GB2190807A - Method of ventilation or heat transfer - Google Patents
Method of ventilation or heat transfer Download PDFInfo
- Publication number
- GB2190807A GB2190807A GB08708383A GB8708383A GB2190807A GB 2190807 A GB2190807 A GB 2190807A GB 08708383 A GB08708383 A GB 08708383A GB 8708383 A GB8708383 A GB 8708383A GB 2190807 A GB2190807 A GB 2190807A
- Authority
- GB
- United Kingdom
- Prior art keywords
- timing
- fan motor
- pulse
- fan
- counter
- 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.)
- Granted
Links
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
- B60H1/00—Heating, cooling or ventilating [HVAC] devices
- B60H1/00642—Control systems or circuits; Control members or indication devices for heating, cooling or ventilating devices
- B60H1/00814—Control systems or circuits characterised by their output, for controlling particular components of the heating, cooling or ventilating installation
- B60H1/00821—Control systems or circuits characterised by their output, for controlling particular components of the heating, cooling or ventilating installation the components being ventilating, air admitting or air distributing devices
- B60H1/00828—Ventilators, e.g. speed control
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
- F04D—NON-POSITIVE-DISPLACEMENT PUMPS
- F04D27/00—Control, e.g. regulation, of pumps, pumping installations or pumping systems specially adapted for elastic fluids
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F24—HEATING; RANGES; VENTILATING
- F24F—AIR-CONDITIONING; AIR-HUMIDIFICATION; VENTILATION; USE OF AIR CURRENTS FOR SCREENING
- F24F11/00—Control or safety arrangements
- F24F11/0001—Control or safety arrangements for ventilation
-
- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
- H02P7/00—Arrangements for regulating or controlling the speed or torque of electric DC motors
- H02P7/06—Arrangements for regulating or controlling the speed or torque of electric DC motors for regulating or controlling an individual dc dynamo-electric motor by varying field or armature current
- H02P7/18—Arrangements for regulating or controlling the speed or torque of electric DC motors for regulating or controlling an individual dc dynamo-electric motor by varying field or armature current by master control with auxiliary power
- H02P7/24—Arrangements for regulating or controlling the speed or torque of electric DC motors for regulating or controlling an individual dc dynamo-electric motor by varying field or armature current by master control with auxiliary power using discharge tubes or semiconductor devices
- H02P7/28—Arrangements for regulating or controlling the speed or torque of electric DC motors for regulating or controlling an individual dc dynamo-electric motor by varying field or armature current by master control with auxiliary power using discharge tubes or semiconductor devices using semiconductor devices
- H02P7/285—Arrangements for regulating or controlling the speed or torque of electric DC motors for regulating or controlling an individual dc dynamo-electric motor by varying field or armature current by master control with auxiliary power using discharge tubes or semiconductor devices using semiconductor devices controlling armature supply only
- H02P7/288—Arrangements for regulating or controlling the speed or torque of electric DC motors for regulating or controlling an individual dc dynamo-electric motor by varying field or armature current by master control with auxiliary power using discharge tubes or semiconductor devices using semiconductor devices controlling armature supply only using variable impedance
- H02P7/2885—Arrangements for regulating or controlling the speed or torque of electric DC motors for regulating or controlling an individual dc dynamo-electric motor by varying field or armature current by master control with auxiliary power using discharge tubes or semiconductor devices using semiconductor devices controlling armature supply only using variable impedance whereby the speed is regulated by measuring the motor speed and comparing it with a given physical value
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F23—COMBUSTION APPARATUS; COMBUSTION PROCESSES
- F23N—REGULATING OR CONTROLLING COMBUSTION
- F23N2233/00—Ventilators
- F23N2233/06—Ventilators at the air intake
- F23N2233/08—Ventilators at the air intake with variable speed
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F23—COMBUSTION APPARATUS; COMBUSTION PROCESSES
- F23N—REGULATING OR CONTROLLING COMBUSTION
- F23N2241/00—Applications
- F23N2241/14—Vehicle heating, the heat being derived otherwise than from the propulsion plant
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F23—COMBUSTION APPARATUS; COMBUSTION PROCESSES
- F23N—REGULATING OR CONTROLLING COMBUSTION
- F23N5/00—Systems for controlling combustion
- F23N5/24—Preventing development of abnormal or undesired conditions, i.e. safety arrangements
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Power Engineering (AREA)
- Physics & Mathematics (AREA)
- Thermal Sciences (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Control Of Direct Current Motors (AREA)
- Protection Of Generators And Motors (AREA)
- Control Of Electric Motors In General (AREA)
Abstract
In a method of ventilation or heat transfer employing a fan, the speed of rotation of the fan motor (M) is controlled by a timing-pulse generator (T) with variable timing-pulse frequency and/or pulse width. In order to protect the fan motor and the timing-pulse generator in a simple and inexpensive manner from damage in the event of blockage of the fan, the counter e.m.f. produced by the fan motor is measured in the intervals between timing pulses and the timing-pulse generator is switched off if the counter e.m.f. drops below a preset limiting value. The limiting value may be dependent on the timing pulse mark-space ratio. The system may be used for temperature regulation in a vehicle, using a temperature sensor (F). <IMAGE>
Description
SPECIFICATION
Method of ventilation or heat transfer
The invention relates to a method and means of ventilation or heat transfer using a motorised fan wherein the speed of rotation of a fan motor is controlled by a timing-pulse generator with a variable timing-pulse rate and/or pulse width.
This is a method of operation which can be used, for example, for ventilating the interiors of houses in order to avoid overheating of the interior and they have the advantage of less power dissipation in comparison with the analogue control of the speed of rotation of the fan motor, for example through series resistors.
Such a method is known from DE-PS 23 20 331 wherein the fan motor is controlled by a timing-pulse generator in order to reduce the noise of the fan.
This previously known method has the disadvantage, however, that it does not comprise any measures to protect the fan and the timing-pulse generator circuit from blocking of the fan, that is to say, if rotation of the fan is blocked by, for example, foreign objects ieft behind by maintenance staff, or which the fan itself has drawn in and which hinder the rotation or make it impossible while the fan motor continues to be actuated by the timing-pulse generator. This can lead to defects in the fan motor such as the motor winding burning out for exampie, or to destruction or operational disturbance of the timing-pulse generator.
In order to protect the fan and the timingpulse generator from damage in this manner, the present invention provides a method of operation in which the counter e.m.f. produced by the fan is measured in the intervals between timing pulses and the timing-pulse generator is switched off if the counter e.m.f.
drops below a preset limiting value.
The invention makes use of the fact that when the fan motor is controlled by a timingpulse generator, no control voltage is applied to the terminals of the fan motor in the intervals between pulses. If the fan motor is rotating, it produces a counter e.m.f. the magnitude of which is frequently negligible in comparison with the control voltage of the timingpulse generator but which can be measured simply and inexpensively in the intervals between pulses when no control voltage is applied. The counter e.m.f. produced is also a measure of the speed of rotation of the fan motor. Now if the counter e.m.f. drops below a preset limiting value, it is assumed that the fan is blocked.The timingpulse generator is then switched off and as a result, a control voltage is no longer applied to the blocked fan motor and both the fan motor and the timingpulse generator are reliably protected from overloading. As a result, defects and operational disturbances in fan motor and timingpulse generator can be avoided.
It is particularly advantageous to select the limiting value in dependence upon the pulseinterval ratio of the timing pulses in order to switch off the timing-pulse generator not only when the fan is at a complete standstill but also when there is an increased resistance to the rotation of the fan. The pulse-interval ratio is a measure for the average voltage applied to the fan motor and hence a measure for the speed of rotation of the fan motor with given electrical and mechanical resistances. The counter e.m.f. produced by the fan motor is substantially proportional to the speed of rotation so that with a given pulse-interval ratio, a given counter e.m.f. is produced in the fan motor.Now if the measured counter e.m.f. is less than the limiting value which is selected depending on the pulse-interval ratio, it can be assumed that the resistances of the fan motor have become greater, for example as a result of hindrance of the rotation of the fan wheel, and the timing-pulse generator is switched off.
Since the fan motor has a lower speed of rotation and so produces less counter e.m.f.
during starting of the fan motor fronn a standstill than after the start, it is particularly advantageous to suppress the measuring and/or evaluation of the counter e.m.f. until a preset period of time after the starting of the fan motor. Otherwise, the starting of the motor might itself possibly lead to the switching off of the timing-pulse generator.
In this connection, it is also an advantage to select the period of time in dependence upon the pulse-interval ratio of the timing pulses in order to make allowance for a possibly longer time needed for the acceleration of the fan motor to a higher speed of rotation.
One example of the performance of the method according to the invention will be described with reference to the accompanying drawings, in which:
Figure 1 shows in schematic form a device for performing the method according to the invention,
Figure 2 shows a diagram in which the course of the control voltage at the output of the timing-pulse generator of the device is illustrated against time, and
Figure 3 is a diagram in which the course of the terminal voltage at the terminals of the fan motor of the device is illustrated against time.
In Figure 1, the negative pole of an electric current source (B), which is constructed in the form of the battery of a motor vehicle, is electrically connected to the first terminal of an electric fan motor (M), to a timing-pulse generator (T), and to the connection, at the set-point adjuster side, of a voltage divider circuit consisting of the set-point adjuster (P) and a temperature sensor (F). The set-point adjuster (P) is constructed in the form of an adjusting potentiometer. The temperature sen sor (F) is constructed in the form of an NTC (negative temperature coefficient) resistor. The temperature-sensor side of the voltage divider circuit, the timing-pulse generator (T) and an output stage (E) are connected, through a switch (S), to the positive pole of the motor vehicle battery (B).
The output stage (E) is preferably constructed in the form of an electronic power switch which switches the conducting connection from the positive pole of the current source (B) to the second terminal of the fan motor (M) depending on the control pulses of the timing-pulse generator (T). The switch (S) may be constructed in the form of the ignition-starter switch of a motor vehicle so that the switch is closed with the switching on of the ignition. The timing pulses are transmitted to the output stage (E) from the timing-pulse generator (T) through a timing-pulse line (J).
The terminal voltage at the terminals of the fan motor is tapped off between the second terminal of the fan motor (M) and the output stage (E) and fed to the timing-pulse generator (T) via a control line (K). Furthermore, the timing-pulse generator (T) receives, as an input quantity, the voltage at the centre tap of the voltage divider circuit, which is tapped off between the set-point adjuster (P) and the temperature sensor (F).
The device illustrated in Figure 1 is part of the engine-temperature control of a motor vehicle. Further parts of the means for temperature control of the engine and which are not illustrated in Figure 1 are, a fan wheel which is mounted and secured on the motor shaft of the fan motor (M), a heat exchanger with which the fan, consisting of fan motor (M) and fan wheel, is associated, and a watercooled internal combustion engine which, together with the cooling-water heat-exchanger, comprises a closed cooling circuit. In this example, the space which is to be ventilated, or the temperature of which is to be regulated, is the space in the heat exchanger through which air flows.In the heat exchanger, heat which is generated by the internal combustion engine and which is conveyed by the cooling water of the internal combustion engine is dissipated into the air which flows through that space in the heat exchanger.
In order to regulate the temperature of the heat exchanger and hence the temperature of the engine cooling water and of the internal combustion engine, it is an advantage to dispose the temperature sensor (F) in the flow of the engine cooling water. Presetting of the voltage at the centre tap of the voltage divider circuit and hence of the control voltage which is supplied to the timing-pulse generator is possible by means of the set-point adjuster (P) The operation of the device is explained in more detail below with reference to the diagrams in Figure 2 and Figure 3.
With the switching on of the ignition and hence the closing of the starter switch (S), the device is switched ready for operation. Let it be assumed that the temperature of the cooling water of the internal combustion engine has a substantially lower value than its intended steady state value at the moment when the ignition is switched on. Then the temperature sensor (F) also has a lower temperature and its electrical resistance is correspondingly high. Accordingly, the voltage at the centre tap of the voltage divider circuit is low so that the timing-pulse generator (T) does not pass on any timing pulses through its timing-pulse line (J) to the output stage (E) and the electronic switch of the output stage (E) remains open. Thus the second terminal of the fan motor is not connected to the positive pole of the battery (B) and the fan motor (M) is stopped.
After the starting of the engine it generates heat which, inter alia, is absorbed by the cooling water in the engine and is distributed in the cooling circuit including the heat exchanger. As a result, the temperature of the cooling water rises and so does the temperature of the temperature sensor (F) so that its electrical resistance drops. The voltage at the centre tap of the voltage divider therefore increases in the direction of the positive supply voltage of the battery (B) and in due course exceeds a preset limiting value so that the timing-pulse generator (T) transmits timing pulses through the timing-pulse line (J) to the output stage (E). Thereupon, the output stage (E) connects the second terminal of the fan motor (M) to the positive pole of the battery (B) in step with the timing pulses so that the fan motor starts.
After the fan motor (M) has run up to speed from a standstill, after a given period of time, it reaches a speed of rotation which is related to the pulse-interval ratio of the timing pulses produced by the timing-pulse generator (T).
When this speed of rotation is reached, the voltage drop across the terminals of the fan motor is supplied to the timing-pulse generator (T) via the control line (K) and the negative supply line of the current source (B) and is measured and evaluated by the timing-pulse generator. In Figure 3, the voltage at the terminals (UK) of the fan motor is plotted against time, whereas in Figure 2, the control voltage (US) of the timing pulses, which is supplied to the fan motor is plotted against time. The frequency of the timing pulses in Figure 2 is about 23 Hz and is selected fixed whereas the pulse-interval ratio of the timing pulses is selected depending on the temperature of the temperature sensor (F) or on the voltage at the centre tap of the voltage divider. In Figure 2, a pulse-interval ratio of 1:1 is illustrated by way of example. It will be seen that the timing pulses (1) alternate with the intervals (2) between timing pulses. During the timing pulses (1), the supply voltage (UB) of the battery (B) is applied to the terminals of the fan motor. In the intervals (2) between timing pulses, no battery voltage (UB) is applied to the terminals of the fan motor.
The terminal voltage (UK) at the terminals of the fan motor shows a different course in time. For example, if the terminal voltage at the timing pulse (3) is observed, the contours of the timing pulses are rounded as a result of remanence of the permanently magnetized motor. Above all, however, it is not a zero voltage which is measured as terminal voltage in the intervals (4) between timing pulses as is the case when considering the timing pulses in Figure 2. This measured voltage, different from zero, is the counter e.m.f. which is produced by the motor and which depends essentially on the movement of the motor winding in magnetic fields, particularly of permanently magnetized electric motors.
This counter e.m.f. (4), which can easily be measured in the intervals between timing pulses, is now used according to the invention to detect the rotation of the fan motor. The measurable counter e.m.f. is substantially proportional to the speed of rotation of the fan motor so that not only the stoppage of the fan motor can be detected but also the fact that the fan motor is running with difficulty for example as a result of greater mechanical resistance. In order to determine this blocked state of the fan motor, the counter e.m.f.
measured is compared with a preset limiting value (C). If the measured counter e.m.f. is greater than the preset limiting value (C), it is assumed that the running of the fan motor is taking place substantially without hindrance and the timing-pulse generator (C) continues to supply timing pulses to the output stage (E) via the timing-pulse line (J) to drive the fan motor.
On the other hand, if the measured counter e.m.f. is below the preset limiting value (G), it is assumed that the running of the fan motor is being hindered by relatively great mechanical or electrical resistances and the timingpulse generator (T) interruptes the transmission of the timing pulses via the timing-pulse line (J) to the output stage (E). As a result of this measure, the fan motor is prevented, in a simple and inexpensive manner, from continuing to be driven by the timing-pulse generator even when the motor is hindered. Thus the winding of the fan motor is reliably prevented from burning out. The timing-pulse generator also, and above all the output stage (E), are protected against overloading and consequent defects or operational disturbances.
Because the counter e.m.f. produced by the fan motor is substantialiy proportional to the speed of rotation of the motor, it is particularly advantageous to select the preseiected limiting value (C) depending on the pulse-interval ratio of the timing pulses of the timingpulse generator. It is also possible to regulate the motor speed by variation of the timingpulse frequency, perhaps jointly with variation of the timing pulse width, in which case the manner of selecting the limiting value will be suitably modified.
The measurement of the counter e.m.f. of the fan motor directly at the terminals of the motor has the advantage that the voltage losses through transmitting resistances, for example of electrical conductors, are slight and the value of the measured counter e.m.f., which is frequently very low, is not further reduced by such transmitting resistances.
The device shown in Figure 1 is an enginetemperature regulating device of the type where the speed of rotation of the fan motor is varied depending on the temperature of the cooling water or the temperature of the temperature sensor (F). It is also possible to use the method according to the invention in simpler fan arrangements, for example in the interiors of motor vehicles, where the operation of the fan motor can be switched on by hand, possibly in a plurality of stages. In these cases, too, protection of fan motor and of the timing-pulse generator is desirable and is ensured by using the method according to the invention.
It is further possible to extend the method according to the invention in the sense that after recognition of a state of overload and after switching off of the timing-pulse generator, provision is made for the timing-pulse generator to be switched on again automatically so that the timing-pulse generator is started afresh, for example after a further preset period of time, in order to set the fan motor in rotation again.
On the appearance of a state of overload, signalling means may be actuated to indicate the state of overload or switching means may be actuated, for example to switch off the internal combustion engine.
Claims (13)
1. A method of ventilation or heat transfer employing a powered fan, wherein the speed of rotation of the fan motor is controlled by a timingpulse generator with variable timing pulse rate and/or pulse width, the counter e.m.f. produced by the fan motor is measured in the intervals between timing pulses, and the timing-pulse generator is switched off if the counter e.m.f. drops below a preset limiting value.
2. A method as claimed in Claim 1, wherein the counter e.m.f. is measured at the termi nals of the fan motor.
3. A method as claimed in Claims 1 or
Claim 2, wherein the limiting value is selected depending on the pulse interval ratio of the timing pulses.
4. A method as claimed in any one of
Claims 1 to 3, wherein the measurement and/or evaluation of the counter e.m.f. is suppressed for a preset period of time after the starting of the fan motor.
5. A method as claimed in Claim 4, wherein the period of time is selected in dependence upon the pulse-interval ratio of the timing pulses.
6. A method as claimed in any one of the preceding claims, wherein the timing-pulse frequency is fixed.
7. A method as claimed in Claim 6, wherein the timing- pulse frequency is about 23 Hz.
8. A method as claimed in any one of claims 1 to 3, wherein the timing-pulse frequency is selected in dependence upon the ambient temperature.
9. A method as claimed in any of the preceding claims, wherein the timing-pulse width is selected in dependence upon the ambient temperature.
10. A method as claimed in any of the preceding claims when carried out in the engine compartment or the interior of a motor vehicle.
11. A method as claimed in claim 10 in which the fan is associated with a heat exchanger of a cooling circuit of a water-cooled internal combustion engine of a motor vehicle.
12. A method of ventilation or heat transfer using a motorised fan in which the fan motor is protected substantially as described herein.
13. Ventilation or heat transfer apparatus having a fan motor provided with protection means adapted to operate in accordance with the method of any one of the preceding claims.
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| DE19863612140 DE3612140A1 (en) | 1986-04-10 | 1986-04-10 | METHOD FOR VENTILATING A ROOM |
Publications (3)
| Publication Number | Publication Date |
|---|---|
| GB8708383D0 GB8708383D0 (en) | 1987-05-13 |
| GB2190807A true GB2190807A (en) | 1987-11-25 |
| GB2190807B GB2190807B (en) | 1990-04-18 |
Family
ID=6298423
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| GB8708383A Expired - Lifetime GB2190807B (en) | 1986-04-10 | 1987-04-08 | Method of ventilation or heat transfer |
Country Status (4)
| Country | Link |
|---|---|
| DE (1) | DE3612140A1 (en) |
| ES (1) | ES2005141A6 (en) |
| FR (1) | FR2597167B1 (en) |
| GB (1) | GB2190807B (en) |
Cited By (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| GB2227135A (en) * | 1988-11-23 | 1990-07-18 | Eberspaecher J | Motor vehicle heater with monitor for fan motor |
| GB2264825A (en) * | 1989-04-28 | 1993-09-08 | Riken Kk | Electric motor control circuit. |
| GB2232255B (en) * | 1989-04-28 | 1994-02-02 | Riken Kk | Automatic window/door system |
| GB2329771A (en) * | 1997-09-30 | 1999-03-31 | Siemens Ag | Detection and stopping of a blocked or overloaded permanently excited direct current motor |
| DE102017218861A1 (en) * | 2017-10-23 | 2019-04-25 | Audi Ag | Circuit arrangement and motor vehicle |
Families Citing this family (18)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE3906159A1 (en) * | 1989-02-28 | 1990-08-30 | Happel Gmbh & Co | ACTUATING DEVICE FOR THE BLADES OF AN AIR HEATING, AIR COOLING, OR VENTILATION DEVICE |
| DE3928114C2 (en) * | 1989-08-25 | 1994-02-10 | Webasto Ag Fahrzeugtechnik | Method for controlling a combustion air blower driven by a motor for a heater |
| DE3935593A1 (en) * | 1989-10-26 | 1991-05-02 | Hella Kg Hueck & Co | METHOD AND DEVICE FOR REGULATING THE INTERIOR TEMPERATURE OF MOTOR VEHICLES |
| DE3935592A1 (en) * | 1989-10-26 | 1991-05-02 | Hella Kg Hueck & Co | METHOD AND DEVICE FOR REGULATING THE INTERIOR TEMPERATURE OF MOTOR VEHICLES |
| DE4007699A1 (en) * | 1990-03-10 | 1991-09-12 | Hella Kg Hueck & Co | Fuel-fired auxiliary heater for motor vehicle - has with pulse-operated blower and burner controlled by variable pulse lengths |
| DE9007510U1 (en) * | 1990-03-23 | 1992-04-30 | Bäumer, Richard, 4542 Tecklenburg | Device for ventilation of rooms |
| DE4115138A1 (en) * | 1991-05-08 | 1992-11-12 | Eberspaecher J | HEATING SYSTEM FOR VEHICLES |
| DE4115141C2 (en) * | 1991-05-08 | 1995-12-07 | Eberspaecher J | Vehicle heating with heat exchanger and associated blower |
| DE4211495C2 (en) * | 1992-04-06 | 1994-10-13 | Goller Albert | Device for turning off the torque of a capacitor motor |
| FR2704330B1 (en) * | 1993-04-23 | 1995-06-23 | Valeo Thermique Habitacle | Method and device for regulating the flow of an air stream. |
| DE4340580C2 (en) * | 1993-11-29 | 2002-10-24 | Siemens Ag | Process for controlling heating and air conditioning devices in motor vehicles |
| DE4408442A1 (en) * | 1994-03-12 | 1995-09-14 | Telefunken Microelectron | Circuit to control speed of universal motor e.g for vehicle air conditioner |
| JPH0835712A (en) * | 1994-07-26 | 1996-02-06 | Fujitsu General Ltd | Controller for air conditioner |
| JPH0835713A (en) * | 1994-07-26 | 1996-02-06 | Fujitsu General Ltd | Method and apparatus for controlling air conditioner |
| DE19637631A1 (en) * | 1996-09-16 | 1998-04-02 | Bosch Gmbh Robert | Arrangement for the detection of pinching situations in electrical drives |
| DE19743234C2 (en) * | 1997-09-30 | 2001-09-20 | Tyco Electronics Logistics Ag | Method for detecting and switching off a blocked or overloaded permanent magnet DC motor |
| DE102006049889A1 (en) * | 2006-10-23 | 2008-04-24 | Robert Bosch Gmbh | Electric motor's failure recognizing method, involves producing induced voltage through switching-off of motor, and measuring and examining induced voltage whether induced voltage falls below given threshold value in switching-off phase |
| CN106382243B (en) * | 2016-11-01 | 2019-02-05 | 爱美达（上海）热能系统有限公司 | Fan air volume compensation algorithm based on constant back electromotive force control |
Citations (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| GB1312693A (en) * | 1969-09-27 | 1973-04-04 | Papst Motoren Kg | Cooling devices incorporating fans |
| US4097789A (en) * | 1975-04-26 | 1978-06-27 | Papst-Motoren Kg | Rotation-supervised d-c fan or blower system |
| GB2071875A (en) * | 1980-03-13 | 1981-09-23 | Dataface Systems Ltd | Control of dc motor speed |
| EP0055988A2 (en) * | 1981-01-07 | 1982-07-14 | Doehler, Peter, Dipl.-Kfm. | Circuit for regulating the number of revolutions of separately excited direct current motors |
| GB2109595A (en) * | 1981-11-10 | 1983-06-02 | Citizen Watch Co Ltd | Dc motor speed control circuits |
Family Cites Families (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE2320531B2 (en) * | 1973-04-21 | 1977-08-04 | Stenzel, Otto Walter, Dr.-Ing., 3003 Ronnenberg | METHOD AND DEVICE FOR REGULATING THE TEMPERATURE OF INTERIORS |
| DE3218594A1 (en) * | 1982-05-17 | 1983-12-22 | Braun Ag, 6000 Frankfurt | ELECTRONIC SWITCHING POWER SUPPLY |
-
1986
- 1986-04-10 DE DE19863612140 patent/DE3612140A1/en active Granted
-
1987
- 1987-04-08 GB GB8708383A patent/GB2190807B/en not_active Expired - Lifetime
- 1987-04-09 ES ES878701037A patent/ES2005141A6/en not_active Expired
- 1987-04-10 FR FR878705164A patent/FR2597167B1/en not_active Expired - Lifetime
Patent Citations (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| GB1312693A (en) * | 1969-09-27 | 1973-04-04 | Papst Motoren Kg | Cooling devices incorporating fans |
| US4097789A (en) * | 1975-04-26 | 1978-06-27 | Papst-Motoren Kg | Rotation-supervised d-c fan or blower system |
| GB2071875A (en) * | 1980-03-13 | 1981-09-23 | Dataface Systems Ltd | Control of dc motor speed |
| EP0055988A2 (en) * | 1981-01-07 | 1982-07-14 | Doehler, Peter, Dipl.-Kfm. | Circuit for regulating the number of revolutions of separately excited direct current motors |
| GB2109595A (en) * | 1981-11-10 | 1983-06-02 | Citizen Watch Co Ltd | Dc motor speed control circuits |
Cited By (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| GB2227135A (en) * | 1988-11-23 | 1990-07-18 | Eberspaecher J | Motor vehicle heater with monitor for fan motor |
| GB2227135B (en) * | 1988-11-23 | 1993-01-06 | Eberspaecher J | Motor vehicle heater |
| GB2264825A (en) * | 1989-04-28 | 1993-09-08 | Riken Kk | Electric motor control circuit. |
| GB2264825B (en) * | 1989-04-28 | 1994-01-26 | Riken Kk | Electric motor control circuit |
| GB2232255B (en) * | 1989-04-28 | 1994-02-02 | Riken Kk | Automatic window/door system |
| GB2329771A (en) * | 1997-09-30 | 1999-03-31 | Siemens Ag | Detection and stopping of a blocked or overloaded permanently excited direct current motor |
| DE102017218861A1 (en) * | 2017-10-23 | 2019-04-25 | Audi Ag | Circuit arrangement and motor vehicle |
Also Published As
| Publication number | Publication date |
|---|---|
| GB8708383D0 (en) | 1987-05-13 |
| FR2597167B1 (en) | 1990-11-23 |
| FR2597167A1 (en) | 1987-10-16 |
| DE3612140A1 (en) | 1987-10-15 |
| GB2190807B (en) | 1990-04-18 |
| DE3612140C2 (en) | 1989-03-02 |
| ES2005141A6 (en) | 1989-03-01 |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PCNP | Patent ceased through non-payment of renewal fee |
Effective date: 19940408 |