GB2419690A - A control system for an engine cooling fan with a fluid coupling - Google Patents

A control system for an engine cooling fan with a fluid coupling Download PDF

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Publication number
GB2419690A
GB2419690A GB0424104A GB0424104A GB2419690A GB 2419690 A GB2419690 A GB 2419690A GB 0424104 A GB0424104 A GB 0424104A GB 0424104 A GB0424104 A GB 0424104A GB 2419690 A GB2419690 A GB 2419690A
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GB
United Kingdom
Prior art keywords
fan
coupling
speed
engine
signal
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
Application number
GB0424104A
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GB2419690B (en
GB0424104D0 (en
Inventor
William Richard Hutchins
Benedict Charles Wicksteed
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Ford Global Technologies LLC
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Ford Global Technologies LLC
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Filing date
Publication date
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Priority to GB0424104A priority Critical patent/GB2419690B/en
Publication of GB0424104D0 publication Critical patent/GB0424104D0/en
Publication of GB2419690A publication Critical patent/GB2419690A/en
Application granted granted Critical
Publication of GB2419690B publication Critical patent/GB2419690B/en
Anticipated expiration legal-status Critical
Expired - Fee Related legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P7/00—Controlling of coolant flow
    • F01P7/02—Controlling of coolant flow the coolant being cooling-air
    • G—PHYSICS
    • G05—CONTROLLING; REGULATING
    • G05D—SYSTEMS FOR CONTROLLING OR REGULATING NON-ELECTRIC VARIABLES
    • G05D23/00—Control of temperature
    • G05D23/19—Control of temperature characterised by the use of electric means
    • G05D23/1902—Control of temperature characterised by the use of electric means characterised by the use of a variable reference value
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P7/00—Controlling of coolant flow
    • F01P7/02—Controlling of coolant flow the coolant being cooling-air
    • F01P7/04—Controlling of coolant flow the coolant being cooling-air by varying pump speed, e.g. by changing pump-drive gear ratio
    • F01P7/042—Controlling of coolant flow the coolant being cooling-air by varying pump speed, e.g. by changing pump-drive gear ratio using fluid couplings
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D33/00—Rotary fluid couplings or clutches of the hydrokinetic type
    • F16D33/06—Rotary fluid couplings or clutches of the hydrokinetic type controlled by changing the amount of liquid in the working circuit
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D48/00—External control of clutches
    • F16D48/06—Control by electric or electronic means, e.g. of fluid pressure
    • G—PHYSICS
    • G05—CONTROLLING; REGULATING
    • G05D—SYSTEMS FOR CONTROLLING OR REGULATING NON-ELECTRIC VARIABLES
    • G05D13/00—Control of linear speed; Control of angular speed; Control of acceleration or deceleration, e.g. of a prime mover
    • G05D13/02—Details
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/10—System to be controlled
    • F16D2500/104—Clutch
    • F16D2500/10406—Clutch position
    • F16D2500/10418—Accessory clutch, e.g. cooling fan, air conditioning
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/10—System to be controlled
    • F16D2500/104—Clutch
    • F16D2500/10443—Clutch type
    • F16D2500/10487—Fluid coupling
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/30—Signal inputs
    • F16D2500/304—Signal inputs from the clutch
    • F16D2500/3041—Signal inputs from the clutch from the input shaft
    • F16D2500/30415—Speed of the input shaft
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/30—Signal inputs
    • F16D2500/306—Signal inputs from the engine
    • F16D2500/3064—Temperature of the engine
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/30—Signal inputs
    • F16D2500/308—Signal inputs from the transmission
    • F16D2500/30802—Transmission oil properties
    • F16D2500/30803—Oil temperature
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/30—Signal inputs
    • F16D2500/312—External to the vehicle
    • F16D2500/3121—Ambient conditions, e.g. air humidity, air temperature, ambient pressure
    • F16D2500/3122—Ambient temperature
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/30—Signal inputs
    • F16D2500/316—Other signal inputs not covered by the groups above
    • F16D2500/3161—Signal providing information about the state of engine accessories
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/70—Details about the implementation of the control system
    • F16D2500/704—Output parameters from the control unit; Target parameters to be controlled
    • F16D2500/70422—Clutch parameters
    • F16D2500/70438—From the output shaft
    • F16D2500/70442—Output shaft speed

Landscapes

  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Automation & Control Theory (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Fluid Mechanics (AREA)
  • Air-Conditioning For Vehicles (AREA)
  • Control Of Positive-Displacement Air Blowers (AREA)

Abstract

A control system for an engine cooling fan which is mechanically driven by the engine through a viscous coupling. The viscous coupling is electrically controlled by means of a fan controller which controls the coupling torque by comparing an actual fan speed signal with a required fan speed signal. The control system generates a fan demand signal according to the cooling demands of the engine as determined by an engine control unit (ECU) in accordance with signals representing ambient temperature and coolant temperature and according to additional cooling demands such as the vehicle air conditioning and transmission oil cooler. The fan demand signal is moderated by a moderator (e.g. look-up table or map) which calculates the required fan speed (no) from instantaneous values of the fan demand signal (df) and the coupling input speed (ni). The demands of fan speed are kept close to the speeds that can be matched by the coupling so that a reduction in engine speed, particularly a return from a cruise speed to an idle speed, does not result in a rapid filling of the coupling.

Description

Motor Vehicles This invention relates to motor vehicles and in particular
such vehicles which include an engine cooling fan which is mechanically driven by the engine through a viscous coupling having a coupling torque which is electrically controllable.
Electrically controllable viscous couplings are known, e.g. from US-A4228880. Such couplings have a working chamber and a reservoir. The volume of viscous fluid in the working chamber determines the torque that can be transmitted. Fluid is transferred from the working chamber to the reservoir by centrifugal force while fluid is returned by a pump which is driven by the slip between the fan input and fan output. The control of this type of coupling is by a pulse-width modulated valve, e.g. as described in US-A-6079536. This shows a control system which generates a fan demand signal according to the cooling demands of the engine as determined by an engine control unit in accordance with signals representing ambient temperature and coolant temperature. Indeed, since the fan is required to cool other underbonnet units such as a charge air cooler, engine oil cooler or an air conditioning condenser, the fan demand signal is determined from the maximal requirement.
However, in a passenger vehicle, there is also a requirement for vehicle refinement and the reduction of noise. Typically, the noise of the fan becomes intrusive above about 1500 RPM fan speed. Control system which generates a fan demand signal according to the cooling demands as described above often cause unnecessary fluid filling of the coupling such that excess fan noise can easily be generated. This is recognised to some extent in the abovementioned US-A-6079536 by modifying the fan demand signal according to the outside air temperature, the road speed and the engine speed.
Unfortunately, the response characteristics of the viscous coupling are such that there can be areas of operation where it fails to change the slip speed quickly enough to avoid noise. This is particularly the case at or near engine idling speed when the coupling is unable pump out fluid at a sufficient rate.
The present invention seeks to overcome or alleviate the problems associated with the known type of fan control.
According to one aspect of the invention there is provided a control system for an engine cooling fan which is mechanically driven by the engine through a viscous coupling of the kind in which the volume of a viscous fluid in a working chamber is varied to vary the torque that can be transmitted, the coupling being electrically controllable by means of a fan controller which controls the volume by comparing an actual fan speed signal and a required fan speed signal, the control system generating a fan demand signal according to the cooling demands of the engine, the fan demand signal being moderated to produce a required fan speed signal by a moderator which calculates the required fan speed from instantaneous values of the fan demand signal and the input speed of the coupling.
The invention also provides, according to another aspect thereof, a method of controlling an engine cooling fan which is mechanically driven by the engine through a viscous coupling of the kind in which the volume of a viscous fluid in a working chamber is varied to vary the torque that can be transmitted, the coupling being electrically controllable by means of a fan controller which controls the volume by comparing an actual fan speed signal and a required fan speed signal, the method comprising the steps of generating a fan demand signal according to the cooling demands of the engine and moderating the fan demand signal to produce a required fan speed signal by a moderator which calculates the required fan speed from instantaneous values of the fan demand signal and the input speed of the coupling.
Preferably the required fan speed signal generated by the moderator matches the fill characteristics of the coupling such that a demanded fan speed is close to a speed that can be matched by the coupling. Moreover, the moderator is preferably arranged so that as the input speed is reduced and demand remains constant, the output speed is reduced compared to the fill characteristic of the coupling so that the fill level of the coupling is reduced.
The invention will now be described by way of example and with reference to the accompanying drawings, of which: Fig. 1 is a block diagram of a control system for an engine cooling fan according to the invention: and Fig.2 is a 3-dimensional graph showing the variation of a fan demand signal with varying engine coolant temperature and ambient air temperature as used in the control system shown in Fig.1.
Fig.3 is graph showing the characteristics of a moderator shown in Fig. 1.
Fig.4 is a graph showing the fill characteristics of a viscous fan coupling used with the control system shown in Fig.1.
The control system 11 as illustrated in Fig.1 comprises a number of control units 12, 13, 14, 15 which form part of an engine control unit or ECU (not shown). Control unit 12 receives input signals of engine coolant temperature t and ambient air temperature ta to generate a fan demand signal as illustrated by Fig.2 which is a 3-dimensional graph showing the variation of a fan demand signal df with varying engine coolant temperature t and ambient air temperature ta* Control units 13, 14 and 15 also generate fan demand signals according to the requirements of input signals of air conditioner pressure Pr (unit 13), transmission oil temperature to (unit 14) and engine air intake temperature t (unit 14).
The fan demand signals are fed to a maximal selector stage 16 which outputs a maximal fan demand signal d to a moderator 17 where the fan demand signal is moderated to produce a required fan speed signal n0 which is supplied to a fan controller 18 connected to an electrically controllable viscous coupling 19 of the general type described in US-A4228880. The fan controller 18 controls the volume by comparing an actual fan speed signal and the required fan speed signal no. The moderator 17 calculates the required fan speed n0 from instantaneous values of the fan demand signal d and the engine speed according to a predetermined map of values of fan output speed n0 plotted against fan input speed n1 for different levels of the demand signal df as illustrated in Fig.3. This map is similar to but not exactly the same as the fill characteristics of the viscous coupling 19 which are illustrated in Fig.4 as a map of values of tan output speed n0 plotted against fan input speed ni for different fill levels (%) of the working chamber of the coupling. In Fig.4 the basic characteristics of the coupling are best illustrated by the 5% and 10% fill curves which show how the output speed remains constant once the aerodynamic torque drag of the fan has risen to match the slip torque of the viscous coupling 19. The 20%, 30%, 50% and Max (maximum fill) curves show how valve means incorporated in the coupling itself ensure that the output speed, which is a reflection of the power absorbed, is kept below a level where the working fluid starts to degrade by overheating.
The moderator curves (Fig.3) are calculated arbitrarily using the coupling fill curves (Fig.4) as a basis but with the desire to limit the output speed n0 to keep the noise of the fan to a minimum. In addition, as the input speed is reduced and for a constant demand, the output speed is reduced compared to the fill characteristic of the coupling. This is illustrated by each of the lines of constant demand being arranged to intersect a line of constant fill at a greater slope so that as the input speed reduces (i.e. the engine speed is reduced), the fill level of the coupling is reduced. This means that the demands of fan speed are kept close to the speeds that can be matched by the coupling so that a reduction in engine speed, particularly a return from a cruise speed to an idle speed, does not result in a rapid filling of the coupling 19 as would occur without the moderator 17. This rapid filling of the coupling 19 means that when the engine speed is increased, e.g. the vehicle drives away from rest, the fan speed increases rapidly with engine speed, quickly exceeding the 1500 RPM noise threshold before the fan controller 18 reacts to reduce the fan speed.

Claims (8)

  1. A control system for an engine cooling fan which is mechanically driven by the engine through a viscous coupling of the kind in which the volume of a viscous fluid in a working chamber is varied to vary the torque that can be transmitted, the coupling being electrically controllable by means of a fan controller which controls the volume by comparing an actual fan speed signal and a required fan speed signal, the control system generating a fan demand signal according to the cooling demands of the engine, the fan demand signal being moderated to produce a required fan speed signal by a moderator which calculates the required fan speed from instantaneous values of the fan demand signal and the input speed of the coupling.
  2. 2. A control system according to claim 1 wherein the required fan speed signal generated by the moderator matches the fill characteristics of the coupling such that a demanded fan speed is close to a speed that can be matched by the coupling.
  3. 3. A control system according to claim 2 wherein the moderator is arranged so that, as the input speed is reduced and demand remains constant, the output speed is reduced compared to the fill characteristic of the coupling so that the fill level of the coupling is reduced.
  4. 4. A method of controlling an engine cooling fan which is mechanically driven by the engine through a viscous coupling of the kind in which the volume of a viscous fluid in a working chamber is varied to vary the torque that can be transmitted, the coupling being electrically controllable by means of a fan controller which controls the volume by comparing an actual fan speed signal and a required fan speed signal, the method comprising the steps of generating a fan demand signal according to the cooling demands of the engine and moderating the fan demand signal to produce a required fan speed signal by a moderator which calculates the required fan speed from instantaneous values of the fan demand signal and the input speed of the coupling.
  5. 5. A method according to claim 4 wherein the required fan speed signal generated by the moderator matches the fill characteristics of the coupling such that a demanded fan speed is close to a speed that can be matched by the coupling.
  6. 6. A method according to claim 5 wherein, as the input speed is reduced and demand remains constant, the output speed is reduced compared to the fill characteristic of the coupling so that the fill level of the coupling is reduced.
  7. 7. A control system for an engine cooling fan, the control system being substantially as described herein with reference to the accompanying drawings.
  8. 8. A method of controlling an engine cooling fan substantially as described herein with reference to the accompanying drawings.
GB0424104A 2004-10-30 2004-10-30 Improvements in or relating to the control of an engine cooling fan. Expired - Fee Related GB2419690B (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
GB0424104A GB2419690B (en) 2004-10-30 2004-10-30 Improvements in or relating to the control of an engine cooling fan.

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
GB0424104A GB2419690B (en) 2004-10-30 2004-10-30 Improvements in or relating to the control of an engine cooling fan.

Publications (3)

Publication Number Publication Date
GB0424104D0 GB0424104D0 (en) 2004-12-01
GB2419690A true GB2419690A (en) 2006-05-03
GB2419690B GB2419690B (en) 2009-06-17

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GB0424104A Expired - Fee Related GB2419690B (en) 2004-10-30 2004-10-30 Improvements in or relating to the control of an engine cooling fan.

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Cited By (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102007025727A1 (en) * 2007-06-01 2008-12-04 Audi Ag Method for controlling exhaust for cooling heat exchanger of air conditioning system, involves determining exhaust signal by control equipment for controlling exhaust
GB2453632A (en) * 2007-10-12 2009-04-15 Ford Global Tech Llc Control of a Vehicle Cooling Fan
ITMI20081676A1 (en) * 2008-09-22 2010-03-23 Baruffaldi Spa EQUIPMENT AND PROCEDURE FOR CHECKING THE SPEED OF A DRIVE SHAFT.
CN101545497B (en) * 2009-04-30 2011-05-04 上海大学 Automobile engine cooling fan control system based on four-phase double-wire winding brushless DC motor
CN102979613A (en) * 2011-09-03 2013-03-20 罗伯特·博世有限公司 An apparatus and method for controlling a fan drive of a charge-air cooler for a rail vehicle
WO2015044038A1 (en) * 2013-09-25 2015-04-02 Caterpillar Sarl Engine exhaust gas purifier
CN106762086A (en) * 2017-01-20 2017-05-31 安徽安凯汽车股份有限公司 A kind of pure electric coach cooling fan governing system and its control method
EP3301318A1 (en) * 2016-09-29 2018-04-04 Hitachi Construction Machinery Co., Ltd. Clutch control device for work machine

Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH04284121A (en) * 1991-03-12 1992-10-08 Mazda Motor Corp Cooling fan control device for engine
US5584371A (en) * 1995-08-31 1996-12-17 Eaton Corporation Viscous fan drive system logic

Patent Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH04284121A (en) * 1991-03-12 1992-10-08 Mazda Motor Corp Cooling fan control device for engine
US5584371A (en) * 1995-08-31 1996-12-17 Eaton Corporation Viscous fan drive system logic

Cited By (15)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102007025727B4 (en) * 2007-06-01 2018-01-11 Audi Ag Method for controlling a fan and air conditioning for a vehicle
DE102007025727A1 (en) * 2007-06-01 2008-12-04 Audi Ag Method for controlling exhaust for cooling heat exchanger of air conditioning system, involves determining exhaust signal by control equipment for controlling exhaust
GB2453632B (en) * 2007-10-12 2012-03-07 Ford Global Tech Llc Control of a vehicle cooling fan
GB2453632A (en) * 2007-10-12 2009-04-15 Ford Global Tech Llc Control of a Vehicle Cooling Fan
EP2166248A1 (en) * 2008-09-22 2010-03-24 Baruffaldi S.p.A. Apparatus and method for controlling the speed of rotation of a driven shaft.
ITMI20081676A1 (en) * 2008-09-22 2010-03-23 Baruffaldi Spa EQUIPMENT AND PROCEDURE FOR CHECKING THE SPEED OF A DRIVE SHAFT.
CN101545497B (en) * 2009-04-30 2011-05-04 上海大学 Automobile engine cooling fan control system based on four-phase double-wire winding brushless DC motor
CN102979613A (en) * 2011-09-03 2013-03-20 罗伯特·博世有限公司 An apparatus and method for controlling a fan drive of a charge-air cooler for a rail vehicle
WO2015044038A1 (en) * 2013-09-25 2015-04-02 Caterpillar Sarl Engine exhaust gas purifier
EP3301318A1 (en) * 2016-09-29 2018-04-04 Hitachi Construction Machinery Co., Ltd. Clutch control device for work machine
CN107882894A (en) * 2016-09-29 2018-04-06 日立建机株式会社 The clutch controller of Work machine
US10107341B2 (en) 2016-09-29 2018-10-23 Hitachi Construction Machinery Co., Ltd. Clutch control device for work machine
CN107882894B (en) * 2016-09-29 2019-08-27 日立建机株式会社 The clutch controller of Work machine
CN106762086A (en) * 2017-01-20 2017-05-31 安徽安凯汽车股份有限公司 A kind of pure electric coach cooling fan governing system and its control method
CN106762086B (en) * 2017-01-20 2019-05-10 安徽安凯汽车股份有限公司 A kind of pure electric coach cooling fan speed-regulating system and its control method

Also Published As

Publication number Publication date
GB2419690B (en) 2009-06-17
GB0424104D0 (en) 2004-12-01

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