EP2322777B1 - Procédé et appareil de contrôle de la vitesse de rotation d'un ventilateur du circuit de refroidissement de moteur dans un véhicule - Google Patents

Procédé et appareil de contrôle de la vitesse de rotation d'un ventilateur du circuit de refroidissement de moteur dans un véhicule Download PDF

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Publication number
EP2322777B1
EP2322777B1 EP09425469.5A EP09425469A EP2322777B1 EP 2322777 B1 EP2322777 B1 EP 2322777B1 EP 09425469 A EP09425469 A EP 09425469A EP 2322777 B1 EP2322777 B1 EP 2322777B1
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Prior art keywords
value
fan
speed
rotating speed
fan rotating
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German (de)
English (en)
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EP2322777A1 (fr
Inventor
Mauro Colombano
Carlo D'ambrosio
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Iveco SpA
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Iveco SpA
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Application filed by Iveco SpA filed Critical Iveco SpA
Priority to ES09425469T priority Critical patent/ES2741537T3/es
Priority to EP09425469.5A priority patent/EP2322777B1/fr
Priority to AU2010236069A priority patent/AU2010236069B2/en
Priority to BRPI1013443-3A priority patent/BRPI1013443B1/pt
Priority to CN201010547599.2A priority patent/CN102061976B/zh
Publication of EP2322777A1 publication Critical patent/EP2322777A1/fr
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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
    • F01P7/04—Controlling of coolant flow the coolant being cooling-air by varying pump speed, e.g. by changing pump-drive gear ratio
    • F01P7/046—Controlling of coolant flow the coolant being cooling-air by varying pump speed, e.g. by changing pump-drive gear ratio using mechanical 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
    • 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
    • F01P2060/00—Cooling circuits using auxiliaries
    • F01P2060/06—Retarder

Definitions

  • the present invention refers to a method and apparatus for controlling the rotation speed of a fan of the engine cooling circuit in a vehicle.
  • the propulsion systems using thermal engines are usually equipped with a fluid cooling circuit, with different levels of complexity, which uses a fan.
  • radiator cores such as the condenser of the air-conditioning circuit, the interrefrigeration heat-exchanger ("aftercooler") of the turbosupercharger circuit, and the engine cooling radiator.
  • the cooling fan absorbs a remarkable percentage of the power delivered by the engine, thus stopping it, or decreasing its rotation speed in particular operating conditions, makes it possible to spare a lot of energy.
  • the fan is usually activated, for certain vehicular applications, such as for example the commercial and industrial ones, by means of a mechanical connection to the drive shaft, using appropriate devices which, for example, are suitable to control the speed variation, instead of using a direct connection to the drive shaft.
  • the viscous joint has the advantage to provide a continuous gear ratio control, but it has the disadvantage to continually drive the fan which, moreover, has a delayed response to the temperature changes.
  • the electromagnetic coupling provides a reasonable number of levels of engine/fan speed ratio, which results in the advantage of a quicker response and a reduced fan driving when the coupling is disconnected, but it has the disadvantage to provide a less gradual variation of the fan speed.
  • Such different levels determine different power absorption and therefore different fuel consumption levels.
  • Said modalities for varying the fan speed are not optimal, since the simplified decision mode, according to which the fan has two or three discrete progressive speeds, still determines a too high fan rotation speed, which does not optimize the fuel consumption.
  • the aim of the present invention is to overcome all the drawbacks mentioned above related to an activation according to discrete speed levels, and to provide a method and apparatus for controlling the rotation speed of a fan of the engine cooling circuit in a vehicle, which is able to optimize the fan speed variation, and consequently to optimize the fuel consumption, by keeping a satisfactory performance in terms of engine cooling.
  • the continuous control of the fan rotation speed is actuated on the coupling joint between fan and engine.
  • a mechanical coupling is actuated by means of a pulse control.
  • the subject of the present invention is a method for controlling the rotation speed of a fan of the engine cooling circuit in a vehicle according to claim 1.
  • the method performs the comparison of said first speed value with respect to discrete predetermined fan speed values, and providing a second fan rotation speed value, such as one among a null value, an intermediate value and a maximum value of direct coupling between said coupling and said fan; evaluation of a measurement of the current fuel consumption with respect to a threshold, choosing said fan rotation speed as first speed value if said measurement of the current fuel consumption is higher than the threshold, otherwise as second speed value.
  • a second fan rotation speed value such as one among a null value, an intermediate value and a maximum value of direct coupling between said coupling and said fan
  • the subject of the present invention is in particular a method and apparatus for controlling the rotation speed of a fan of the engine cooling circuit in a vehicle, as described more fully in the claims which are an integral part of the present description.
  • Different systems of the vehicle may require the activation of the fan, as they generate heat which is transferred in the respective cooling systems.
  • the involved systems are the engine unit, the deceleration system (henceforth called retarder), and the air-conditioning unit.
  • Said vehicular systems provide, in a way known in the art, for example on the CAN internal data line, signals or magnitudes which, together with others, are used as input of the continuous control system that is object of the invention, which is suitable to provide in output a magnitude expressing the fan rotation speed.
  • the continuous control method comprises a block INT which evaluates the contribution of the retarder, when it is present in the engine system, to the fan speed value; moreover a block ENG evaluates the contribution of the engine system, which may comprise several additional elements, such as the turbo-charger circuit, to said value
  • the two values are added up in output in order to obtain an overall value 1. In case the retarder is not present, its contribution is null.
  • the retarder and the engine cooling system are managed together, since in the overall engine system there is the interaction between the two effects generated by the water heating cycle and by the functioning of the retarder, which brakes the kinematic chain of the vehicle, dissipating the kinetic energy into the heat in the hydraulic cooling circuit.
  • the retarder generates heat in a rapid way, thus according to the percentage of braking torque required by the retarder, the block performs a predictive control of which fan speed is necessary in order to cool the water.
  • block ENG the engine system
  • the block INT estimates the amount of thermal power that the retarder will introduce in the cooling system: as a matter of fact the required fan rotation speed will be higher if the retarder is activated.
  • the block INT receives at the input data relating to: a reference temperature parameter 2 of the fluid in the engine cooling system (for example 102 °C) which ideally should be maintained; the percentage 4 of braking torque required by the retarder 4; the current temperature 3 of the fluid in the engine cooling system.
  • a reference temperature parameter 2 of the fluid in the engine cooling system for example 102 °C
  • the percentage 4 of braking torque required by the retarder 4 the current temperature 3 of the fluid in the engine cooling system.
  • the block ENG receives at the input data relating to: the reference temperature parameter 2; the current temperature 3 of the fluid in the engine cooling system; the measured value 5 of the current fan speed.
  • a further block CLI suitable to determine and provide as output 9 a fan speed value given by the contribution of the behaviour of the air-conditioning unit.
  • a control of the pressure of the gas (freon) in the circuit of the air-conditioning unit which should not exceed a certain value.
  • the control of the gas pressure may be performed by controlling the fan rotation speed.
  • the block CLI receives at the input data relating to: a constant reference pressure value 6 of the gas (freon) of the cooling circuit, for example 16bar; a current measured pressure value 7 of the freon; a fan speed value 8, for example 850 rpm.
  • the fan speed control value RPM is given by the contribution in the output 1. Otherwise, if the block CLI is present, the fan speed control value RPM is determined in a block MX as the highest value between the two values present in the outputs 1 and 9.
  • the blocks INT, ENG, CLI comprise parallel branches which process the input data according to criteria of integration, derivation and multiplication, which are added up and limited in order to obtain the output value.
  • the input data are available by means of the internal CAN line.
  • the block INT evaluates the difference between the temperature constant 2 and the measured value 3 defined above.
  • the difference is provided to three multiplier inputs by the appropriate constants M1, M2, M3, belonging to three parallel branches: the output of M1 is directly provided to an adder S2; the output of M2 feeds an integrator I2 whose second input receives the percentage value 4 of braking torque required by the retarder, and whose output is provided to a second input of the adder S2; the output of M3 is, on the contrary, provided to a third input of the adder S2.
  • the latter provides in output the sum of the three received contributions to a saturator, whose output provides the value of the block INT contribution to the fan speed value.
  • the block ENG evaluates the difference between the temperature constant 2 and the measured value 3 defined above.
  • the difference is provided to three multiplier inputs by the appropriate constants M4, M5, M6, belonging to three parallel branches: the output of M4 is directly provided to an adder S3; the output of M5 feeds an integrator I3 whose second input receives the measured value 5 of the current fan speed, and whose output is provided to a second input of the adder S3; the output of M6 is, on the contrary, provided to a derivator D3, whose output is provided to a third input of the adder S2.
  • the latter provides in output the sum of the three received contributions to a saturator, whose output provides the value of the block INT contribution to the fan speed value.
  • the block CLI evaluates the difference between the pressure constant 6 of the freon and the measured value 7 defined above.
  • the difference is provided to three multiplier inputs by the appropriate constants M7, M8, M9, belonging to three parallel branches: the output of M7 is directly provided to an adder S4; the output of M8 feeds an integrator I4 whose second input receives the fan speed value 8, and whose output is provided to a second input of the adder S4; the output of M6 is, on the contrary, provided to a derivator D4, whose output is provided to a third input of the adder S4.
  • the latter provides in output the sum of the three received contributions to a saturator, whose output provides the value of the block CLI contribution to the fan speed value.
  • the fan speed control of the continuous type according to the invention may be applied to the electromagnetic coupling by means of a pulse control, using the PWM technique (Pulse Width Modulation).
  • the fan speed control of the continuous type optimizes the fuel consumption.
  • the pulse control of the type PWM may cause the wearing of the material of the coupling.
  • the system as described above ( fig. 1 ) is completed by decisional blocks, which are able to decide what kind of fan speed control has to be instantly actuated, whether of the continuous or discrete type, according to its evaluations of the driving or travelling conditions.
  • the method comprises the block of fig. 1 , and also a block 51 which receives the speed value 1 given by adding up the value calculated by the blocks INT and ENG described above, and evaluates its positioning with respect to two discrete fan speed values, an intermediate value and a maximum value of direct coupling, or the null value, which it chooses at its outputs.
  • a decision circuit D5 is foreseen to actuate the decision on the type of fan speed control, enabling the outputs of the block MX described above or of the block 51 according to the signals received at its inputs.
  • a block 52 receives a measurement 10 of the current fuel consumption. If said measurement is lower than a threshold 11, for example it is null while braking or when the accelerator pedal is released, the decision circuit D5 provides to the block 51 a choice signal of the original discrete control, since there is no problem of fuel consumption.
  • a block 53 may also be present which is able to evaluate the degree of instant and progressive wear of the electromagnetic coupling according to available tabular values.
  • FIG. 6 A possible embodiment of the block 53 is illustrated in figure 6 .
  • Measured values of speed engine (angular speed of the drive shaft), of instant fan speed and of the overall distance covered are available, for example by means of the CAN data line. Moreover, the temperature data of the electromagnetic coupling may also be available.
  • the fan speed 61 and the drive shaft speed 62 are provided to a block 65 which verifies the difference between the two speed values, and uses such difference in order to find in a pre-stored table, of the type known, the incremental value of the instant wear (in mm/s) which is currently occurring.
  • This wear value is integrated in an integrator 66. Each time the engine is started, the integrator starts from a predetermined value, for example zero; each time the engine is stopped, the obtained value is stored and is then added to the trend obtained in the following functioning of the engine.
  • the output of the integrator is provided to a comparator 67 which compares it with a tabular value provided by the block 68, which gives in output a value of expected wear, or tolerable wear, as a function of the overall covered kilometres which are available at the input 63.
  • the table is preloaded. If the calculated wear is higher than the expected and tolerable value, then the output of the comparator 67 will provide to the system, as output of the block 53, the indication to choose the speed control of the original discrete type, which minimizes the wear of the coupling.
  • the data on the coupling temperature is available, it is provided to the input 64 of a block 69 which evaluates if the coupling temperature is higher than a threshold: then also the output of the block 69 gives to the system the indication to choose the speed control of the discrete type, which minimizes the wear of the coupling.
  • An optional block 70 may also be available, suitable for identifying the type of vehicular usage, which, as a matter of fact, evaluates if it is used on motorways or not, according to the available vehicular parameters.
  • This block may be realized in a way known in the art.
  • a motorway usage would be suitable for a continuous pulse control of the fan speed, in order to minimize fuel consumption.
  • a usage for which the dispersion of the thermal flow of the vehicle systems is more difficult such as for example a hilly or mountainous road, with numerous upward slopes, where the fuel consumption increases a lot, the advantage of a continuous control would be less evident, while the risk to wear the coupling may prevail.
  • the output of the block 70 gives to the system the indication to choose the speed control of the original discrete type, which minimizes the wear of the coupling.
  • the outputs of the blocks 67, 69 and 70 are provided to a logic OR which provides the indication signal about the control type to be actuated by the decision circuit D5 ( fig. 5 ).
  • the apparatus suitable for the realization of the method may comprise an electronic control unit, which comprises a software which performs the operations described above, appropriately programmed using the programming techniques available to the person skilled in the art. Moreover the apparatus comprises an interface which converts the fan speed data provided in output by the control unit into an electric signal or similar, whose characteristics depend on the type of coupling device between the fan and the drive shaft. In the example of the electromagnetic coupling described above, the signal is a pulse electric signal.
  • control method may advantageously be realized by means of a computer program, which comprises program code means performing one or more steps of said method, when said program is run on a computer.
  • program code means performing one or more steps of said method
  • the scope of the present patent is meant to cover also said computer program and the computer-readable means that comprises a recorded message, such computer-readable means comprising the program code means for performing one or more steps of such method, when such program is run on a computer.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
  • Control Of Positive-Displacement Air Blowers (AREA)

Claims (14)

  1. Procédé pour contrôler la vitesse de rotation d'un ventilateur du circuit de refroidissement de moteur sur un véhicule, comprenant les étapes consistant à :
    - évaluer la contribution à la vitesse de rotation du ventilateur dérivant du système de moteur, selon la différence entre une valeur de température de référence (2) du fluide du système de refroidissement de moteur et une température actuelle (3) mesurée du fluide du système de refroidissement de moteur, et selon une valeur mesurée (5) de la vitesse de ventilateur actuelle ;
    caractérisé en ce qu'il comprend :
    - l'évaluation prédictive de la contribution à la vitesse de rotation du ventilateur dérivant de la présence d'un retardateur dans l'unité de moteur, selon la différence entre une valeur de température de référence (2) du fluide du système de refroidissement de moteur et une température actuelle (3) mesurée du fluide du système de refroidissement de moteur, et selon une valeur de pourcentage (4) du couple de freinage requis par le retardateur ;
    - obtenir ladite vitesse de rotation de ventilateur en sommant les contributions données par ledit retardateur et le système de moteur.
  2. Procédé de contrôle selon la revendication 1, comprenant en outre les étapes consistant à :
    - évaluer la contribution à la vitesse de rotation de ventilateur dérivant d'une unité de climatisation, selon la différence entre une valeur de pression de référence du gaz du système de refroidissement de climatisation (6), et une valeur mesurée (7) actuelle de la pression de gaz, et selon une vitesse courante du ventilateur ;
    - obtenir ladite vitesse de rotation de ventilateur de la valeur la plus haute entre ladite somme des contributions données par ledit retardateur et le système de moteur, et ladite contribution dérivant de l'unité de climatisation.
  3. Procédé de contrôle selon la revendication 1 ou 2, dans lequel chacune desdites contributions à la vitesse de rotation de ventilateur dérivant dudit retardateur, du système de moteur et de l'unité de climatisation est déterminée selon des branches parallèles qui traitent les données d'entrée selon les critères d'intégration, de dérivation, et de multiplication qui sont ajoutés et limités afin d'obtenir une valeur de sortie.
  4. Procédé de contrôle selon la revendication 1, comprenant en outre les étapes consistant à :
    - obtenir une première valeur de la vitesse de rotation de ventilateur en sommant les contributions données par ledit retardateur et le système de moteur ;
    - comparer ladite première valeur de vitesse par rapport aux valeurs discrètes pré-attribuées de la vitesse de ventilateur et fournir une seconde valeur de la vitesse de rotation de ventilateur comme l'une parmi une valeur nulle, une valeur intermédiaire et une valeur maximum de couplage direct entre ledit couplage et ledit ventilateur ;
    - évaluer une mesure (10) de la consommation de carburant actuelle par rapport à un seuil (11) ;
    - choisir ladite vitesse de rotation de ventilateur en tant que dite première valeur de vitesse si ladite mesure (10) de la consommation de carburant actuelle est supérieure au seuil, sinon en tant que seconde valeur de vitesse.
  5. Procédé de contrôle selon la revendication 4, comprenant en outre les étapes consistant à :
    - évaluer la contribution à la vitesse de rotation de ventilateur dérivant d'une unité de climatisation, selon la différence entre une valeur de pression de référence du gaz du système de refroidissement de climatisation (6) et une valeur actuelle mesurée (7) de la pression de gaz et selon une vitesse actuelle du ventilateur ;
    - obtenir ladite première valeur de la vitesse de rotation de ventilateur de la plus haute entre ladite somme des contributions données par ledit retardateur et le système de moteur, et ladite contribution dérivant de l'unité de climatisation.
  6. Procédé de contrôle selon la revendication 4 ou 5, comprenant en outre une étape d'évaluation du degré d'usure dudit couple électromagnétique comprenant les étapes consistant à :
    - évaluer la différence entre une valeur de vitesse de moteur mesurée et une valeur de vitesse de ventilation mesurée ;
    - utiliser la différence afin de trouver, dans un tableau stocké, une valeur incrémentielle de l'usure instantanée dudit couplage électromagnétique ;
    - intégrer ladite valeur incrémentielle de l'usure instantanée en l'ajoutant aux précédentes valeurs à partir d'une première utilisation dudit couplage électromagnétique ;
    - comparer ladite valeur intégrée avec une valeur tabulaire (68), qui fournit, en sortie, une valeur d'attente d'usure ou d'usure tolérable, en fonction des kilomètres totaux parcourus par le véhicule ;
    - choisir ladite vitesse de rotation de ventilateur en tant que dite première valeur de vitesse si ladite valeur intégrée est inférieure à ladite valeur d'usure attendue, sinon en tant que dite seconde valeur de vitesse.
  7. Procédé de contrôle selon la revendication 6, comprenant en outre une étape de comparaison d'une valeur de température mesurée dudit couplage électromagnétique par rapport à une valeur de température de seuil :
    - choisir ladite vitesse de rotation de ventilateur en tant que dite première valeur de vitesse si ladite valeur de température mesurée est inférieure à la valeur de température de seuil, sinon en tant que dite seconde valeur de vitesse.
  8. Procédé de contrôle selon la revendication 4 ou 5, dans lequel chacune desdites contributions à la vitesse de rotation de ventilateur dérivant dudit retardateur, du système de moteur et de l'unité de climatisation est déterminée selon des branches parallèles qui traitent les données d'entrée selon des critères d'intégration, de dérivation et de multiplication qui sont ajoutés et limités afin d'obtenir une valeur de sortie.
  9. Procédé de contrôle selon la revendication 3 ou 8, dans lequel la contribution à la vitesse de rotation de ventilateur dérivant dudit retardateur (INT) est évaluée au moyen de la différence entre ladite valeur de température de référence (2) et la valeur mesurée (3) ; la différence est fournie auxdites trois branches parallèles qui comprennent trois multiplications par des valeurs constantes (M1, M2, M3) ; une première multiplication (M1) est directement fournie à un sommateur (S2) ; une deuxième multiplication (M2) fournit un intégrateur (I2) dont la deuxième entrée reçoit ladite valeur de pourcentage (4) du couple de freinage requise par le retardateur et dont la sortie est fournie à une deuxième entrée du sommateur (S2) ; une troisième multiplication (M3) est fournie à un dérivateur (D2) dont la sortie est fournie à une troisième entrée du sommateur (S2) ; ledit sommateur (S2) fournissant la somme à un saturateur, dont la sortie fournit ladite contribution à la vitesse de rotation de ventilateur dérivant de la présence du retardateur (INT).
  10. Procédé de contrôle selon la revendication 3 ou 8, dans lequel la contribution à la vitesse de rotation de ventilateur dérivant de ladite unité de moteur (ENG) est évaluée au moyen de la différence entre ladite valeur de température de référence (2) et la valeur mesurée (3) ; la différence est fournie auxdites trois branches parallèles qui comprennent trois multiplications par des valeurs constantes (M4, M5, M6) ; une première multiplication (M4) est directement fournie à un sommateur (S3) ; une deuxième multiplication (M5) alimente un intégrateur (I3) dont la deuxième entrée reçoit ladite valeur mesurée (5) de la vitesse actuelle de ventilateur et dont la sortie est fournie à une deuxième entrée du sommateur (S3) ; une troisième multiplication (M6) est fournie à un dérivateur (D3) dont la sortie est fournie à une troisième entrée du sommateur (S3) ; ledit sommateur (S3) fournissant la somme à un saturateur, dont la sortie fournit ladite contribution à la vitesse de rotation de ventilateur dérivant de ladite unité de moteur (ENG).
  11. Procédé de contrôle selon la revendication 3 ou 8, dans lequel la contribution à la vitesse de rotation de ventilateur dérivant de ladite unité de climatisation (CLI) est évaluée au moyen de la différence entre la valeur de pression de référence (6) du gaz du circuit de refroidissement et une valeur de pression mesurée actuelle (7) du gaz ; la différence est fournie auxdites trois branches parallèles qui comprennent trois multiplications par des valeurs constantes (M7, M8, M9) ; une première multiplication (M7) est directement fournie à un sommateur (S4) ; une deuxième multiplication (M6) alimente un intégrateur (I4) dont la deuxième entrée reçoit ladite valeur de vitesse de ventilateur actuelle et dont la sortie est fournie à une deuxième entrée du sommateur (S4) ; une troisième multiplication (M9) est fournie à un dérivateur (D4) dont la sortie est fournie à une troisième entrée du sommateur (S4) ; ledit sommateur (S4) fournissant la somme à un saturateur, dont la sortie fournit ladite contribution à la vitesse de rotation de ventilateur dérivant de ladite unité de climatisation (CLI).
  12. Appareil pour contrôler la vitesse de rotation d'un ventilateur de circuit de refroidissement de moteur, comprenant une unité de contrôle électronique comprenant des moyens pour réaliser les étapes du procédé selon l'une quelconque des revendications précédentes, et une interface pour convertir les données de sortie de ladite unité de contrôle électronique en un signal de contrôle pour un dispositif de couplage entre ledit ventilateur de circuit de refroidissement et ledit moteur de véhicule.
  13. Programme informatique comprenant des moyens de codage de programme appropriés pour réaliser les étapes selon l'une quelconque des revendications 1 à 11, lorsqu'un tel programme est exécuté sur un ordinateur.
  14. Moyens lisibles par ordinateur comprenant un programme enregistré, lesdits moyens lisibles par ordinateur comprenant des moyens de codage de programme appropriés pour réaliser les étapes selon les revendications 1 à 11, lorsque ledit programme est exécuté sur un ordinateur.
EP09425469.5A 2009-11-17 2009-11-17 Procédé et appareil de contrôle de la vitesse de rotation d'un ventilateur du circuit de refroidissement de moteur dans un véhicule Active EP2322777B1 (fr)

Priority Applications (5)

Application Number Priority Date Filing Date Title
ES09425469T ES2741537T3 (es) 2009-11-17 2009-11-17 Método y aparato para controlar la velocidad de rotación de un ventilador del circuito de refrigeración de motor en un vehículo
EP09425469.5A EP2322777B1 (fr) 2009-11-17 2009-11-17 Procédé et appareil de contrôle de la vitesse de rotation d'un ventilateur du circuit de refroidissement de moteur dans un véhicule
AU2010236069A AU2010236069B2 (en) 2009-11-17 2010-10-28 Method and apparatus for controlling the rotation speed of a fan of the engine cooling circuit in a vehicle
BRPI1013443-3A BRPI1013443B1 (pt) 2009-11-17 2010-11-17 método e aparelho para controle da velocidade de rotação de um ventilador do circuito de resfriamento de motor em um veículo
CN201010547599.2A CN102061976B (zh) 2009-11-17 2010-11-17 控制车辆发动机冷却回路的风扇转速的方法和设备

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EP09425469.5A EP2322777B1 (fr) 2009-11-17 2009-11-17 Procédé et appareil de contrôle de la vitesse de rotation d'un ventilateur du circuit de refroidissement de moteur dans un véhicule

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EP2322777A1 EP2322777A1 (fr) 2011-05-18
EP2322777B1 true EP2322777B1 (fr) 2019-05-15

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EP (1) EP2322777B1 (fr)
CN (1) CN102061976B (fr)
AU (1) AU2010236069B2 (fr)
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ES (1) ES2741537T3 (fr)

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CN103883545B (zh) * 2012-12-20 2016-03-16 北汽福田汽车股份有限公司 发动机冷却风扇的控制方法及装置
CN104895818B (zh) * 2015-04-27 2018-06-08 潍柴动力股份有限公司 一种发动机电控风扇的控制方法、装置及系统
CN112406462B (zh) * 2020-11-06 2022-07-12 广州汽车集团股份有限公司 一种基于发动机运行效率的冷却风扇控制方法及系统
CN114294088B (zh) * 2021-12-30 2022-10-28 潍柴动力股份有限公司 冷却系统控制方法、装置、冷却系统和驾驶设备
WO2024003600A1 (fr) * 2022-06-30 2024-01-04 Volvo Truck Corporation Procédé et système et produit programme d'ordinateur de commande de vitesse de ventilateur de véhicule pour réguler la température de liquide de refroidissement

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DE19710384A1 (de) * 1997-03-13 1998-09-17 Behr Gmbh & Co Drehzahlregeleinrichtung für eine Flüssigkeitsreibungskupplung
DE59808784D1 (de) * 1997-04-23 2003-07-31 Voith Turbo Kg Verfahren und Vorrichtung zur maximalen Ausnutzung der Bremswirkung eines Retarders
US6328000B1 (en) * 2000-07-07 2001-12-11 Detroit Diesel Corporation Closed loop fan control using fan speed feedback
JP4464644B2 (ja) * 2003-09-11 2010-05-19 キャタピラージャパン株式会社 ファン回転数制御方法
SE534707C2 (sv) * 2006-11-30 2011-11-22 Komatsu Mfg Co Ltd Regleranordning för en kylfläkt avsedd för ett fordon

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BRPI1013443B1 (pt) 2021-01-12
AU2010236069B2 (en) 2014-05-22
AU2010236069A1 (en) 2011-06-02
EP2322777A1 (fr) 2011-05-18
CN102061976B (zh) 2015-07-01
ES2741537T3 (es) 2020-02-11
CN102061976A (zh) 2011-05-18
BRPI1013443A2 (pt) 2015-06-30

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