hierbei diese Einheit automatisch als Master-Einheit festgelegt wird. Hierbei ist auch ein modularer Aufbau (Single- oder Doppellüftersystem) möglich.With multiple fans, the fan controllers may preferably communicate with each other via an internal fan bus system. The communication may also be via a connected on-board bus system, e.g. CAN, LIN bus system. Preferably, a seibsttätige control unit detection for a single unit or a master unit and one or more slave units is provided. In this case, the coding for the master or slave unit via a plug connection, for example via the plug for the actuator of a damper. Further, a controller detection is preferably provided which can automatically detect the presence of a single unit, so that in this case this unit is automatically set as the master unit. Here also a modular structure (single or double fan system) is possible.
Bei einem Lüftersystem mit zwei Lüftern ist vorzugsweise ein FAIL-SAVE-Modus vorgesehen, der im Falle eines Ausfalls der Master-Einheit ermöglicht, daß die Slave-Elnheit selbsttätig weiterarbeitet, so daß zumindest eine Teilkühlung im Falle eines Ausfalls eines Lüfters sichergestellt ist.In a fan system with two fans, a FAIL-SAVE mode is preferably provided which, in the event of failure of the master unit, allows that the slave Elnheit continues to operate automatically, so that at least a partial cooling is ensured in the event of failure of a fan.
Ein Lüftersystem mit zwei Lüftern mit Lüftermotoren und zwei Aktuatoren für Luftklappen weist bevorzugt gleich oder zumindest im Wesentlichen gleich ausgebildete Lüfter und Aktuatoren auf, so daß durch die Verwendung von Gleichteilen die Herstellungskosten gesenkt und die Lagerhaltung vereinfacht werden kann.A fan system with two fans with fan motors and two actuators for louvers preferably has the same or at least substantially the same design fans and actuators, so that the production costs can be reduced by the use of identical parts and storage can be simplified.
Das Lüftersystem wird bevorzugt für die Motorkühlung durch einen Lüfter verwendet, kann aber entsprechend auch für andere Komponenten einer Klimaanlage verwendet werden, wobei entsprechend hierauf abgestimmte Signale von der fahrzeugseitigen Steuerung übertragen werden.The fan system is preferably used for the engine cooling by a fan, but can also be used accordingly for other components of an air conditioner, accordingly matched signals are transmitted from the vehicle-mounted control.
Bevorzugt ist mittels der Lüftersteuerung ein Energiesparmodus regelbar, wobei der Energiesparmodus insbesondere eine zumindest teilweise geöffnete Luftklappenstellung und eine zumindest reduzierte Drehzahl des Lüftermotors umfaßt. Dieser Modus kann insbesondere in Abhängigkeit von Parametern wie Außentemperatur, Motordrehzahl und Fahrgeschwindigkeit initialisierbar sein, wobei durch die zumindest verringerte, bevorzugt jedoch auf Null reduzierte Drehzahl des Lüftermotors eine Einsparung von Energie ermöglicht ist.An energy-saving mode can preferably be regulated by means of the fan control, the energy-saving mode in particular comprising an at least partially open air flap position and an at least reduced speed of the fan motor. This mode can be initialized in particular as a function of parameters such as outside temperature, engine speed and driving speed, whereby a saving of energy is made possible by the at least reduced, but preferably reduced to zero speed of the fan motor.
Weiterhin bevorzugt Ist mittels der Lüftersteuerung eine maximale Drehzahl des Lüftermotors bei großen Fahrgeschwindigkeiten einstellbar, damit der Lüfter einen möglichst geringen aerodynamischen Widerstand bietet, so daß maximale Kühlleistungen ermöglicht sind.Further preferred is by means of the fan control, a maximum speed of the fan motor at high speeds adjustable so that the fan provides the lowest possible aerodynamic resistance, so that maximum cooling capacities are possible.
Ferner Ist mittels der Lüftersteuerung vorteilhaft ein Warmlaufmodus regelbar, wobei der Warmlaufmodus insbesondere eine geschlossene Luftklappenstellung und einen ausgeschalteten Lüftermotor umfaßt. Hierdurch ist ein schnelles und somit Verschleiß minimierendes Erreichen der Betriebstemperatur des Kraftfahrzeugmotors auf einfache Weise ermöglicht.Furthermore, by means of the fan control advantageously a warm-up mode can be regulated, the warm-up mode in particular comprising a closed air damper position and a fan motor switched off. This is a allows fast and thus wear minimizing reaching the operating temperature of the motor vehicle engine in a simple manner.
Weiterhin vorteilhaft ist mittels der Lüftersteuerung ein Nachlaufmodus nach einem Stop des Fahrzeugmotors regelbar, so daß das Kühlmodul zur Vermeidung eines Hitzestaus gekühlt werden kann. Insbesondere kann das Erfordernis eines solchen Nachlaufs vorteilhaft selbstständig von der Lüftersteuerung erkannt werden.Further advantageously, by means of the fan control a trailing mode after a stop of the vehicle engine can be controlled, so that the cooling module can be cooled to avoid heat accumulation. In particular, the requirement of such caster can advantageously be independently detected by the fan controller.
In einer bevorzugten Ausführung eines Lüftersystems ist mittels eines codierten Signals sowohl eine Sollstellung der Luftklappe als auch eine Solldrehzahl des Lüftermotors übertragbar, wodurch die Anzahl notwendiger Signalleitungen klein gehalten werden kann. Vorteilhaft ist das codierte Signal dabei ein pulsweitenmoduliertes Signal, wobei einem ersten Pulsweitenbereich eine erste Luftklappenstellung und einem zweiten Pulsweitenbereich eine zweite Luftklappenstellung zugeordnet ist. Weiterhin vorteilhaft ist dabei einem Pulsweitenbereich eine variable, von der Pulsweite abhängige Solldrehzahl des Lüftermotors zugeordnet. Insgesamt wird hierdurch eine Kommunikation mit wenigen, im Idealfall nur einer Signalleitung zwischen dem Lüftersystem und dem Kraftfahrzeug oder auch zwischen Modulen des Lüftersystems (z.B. Master-Slave_System mit zwei oder mehr Lüftern) ermöglicht. Zudem kann ein solcherart durch eine Übertragungskennlinie definiertes pulsweitenmoduliertes Signal auf einfache Weise mit standardisierten Bussystemen wie etwa CAN-Bus oder LIN-Bus verwendet werden.In a preferred embodiment of a fan system by means of a coded signal both a desired position of the air damper and a desired speed of the fan motor can be transmitted, whereby the number of necessary signal lines can be kept small. In this case, the coded signal is advantageously a pulse-width-modulated signal, wherein a first air-valve position is assigned to a first pulse-width range and a second air-flap position is assigned to a second pulse width range. It is also advantageous to assign a variable pulse width-dependent setpoint speed of the fan motor to a pulse width range. Overall, this makes possible a communication with a few, ideally only one signal line between the fan system and the motor vehicle or between modules of the fan system (for example master-slave system with two or more fans). In addition, such a pulse width modulated signal defined by a transfer characteristic can be easily used with standardized bus systems such as CAN bus or LIN bus.
In diesem Zusammenhang ist ein Verfahren zur Steuerung des Lüftersystems vorteilhaft.In this context, a method for controlling the fan system is advantageous.
Vorteilhaft wird somit eine einfache simultane Ansteuerung von Luftklappe und Lüftermotor ermöglicht.Advantageously, a simple simultaneous control of air damper and fan motor is thus possible.
Bevorzugt umfaßt der Parameter eine Information über einen Aktivierungszustand des Kraftfahrzeug-Motors, wobei bei Nichtaktivierung über eine Nachlaufsteuerung des Lüftersystems entschieden wird. Somit kann der Gefahr eines Hitzestaus nach Abstellen des Motors begegnet werden.Preferably, the parameter includes information about an activation state of the motor vehicle engine, which is decided upon non-activation via a tracking control of the fan system. Thus, the risk of heat build-up after stopping the engine can be countered.
Weiterhin bevorzugt wird im Zuge des Steuerungsverfahrens eine Entscheidung über einen Warmlaufmodus getroffen, wobei in dem Warmlaufmodus eine geschlossene Luftklappe und ein deaktivierter Lüftermotor vorliegen. Hierdurch kann ein schnelles Erreichen der Betriebstemperatur des Fahrzeugmotors durch das Steuerungsverfahren ermöglicht werden.Furthermore, in the course of the control method, a decision is made about a warm-up mode, wherein in the warm-up mode there is a closed air flap and a deactivated fan motor. In this way, a rapid achievement of the operating temperature of the vehicle engine by the control method can be made possible.
Weiterhin bevorzugt wird eine Entscheidung über einen Energiesparmodus getroffen, wobei in dem Energiesparmodus eine geöffnete Luftklappe vorliegt und der Lüftermotor mit zumindest reduzierter Leistung betrieben wird.Further preferably, a decision is made on a power-saving mode, wherein in the energy-saving mode, an open air damper is present and the fan motor is operated with at least reduced power.
Je nach Parameter wird zudem eine Entscheidung über die Sollstellung der Luftklappe und der Sollstellung der Lüfterdrehzahl getroffen, wobei eine der Entscheidungsmöglichkeiten eine Solldrehzahl des Lüftermotors umfaßt, die zwischen Null und einer Maximaldrehzahl liegt. Somit läßt sich der Energieverbrauch des Lüftermotors optimal an die erforderliche Kühllelstung anpassen, und auch eine zeitweise zu starke Kühlung kann vermieden werden.Depending on the parameters, a decision is also made about the desired position of the air flap and the nominal position of the fan speed, wherein one of the decision options includes a setpoint speed of the fan motor which is between zero and a maximum speed. Thus, the energy consumption of the fan motor can be optimally adapted to the required Kühllelstung, and even a temporary too strong cooling can be avoided.
Bevorzugt sind die vorgenannten Verfahrensschritte insgesamt zu einem aufrufbaren Steuerungsablauf nach Art eines Unterprogramms zusammengefaßt, wobei das Unterprogramm aus einer Schleife, insbesondere eines Hauptprogramms, heraus aufgerufen wird. Durch diese programmtechnische Anordnung kann auf einfache Weise eine ständige Anpassung an geänderte Kühlanforderungen erfolgen.Preferably, the aforementioned method steps are combined in total to form a callable control sequence in the manner of a subroutine, the subroutine being called out of a loop, in particular of a main program. By this program-technical arrangement can be done in a simple manner constant adaptation to changing cooling requirements.
Weiterhin bevorzugt ist in einem Steuerungsverfahren vorgesehen, daß das Lüftersystem durch ein Startsignal des Kraftfahrzeugs initialisierbar ist. Dies kann etwa durch Einschalten einer Versorgungsspannung oder durch ein besonderes Bussignal erfolgen. Besonders bevorzugt kann zudem nach einer Initialisierung eine Programmierung des Steuerungssystems durch das Kraftfahrzeug erfolgen. Hierdurch ist eine besonders leichte Anpassung eines Lüftersystems mit integriertem Steuerungsverfahren an verschiedene Kraftfahrzeuge möglich.Further preferably, it is provided in a control method that the fan system by a start signal of the motor vehicle is initializable. This can be done for example by switching on a supply voltage or by a special bus signal. In addition, programming of the control system by the motor vehicle can particularly preferably take place after initialization. As a result, a particularly easy adaptation of a fan system with integrated control method to various motor vehicles is possible.
In einer bevorzugten Ausführungsform eines Steuerungsverfahrens ist es vorgesehen, daß ein erster Lüftermotor mit einer ersten Steuerungselektronik als ein Master-System und zumindest ein zweiter Lüftermotor mit einer zweiten Steuerelektronik als ein Slave-System initialisierbar ist, wobei eines der beiden, Master- oder Slave-System, Betriebsdaten von dem jeweils anderen System erhält und das jeweils andere System Betriebsdaten von dem Kraftfahrzeug erhält. Weiterhin ist es bevorzugt vorgesehen, daß im Zuge einer periodischen Steuerungsschleife ein erster Lüftermotor mit einer ersten Steuerungselektronik als ein Master-System und zumindest ein zweiter Lüftermotor mit einer zweiten Steuerelektronik als ein Slave-System erkannt wird, wobei eines der beiden, Master- oder Slave-System, Betriebsdaten von dem jeweils anderen System erhält und das jeweils andere System Betriebsdaten von dem Kraftfahrzeug erhält. Hierdurch kann auf einfache Weise eine Ansteuerung mehrerer paralleler, quasi-eigenständiger Systeme (Lüfter und Luftklappe) erfolgen, wobei zudem ein Notlaufmodus oder ein Fehlermanagement vorsehbar ist, das bei Defekt des einen Systems eine Kühlung zumindest mit dem anderen System steuert, wobei gegebenenfalls eine Rückmeldung über eine reduzierte Funktionalität und Kühlleistung an das Fahrzeug erfolgt.In a preferred embodiment of a control method, it is provided that a first fan motor with a first control electronics as a master system and at least a second fan motor with a second control electronics as a slave system can be initialized, wherein one of the two, master or slave System, receives operating data from the other system and receives the other system operating data from the motor vehicle. Furthermore, it is preferably provided that in the course of a periodic control loop, a first fan motor with a first control electronics as a master system and at least a second fan motor with a second control electronics is recognized as a slave system, wherein one of the two, master or slave System receives operating data from the other system and receives the other system operating data from the motor vehicle. In this way, a control of several parallel, quasi-independent systems (fan and air damper) can be carried out in a simple manner, wherein additionally an emergency mode or a fault management can be provided, which controls a cooling at least with the other system if one system malfunctions, optionally providing feedback via a reduced functionality and cooling power to the vehicle takes place.
In einer alternativen Ausführung ist es vorgesehen, daß ein erster Lüftermotor mit einer ersten Steuerungselektronik als ein Master-System und zumindest ein zweiter Lüftermotor mit einer zweiten Steuerelektronik als ein Slave-System initialisiert wird, wobei jedes der beiden, Master- oder Slave-System,In an alternative embodiment, it is provided that a first fan motor with a first control electronics as a master system and at least a second fan motor with a second control electronics is initialized as a slave system, wherein each of the two, master or slave system,
Betriebsdaten mit dem Kraftfahrzeug austauscht. Somit empfangen beide Motoren gleichzeitig die Betriebsdaten vom Fahrzeug, und jeder Motor kommuniziert selbst mit dem Kraftfahrzeug bzw. meldet diverse Daten an das Fahrzeug zurück. Über die Master/Slave-Codierung wird festgelegt, welche Adresse dem jeweiligen Motor zugewiesen wird, der auf dieser Adresse seine Daten an das Kraftfahrzeug überträgt. Dies bringt je nach Auslegung des Bussystems eine verbesserte Redundanz mit sich und ermöglicht die einfache Implementierung von Fehler- oder Notlaufprogrammen im Störungsfall.Replaces operating data with the motor vehicle. Thus, both engines receive the operating data from the vehicle at the same time, and each engine communicates with the motor vehicle or returns various data to the vehicle. The master / slave coding determines which address is assigned to the respective motor, which transmits its data to the motor vehicle at this address. Depending on the design of the bus system, this results in improved redundancy and enables the simple implementation of fault or emergency programs in the event of a fault.
Allgernein ist es bevorzugt vorgesehen, daß ein Fehlermanagement des Lüftersystems aktivierbar ist.Generally, it is preferably provided that a fault management of the fan system can be activated.
Insbesondere bevorzugt ist das durch ein Steuerungsverfahren gesteuerte Lüftersystem ein Lüftersystem nach einem der Ansprüche 1 bis 21.Particularly preferably, the fan system controlled by a control method is a fan system according to one of claims 1 to 21.
Ein Steuerungsverfahren umfaßt im Sinne einer vorrichtungsartigen Realisierung eine Steuerelektronik mit einem programmgesteuerten Prozessor, wobei durch ein Programm ein Steuerungsverfahren wie oben beschreiben realisiert ist.
Weitere Vorteile und Merkmale der Erfindung ergeben sich aus dem nachfolgend beschriebenen Ausführungsbeispiel sowie aus den abhängigen Ansprüchen.In the sense of a device-like realization, a control method comprises an electronic control system with a program-controlled processor, wherein a control method as described above is implemented by a program.
Further advantages and features of the invention will become apparent from the embodiment described below and from the dependent claims.
Im Folgenden wird die Erfindung anhand zweier Ausführungsbeispiel unter Bezugnahme auf die Zeichnung im Einzelnen erläutert. Es zeigen:
- Fig. 1
- eine Ansicht einer Lüfterhaube mit Öffnungen für den Fahrtwind, wobei die Öffnungen mit nicht dargestellten Jalousie-Klappen verschließbar sind,
- Fig. 2
- ein Schaltplan eines Lüftersystems,
- Fig. 3
- ein Flussdiagramm, das die Basisstruktur einer Steuerung verdeutlicht, und
- Fig. 4
- eine Übertragungskennlinie zur simultanen Sollwertübertragung einer Lüftermotordrehzahl und einer Luftklappenstellung.
- Fig. 1
- a view of a fan cover with openings for the wind, the openings are closed with shutter valves, not shown,
- Fig. 2
- a circuit diagram of a fan system,
- Fig. 3
- a flowchart illustrating the basic structure of a control, and
- Fig. 4
- a transfer characteristic for simultaneous setpoint transmission of a fan motor speed and a damper position.
Ein Lüftersystem weist gemäß einem erfindungsgemäßen Ausführungsbeispiel vorliegend zwei Lüfter 1, 2 und zwei dieselben antreibenden Lüftermotoren 1 a, 2a, wobei es sich um zwei bürstenlose E-Lüftermotoren handelt, und je einem Aktuator 3, 4 für eine Luftklappe, vorliegend eine JalousieKlappe, auf. Die Jalousie-Klappen sind im einzelnen nicht dargestellt, wobei jedoch mit den Aktuatoren 3, 4 verbundene mechanische Antriebselemente 3a, 4a sowie auch Führungen 5 für die Luftklappen erkennbar sind.A fan system according to an embodiment of the present invention, two
Jeder der Lüftermotoren 1 a, 2a ist derart ausgebildet, daß er intern über eine Hardware verfügt, welche über eine Steckverbindung 1b, 2b direkt mit dem zugeordneten Aktuator verbunden ist und diesen direkt ansteuern kann (vgl.
Vorliegend ist eine selbsttätige Master-/Slave Motorerkennung und - kommunikation vorgesehen, indem einer der beiden Lüftermotoren über eine Steckverbindung codiert und dadurch als Master-Motor festgelegt ist. Der Master-Motor kommuniziert gemäß dem vorltegenden Ausführungsbeispiel (Mainstream-Variante) nur mit der fahrzeugseitigen Elektronik. Der zweite, nicht codierte Slave-Motor kommuniziert nicht mit dem Fahrzeug. Hierbei ist die Hard- und Software der beiden Lüftermotoren so ausgelegt, daß eine selbsttätige Erkennung von Master und Slave integriert ist.In the present case an automatic master / slave motor detection and - communication is provided by one of the two fan motors coded via a plug connection and thereby defined as a master motor. Of the Master motor communicates according to the vorltegenden embodiment (mainstream variant) only with the vehicle-mounted electronics. The second unencoded slave motor does not communicate with the vehicle. Here, the hardware and software of the two fan motors is designed so that an automatic detection of master and slave is integrated.
Es ist in Verbindung mit der vorliegenden Hardware ein Softwarealgorithmus derart ausgelegt, daß bei einem Ausfall eines Lüftermotors dieser Ausfall erkannt wird, und der komplementäre und noch funktionsfähige Lüfter autark weiterarbeiten kann. Somit ist Redundanz gegeben. Gleichzeitig ist die Funktion der Motorkühlung in bestimmten, vorgegebenen Fahrzeug-Betriebspunkten noch eingeschränkt, in anderen Fahrzeug-Betriebspunkten jedoch auch uneingeschränkt möglich (FAIL-SAVE-Modus). Zwischen den beiden Lüftermotoren ist über das gemeinsame Bussystem (vorliegend CAN-Bussystem) eine Kommunikation möglich. Insbesondere ist es vorgesehen, daß bei Ausfall des Master-Motors der Slave-Motor als Master-Motor umdefiniert wird bzw. eigenständig mit dem Fahrzeug kommuniziert, um auch für diesen Fall eine zumindest teilweise Motorkühlung zu ermöglichen.It is in conjunction with the present hardware, a software algorithm designed such that in case of failure of a fan motor, this failure is detected, and the complementary and still functional fan can continue to operate independently. Thus redundancy is given. At the same time, the function of the engine cooling in certain predetermined vehicle operating points is still limited, in other vehicle operating points, however, also unrestricted possible (FAIL-SAVE mode). Between the two fan motors communication is possible via the common bus system (in the present case CAN bus system). In particular, it is provided that, in the event of failure of the master motor, the slave motor is redefined as the master motor or communicates autonomously with the vehicle in order to enable at least partial engine cooling also for this case.
Die Steuerlogik für die Aktuatoren der Jalousien-Klappen und die Lüftermotoren ist in
Zudem wird im Zuge der Initialisierung des Systems eine Initialisierung der Motoren als Master oder Slave vorgenommen. Hierin liegt unter anderem der Vorteil, daß die Motoren inklusive ihrer Steuerung und deren Programmierung identisch sein können, so daß eine kostengünstigere Fertigung und Ersatzteillogistik möglich ist.In addition, during the initialization of the system, the motors are initialized as master or slave. This has the advantage, inter alia, that the motors including their control and their programming can be identical, so that a more cost-effective production and spare parts logistics is possible.
Nachfolgend wird als Bestandteil einer Schleife ein Unterprogramm für die Steuerung und den Lüfterbetrieb gestartet, das in
Bei Negierung der Abfrage eines Nachlaufmodus bzw. Systemstops wird zunächst entschieden, ob ein Warmlaufmodus eingeleitet wird, etwa, wenn das Fahrzeug noch keine Betriebstemperatur hat. Falls der Warmlaufmodus eingeleitet wird, so werden die Luftklappen geschlossen und die Lüftermotoren ausgeschaltet.When negating the query of a follow-up mode or system stops, it is first decided whether a warm-up mode is initiated, for example, when the vehicle has no operating temperature. If the warm-up mode is initiated, the louvers are closed and the fan motors are turned off.
Andernfalls wird je nach Betriebsparametern entschieden, ob ein Energiesparmodus gefahren wird oder nicht. Falls ja, so werden die Luftklappen geöffnet und die Lüftermotoren ausgeschaltet, um eine Kühlung allein durch Fahrtwind zu erreichen.Otherwise, depending on the operating parameters, it is decided whether or not to run a power saving mode. If so, the louvers are opened and the fan motors are turned off to provide cooling by wind alone.
Falls kein Energiesparmodus gefahren wird, so werden Luftklappen und Lüfterdrehzahl je nach Erfordernissen eingestellt, wobei die Lüfterdrehzahl auch unterhalb einer maximalen Drehzahl liegen kann.If no energy-saving mode is used, then air dampers and fan speed are set as required, and the fan speed may also be below a maximum speed.
Bei den zuvor genannten Entscheidungen werden Betriebsparameter wie etwa Kühlmitteltemperatur und Fahrtgeschwindigkeit als Argumentwerte verwendet, um aus festgelegten Wertematrizen die resultierenden Sollwerte für Klappenstellung und Lüfterdrehzahl auszulesen.In the above decisions, operating parameters such as coolant temperature and vehicle speed are used as argument values to read the resulting valve position and fan speed setpoints from specified value matrices.
Vor oder nach Durchlaufen des Unterprogramms (vorliegend davor) wird für die beiden Lüftermotoren ermittelt, ob der Lüftermotor ein Master-Motor oder ein Slave-Motor ist und entsprechend erfolgt die Kommunikation mit dem entsprechenden anderen Steuergerät. Der Master-Motor kommuniziert ferner mit der fahrzeugseitigen Steuerung, wobei den Kühlbedarf und die Fahrgeschwindigkeit betreffende Signale an den Master-Motor übermittelt werden.Before or after passing through the subroutine (in this case before) is determined for the two fan motors, if the fan motor is a master motor or a slave motor and accordingly the communication with the corresponding other control unit. The master engine also communicates with the on-board controller, with signals concerning cooling demand and vehicle speed being communicated to the master engine.
Nach Verlassen des Unterprogramms erfolgt eine Verzweigung in Abhängigkeit davon, ob das Steuergerät zum Mastermotor oder zum Slavemotor gehört.After leaving the subroutine, a branch takes place depending on whether the control unit belongs to the master motor or to the slave motor.
In letzterem Fall wird eine Kommunikation mit dem Mastergerät aufgenommen, um Betriebsdaten auszutauschen. Danach wird die zuvor beschriebene Schleife erneut durchlaufen (Master/Slave-Erkennung und Aufruf Unterprogramm).In the latter case, a communication is recorded with the master device to exchange operating data. Thereafter, the loop described above is run through again (master / slave detection and call subroutine).
Falls es sich um das Steuergerät des Mastermotors handelt, so wird zunächst mit dem Slave-Gerät kommuniziert. Sodann wird die Notwendigkeit eines Fehlermanagements ermittelt und Im Falle von Fehlern oder Defekten werden gegebenenfalls nicht dargestellte Sonderprogramme aufgerufen. Im Normalfall der Fehlerfreiheit wird nachfolgend mit dem Fahrzeug kommuniziert, um unter anderem zumindest einen, im allgemeinen jedoch mehrere Betriebsparameter auszulesen. Hierbei handelt es sich beispielsweise um Werte zum Systemzustand (Motor ein/aus) sowie zu Fahrtgeschwindigkeit, Außentemperatur, Kühlmitteltemperatur, Motorleistung und Motorbetriebsmodus (etwa Sport oder Economy).If it is the control unit of the master motor, it is first communicated with the slave device. Then, the necessity of error management is determined and in the case of errors or defects, special programs, not shown, are called. In the normal case, freedom from errors is subsequently communicated with the vehicle in order, inter alia, to read out at least one, but generally several operating parameters. These are, for example, values for the system state (engine on / off) as well as for vehicle speed, outside temperature, coolant temperature, engine power and engine operating mode (such as Sport or Economy).
Gemäß dem Ausführungsbeispiel ist eine spezielle Regelung zweier Lüfter motoren von als Rohrlüfter ausgebildeten Lüftern und dazugehöriger Jalousie-Klappen vorgesehen.
Gemäß einer Variante des Ausführungsbeispiels ist in das Lüftersystem integriert ein Sensor für die Strömungsgeschwindigkeit der Luft im Bereich des Lüfters vorgesehen, so daß Fehler in Folge äußerer Einflüsse, wie starker Wind von vorn obwohl das Fahrzeug langsam fährt, die bei der zuvor beschriebenen Steuerung auftreten können, vermieden werden können, und die Lüfter-Steuerung diesbezüglich unabhängig von der fahrzeugseitigen Steuerung ist.According to a variant of the embodiment, a sensor for the flow velocity of the air in the region of the fan is provided in the fan system, so that errors due to external influences, such as strong wind from the front, although the vehicle is running slowly, which can occur in the control described above , Can be avoided, and the fan control in this regard is independent of the vehicle-mounted control.
Entsprechend einer weiteren Variante ist ein Temperatur-Sensor für das Motor-Kühlmittel vorgesehen, welcher seine Messwerte direkt an die Lüfter-Steuerung weitergibt und eine entsprechende bedarfsabhängige Regelung der Lüftermotoren und der Aktuatoren für die Luftklappen erfolgt, und das System auch diesbezüglich unabhängig von der fahrzeugseitigen Steuerung ist.According to a further variant, a temperature sensor is provided for the engine coolant, which passes on its measured values directly to the fan control and a corresponding demand-dependent control of the fan motors and the actuators for the louvers takes place, and the system also in this respect independent of the vehicle side Control is.
Eine solche Übertragungskennlinie kann sowohl für die Kommunikation zwischen Mastermotor und Fahrzeug als auch für eine Kommunikation zwischen einem Mastermotor und einem Slavemotor Verwendung finden.Such a transfer characteristic can be used both for the communication between the master motor and the vehicle and for a communication between a master motor and a slave motor.
Claims (21)
- A ventilator system, in particular for cooling a motor vehicle engine, which has at least one ventilator (1, 2) with a ventilator motor (1a, 2a), a control apparatus and an actuator (3, 4) for an air flap, characterized in that the ventilator system has a ventilator control which is integrated into the latter and which independently controls the ventilator motor or ventilator motors (1a, 2a) and the actuator or actuators (3, 4) for air flaps, wherein automatic control apparatus detection for a single unit or a master unit and for one or more slave units is provided.
- The ventilator system as claimed in claim 1, characterized in that the ventilator control is connected to the vehicle-side control.
- The ventilator system as claimed in claim 2, characterized in that the ventilator control is essentially independent of the vehicle-side control, said ventilator control receiving a switch-on and/or a switch-off signal from the vehicle-side control.
- The ventilator system as claimed in claim 2 or 3, characterized in that the ventilator control is essentially independent of the vehicle-side control, said ventilator control receiving a signal relating to the cooling requirement of the engine from the vehicle-side control.
- The ventilator system as claimed in one of claims 2 to 4, characterized in that the ventilator control is essentially independent of the vehicle-side control, said ventilator control receiving a signal relating to the driving speed from the vehicle-side control.
- The ventilator system as claimed in one of claims 2 to 5, characterized in that the ventilator control is essentially independent of the vehicle-side control, said ventilator control receiving a signal relating to the air temperature from the vehicle-side control.
- The ventilator system as claimed in one of the preceding claims, characterized in that the ventilator control is connected to at least one sensor for the coolant temperature and/or the engine power and/or the flow velocity of the air in the region of the ventilator and/or the air temperature, the measurement values of the sensor or sensors being used for controlling the ventilator motor or ventilator motors and the actuator or actuators for the air flaps.
- The ventilator system as claimed in one of the preceding claims, characterized in that the ventilator control has at least one sensor for detecting the position of the air flaps or of the actuators.
- The ventilator system as claimed in claim 8, characterized in that the at least one sensor is part of a sensor system integrated into an actuator control.
- The ventilator system as claimed in one of the preceding claims, characterized in that the ventilator control is arranged on or in a ventilator motor housing and is connected to the vehicle-side control via an interface.
- The ventilator system as claimed in one of the preceding claims, characterized in that the ventilator control is connected to a remaining vehicle-side control via an interface, in particular a standard interface, such as a CAN bus or a LIN bus, while a parameter transfer and/or a programming of the ventilator control can take place via the interface.
- The ventilator system as claimed in one of the preceding claims, characterized in that an internal ventilator bus system is provided.
- The ventilator system as claimed in one of the preceding claims, characterized in that, in a ventilator system with two ventilators, a FAIL-SAVE mode is provided, which makes it possible, in the event of a failure of the master unit, for the slave unit to continue to operate automatically.
- The ventilator system as claimed in one of the preceding claims, characterized in that the ventilator system has two ventilators with ventilator motors and two actuators for air flaps, the ventilators and actuators being designed identically.
- The ventilator system as claimed in one of the preceding claims, characterized in that an energy-saving mode can be regulated by means of the ventilator control, the energy-saving mode comprising, in particular, an at least partly open air flap position and an at least reduced rotational speed of the ventilator motor.
- The ventilator system as claimed in one of the preceding claims, characterized in that a maximum rotational speed of the ventilator motor in the case of high driving speeds can be set by means of the ventilator control.
- The ventilator system as claimed in one of the preceding claims, characterized in that a hot-running mode can be regulated by means of the ventilator control, the hot-running mode comprising, in particular, a closed air flap position and a switched-off ventilator motor.
- The ventilator system as claimed in one of the preceding claims, characterized in that a follow-up mode after a stop of the vehicle engine can be regulated by means of the ventilator control.
- The ventilator system as claimed in one of the preceding claims, characterized in that both a desired position of the air flap and a desired rotational speed of the ventilator motor can be transmitted by means of a coded signal.
- The ventilator system as claimed in claim 19, characterized in that the coded signal is a pulse width modulated signal, a first pulse width range being assigned a first air flap position and a second pulse width range being assigned a second air flap position.
- The ventilator system as claimed in claim 19, characterized in that one pulse width range is assigned a variable desired rotational speed of the ventilator motor which is dependent on the pulse width.
Applications Claiming Priority (3)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE102004050973 | 2004-10-15 | ||
DE102005018189 | 2005-04-19 | ||
PCT/EP2005/010830 WO2006042648A1 (en) | 2004-10-15 | 2005-10-07 | Ventilator system for a motor vehicle |
Publications (2)
Publication Number | Publication Date |
---|---|
EP1805399A1 EP1805399A1 (en) | 2007-07-11 |
EP1805399B1 true EP1805399B1 (en) | 2014-02-26 |
Family
ID=35734950
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP05794800.2A Not-in-force EP1805399B1 (en) | 2004-10-15 | 2005-10-07 | Ventilator system for a motor vehicle |
Country Status (5)
Country | Link |
---|---|
US (1) | US20080092832A1 (en) |
EP (1) | EP1805399B1 (en) |
JP (1) | JP2008517195A (en) |
KR (1) | KR20070085335A (en) |
WO (1) | WO2006042648A1 (en) |
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- 2005-10-07 US US11/665,179 patent/US20080092832A1/en not_active Abandoned
- 2005-10-07 WO PCT/EP2005/010830 patent/WO2006042648A1/en active Application Filing
- 2005-10-07 KR KR1020077010809A patent/KR20070085335A/en not_active Application Discontinuation
- 2005-10-07 JP JP2007536055A patent/JP2008517195A/en active Pending
- 2005-10-07 EP EP05794800.2A patent/EP1805399B1/en not_active Not-in-force
Also Published As
Publication number | Publication date |
---|---|
EP1805399A1 (en) | 2007-07-11 |
US20080092832A1 (en) | 2008-04-24 |
KR20070085335A (en) | 2007-08-27 |
WO2006042648A1 (en) | 2006-04-27 |
JP2008517195A (en) | 2008-05-22 |
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