JP2007211590A - Control device of cooling device for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a control device of a cooling device for a vehicle which operates an engine-driven fan and motor-driven fan to which driving force is imparted from an output shaft in an in-vehicle internal combustion engine through the mode of reducing fuel consumption. <P>SOLUTION: When voltage of a battery exceeds a threshold voltage X (Step S30: YES), the target rotation speed of a motor-driven fan is increased and that of an engine-driven fan is reduced according to the voltage of a battery (Step S32). When the voltage of a battery is larger than the lower limit voltage Y and not higher than the threshold voltage X and when the switching frequency of a regulator is a predetermined frequency Z or lower (Step S36: YES), the target rotation speed of a motor-driven fan is increased and that of an engine-driven fan is reduced according to the frequency of a regulator (Step S36). <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to a control device for a vehicular cooling device applied to a vehicular cooling device including an engine-driven fan to which a driving force is applied from an output shaft of an in-vehicle internal combustion engine and an electric fan.

As this type of vehicle cooling device, for example, as shown in Patent Document 1 below, the amount of torque transmitted from the output shaft of the internal combustion engine to the engine driven fan is the rear air temperature of the radiator. It has also been proposed to use what is mechanically controlled accordingly. In this cooling device, the amount of cooling by the engine-driven fan can be mechanically changed according to the air temperature behind the radiator. Further, in this cooling device, the rotation speed of the internal combustion engine is equal to or lower than a predetermined rotation speed (for example, “1000 rpm”), and the cooling water temperature of the internal combustion engine is equal to or higher than a predetermined temperature (for example, “80 ° C.”). Sometimes it drives an electric fan. A desired amount of cooling is ensured by cooperation between the engine-driven fan and the electric fan according to such an aspect.
JP 2000-186553 A

  By the way, in general, charging of the in-vehicle battery is performed by an alternator to which driving force is applied from the output shaft of the internal combustion engine. When the driving force of the internal combustion engine is converted into electric energy by the alternator, or when the electric energy is converted into the driving force of the electric fan, a loss is accompanied. For this reason, the amount of fuel of the internal combustion engine that generates electric power consumed when obtaining a desired cooling amount by the electric fan is the amount of fuel of the internal combustion engine consumed to obtain the desired cooling amount by the engine driven fan. Tend to be more. Therefore, as in the cooling device described in Patent Document 1, it is possible to secure a desired cooling amount by driving the electric fan based on the rotational speed of the internal combustion engine. From the viewpoint of reduction, the control was not efficient. As described above, the cooling device still has room for improvement from the viewpoint of reducing fuel consumption.

  In addition to the cooling device described in Patent Document 1, a vehicle cooling device including an engine-driven fan to which a driving force is applied from an output shaft of an in-vehicle internal combustion engine and an electric fan is used. Such a situation that leaves room for improvement in the operation mode with respect to the reduction of the amount is also generally common.

  The present invention has been made in view of the above circumstances, and an object of the present invention is to provide an electric fan and an in-vehicle internal combustion engine in a mode of further reducing fuel consumption while ensuring a required cooling amount. An object of the present invention is to provide a control device for a vehicular cooling device that operates an engine-driven fan to which driving force is applied from an output shaft.

  In the following, means for achieving the above object and its effects are described.

  According to the first aspect of the present invention, when the switching frequency of the regulator that controls the power generation amount of the alternator to which the rotational force is applied from the output shaft of the internal combustion engine is equal to or lower than a predetermined frequency, the target rotation of the electric fan It is characterized by comprising changing means for increasing the speed and decreasing the target rotational speed of the engine driven fan.

  In the above configuration, when the switching frequency of the alternator is low, the load applied to the output shaft of the on-vehicle internal combustion engine does not increase even if the power generation amount of the alternator is increased. In this regard, in the above-described configuration, it is possible to reduce the load applied to the output shaft of the internal combustion engine by increasing the target rotational speed of the electric fan and decreasing the target rotational speed of the engine-driven fan under such circumstances. As a result, the fuel consumption of the internal combustion engine can be reduced while ensuring the required cooling amount.

  According to a second aspect of the present invention, in the first aspect of the invention, when the change means has a detected value of the voltage of the in-vehicle battery charged by the alternator being equal to or higher than a predetermined voltage value, the electric fan The target rotational speed of the engine-driven fan is increased and the target rotational speed of the engine-driven fan is decreased.

  In the above configuration, when the detected value of the voltage of the in-vehicle battery is high, the in-vehicle battery is charged with excess power. In this regard, according to the above-described configuration, the load applied to the output shaft of the internal combustion engine is reduced by increasing the target rotational speed of the electric fan and decreasing the target rotational speed of the engine-driven fan under such circumstances. As a result, the fuel consumption of the internal combustion engine can be reduced.

  According to a third aspect of the present invention, when the detected value of the voltage of the in-vehicle battery charged by the alternator is greater than or equal to a predetermined voltage value, the target rotational speed of the electric fan is increased and the engine drive It is provided with the change means to reduce the target rotational speed of a fan.

  In the above configuration, when the detected value of the voltage of the in-vehicle battery is high, the in-vehicle battery is charged with excess power. In this regard, according to the above-described configuration, the load applied to the output shaft of the internal combustion engine is reduced by increasing the target rotational speed of the electric fan and decreasing the target rotational speed of the engine-driven fan under such circumstances. As a result, the fuel consumption of the internal combustion engine can be reduced.

  According to a fourth aspect of the present invention, in the invention according to any one of the first to third aspects, the setting means is based on at least one of a cooling water temperature of the in-vehicle internal combustion engine and an operating state of the vehicle air conditioner. A target rotational speed of the engine driven fan is set.

  In the above configuration, the target rotational speed of the engine-driven fan is set based on the temperature of the cooling water in the in-vehicle internal combustion engine and the operating state of the vehicle air conditioner, so that the cooling request for cooling water and the cooling request for the condenser of the air conditioner are met Can respond appropriately.

  According to a fifth aspect of the present invention, in the invention according to any one of the first to fourth aspects, the setting means is based on at least one of a cooling water temperature of the in-vehicle internal combustion engine and an operating state of the vehicle air conditioner. The target rotational speed of the electric fan is set.

  In the above configuration, the target rotational speed of the electric fan is set based on the temperature of the cooling water in the onboard internal combustion engine and the operating state of the vehicle air conditioner, so that it is appropriate for the cooling water cooling request and the cooling request of the condenser of the air conditioner. Can respond.

  Hereinafter, an embodiment of a vehicular cooling device according to the present invention will be described with reference to the drawings.

  FIG. 1 shows a part of the configuration of the vehicle. As shown in the figure, the driving force of the crankshaft 4 that is the output shaft of the internal combustion engine 2 is applied to the alternator 10 via the crank pulley 6 and the belt 8. The alternator 10 is a generator that converts the driving force of the crankshaft 4 of the internal combustion engine 2 into electric power. The electric power generated by the alternator 10 is charged to the battery 14 via the regulator 12.

  The driving force of the crankshaft 4 is applied to the power transmission device 22 via the crank pulley 6 and the belt 20. The power transmission device 22 applies a driving force transmitted through the belt 20 to the engine-driven fan 24. The engine-driven fan 24 cools the radiator 30 in which the cooling water in the internal combustion engine 2 circulates, the condenser 32 of the air conditioner of the vehicle, and the like. Further, the vehicle includes an electric fan 34 driven by a motor 33 as a fan for cooling the radiator 30, the condenser 32, and the like. Incidentally, the engine-driven fan 24 and the electric fan 34 have a fan shape that cooperates to generate an airflow in a certain direction (direction indicated by a broken line in the figure).

  FIG. 2 shows the structure of the engine-driven fan 24 and the power transmission device 22.

  As illustrated, the power transmission device 22 includes a first rotating body 40 that rotates integrally with the crankshaft 4 shown in FIG. 1 and a second rotating body that is coupled to the engine-driven fan 24. 42. The first rotating body 40 is provided with a drive disk 41, and the second rotating body 42 is provided with a drive disk 43. The driving force of the first rotating body 40 is transmitted to the second rotating body 42 by the high viscosity oil filled between the drive disk 41 and the drive disk 43.

  The amount of oil filling between the drive disk 41 and the drive disk 43 is adjusted by an electromagnetic solenoid 46. That is, as shown in FIG. 2A, the oil 44 does not flow between the drive disk 41 and the drive disk 43 when the valve 48 is not attracted by the electromagnetic solenoid 46. On the other hand, as shown in FIG. 2B, when the valve 48 is attracted by the electromagnetic solenoid 46, the oil 44 flows between the drive disk 41 and the drive disk 43. The oil filling amount between the drive disk 41 and the drive disk 43 is adjusted by the opening area between the drive disk 41 and the drive disk 43 and the oil chamber 49. That is, the amount of oil 44 filled between the drive disk 41 and the drive disk 43 can be adjusted by the amount of suction of the valve 48 by the electromagnetic solenoid 46.

  The cooling amount (specifically, the rotational speed) by the electric fan 34 shown in FIG. 1 and the cooling amount (specifically, the rotational speed) by the engine-driven fan 24 are controlled by the engine management system 50. Is done. Specifically, the engine management system 50 controls the amount of cooling by the electric fan 34 by operating electric power supplied from the battery 14 to the electric fan 34. Further, by operating the electromagnetic solenoid 46 of the power transmission device 22 by the engine management system 50, the transmission amount of the driving force from the crankshaft 4 to the engine driven fan 24 is adjusted, and consequently the engine driven fan. The amount of cooling by 24 is controlled.

  The engine management system 50 includes a central processing unit and a memory. The detection value of the water temperature sensor 52 that detects the temperature of the cooling water of the internal combustion engine 2, the detection value of the vehicle speed sensor 54 that detects the traveling speed of the vehicle, and the detection of the crank angle sensor 56 that detects the rotation angle of the crankshaft 4. Value, a detection value of the fan rotation sensor 58 that detects the rotation speed of the engine driven fan 24, an output of the regulator 12, an output of the battery 14, and the like, and various controls are performed based on this.

  Here, control of the power generation amount of the alternator 10 by cooperation of the engine management system 50 and the regulator 12 will be described first.

  FIG. 3 shows a functional block diagram of processing related to the control of the power generation amount of the alternator 10 among the processing performed by the engine management system 50 and the regulator 12.

  In the battery temperature estimation unit B2, the time from when the start switch (ignition switch) of the internal combustion engine 2 is turned off to when it is turned on, the rotational speed of the alternator 10, the detection value of the vehicle speed sensor 54, the detection of the water temperature sensor 52 Based on the value or the like, the temperature of the battery 14 is estimated. In view of the fact that the flow rate of air blown to the alternator 10 increases as the speed of the vehicle increases and the cooling of the alternator 10 is promoted, the detected value of the vehicle speed sensor 54 grasps the amount of cooling by the outside air of the alternator 10. Used for. The rotation speed of the alternator 10 is calculated from the rotation ratio between the crankshaft 4 and the input shaft of the alternator 10 and the rotation speed of the crankshaft 4.

  The target value calculation unit B4 determines the first target value of the voltage of the battery 14 according to the temperature of the battery 14 estimated by the battery temperature estimation unit B2 and the operating state of the electric actuator such as a throttle valve or a fuel pump. Is calculated. The first target value is set so as to be slightly surplus than the target value corresponding to the temperature of the battery 14.

  The generated current estimation unit B6 estimates the generated current amount of the alternator 10 according to the rotation speed of the alternator 10 and the switching frequency of the regulator 12.

  The target value calculation unit B8 calculates a second target value of the voltage of the battery 14 according to the estimated amount of generated current. Note that this second target value is also set to be a slightly surplus value than the target value commensurate with the amount of generated current.

  The adjustment voltage calculation unit B10 calculates an adjustment voltage, which is a command value for the voltage of the battery 14, based on the first target value and the second target value. This adjusted voltage is output to the regulator 12.

  The battery temperature estimation unit B2, the target value calculation unit B4, the generated current estimation unit B6, the target value calculation unit B8, and the adjustment voltage calculation unit B10 are processes performed by the engine management system 50.

  The feedback amount calculation unit B12 calculates the feedback amount based on the difference between the adjustment voltage and the actual voltage of the battery 14.

  The duty conversion unit B14 converts the feedback amount calculated by the feedback amount calculation unit B12 into a ratio (Duty) of the on time to the switching period of the switching element in the regulator 12.

  Next, the control of the cooling amount of the engine driven fan 24 and the electric fan 34 by the engine management system 50 will be described in detail.

  FIG. 4 shows a procedure of processing related to the operation of the engine driven fan 24. This process is repeatedly executed by the engine management system 50, for example, at a predetermined cycle.

  In this series of processes, first, in step S10, a target rotational speed is calculated based on the cooling water temperature detected by the water temperature sensor 52 and the operating state of the air conditioner. Here, the cooling water temperature is a parameter for determining a cooling request for cooling water, and the higher the cooling water temperature, the greater the degree of cooling request. The operating state of the air conditioner is a parameter that determines the cooling requirement of the condenser 32. In calculating the target rotational speed, the temperature of the member that is desired to be cooled by the engine driven fan 24, such as using the temperature of the lubricating oil of the AT when the internal combustion engine 2 is connected to the automatic transmission (AT). Other parameters having a correlation may be further used.

  In the subsequent step S12, the rotational speed of the engine driven fan 24 detected by the fan rotation sensor 58 is captured. In subsequent step S14, a feedback correction amount is calculated based on the difference between the target rotational speed calculated in step S10 and the actual rotational speed acquired in step S12. In step S16, the feedback amount calculated in step S14 is converted into the duty of the energization operation for the electromagnetic solenoid 46, and the electromagnetic solenoid 46 is operated based on the converted duty.

  FIG. 5 shows a procedure of processing related to the operation of the electric fan 34. This process is repeatedly executed by the engine management system 50, for example, at a predetermined cycle.

  In this series of processes, first, in step S20, the target rotational speed is calculated based on the cooling water temperature detected by the water temperature sensor 52 and the operating state of the air conditioner. Again, the cooling water temperature is a parameter for determining the cooling request for cooling water, and the operating state of the air conditioner is a parameter for determining the cooling request for the condenser 32. When calculating the target rotational speed, the temperature of the member that is desired to be cooled by the electric fan 34, such as using the temperature of the lubricating oil of the AT when the internal combustion engine 2 is connected to the automatic transmission (AT). Other parameters having a correlation may be further used.

  In subsequent step S22, the target rotational speed calculated in step S20 is converted into a duty of an energization operation for the motor 33 of the electric fan 34, and the motor 33 is operated based on the converted duty.

  The setting of the target rotational speed by the processing shown in FIGS. 4 and 5 basically uses the cooling by the engine driven fan 24 and the fuel consumption is basically lower than the cooling using the electric fan 34. In view of the small number, it is desirable that the cooling by the engine driven fan 24 be prioritized.

  FIG. 6 shows a processing procedure for changing the target rotational speed determined by the previous FIGS. 4 and 5 from the viewpoint of reducing the fuel consumption. This process is repeatedly executed by the engine management system 50, for example, at a predetermined cycle.

  In this series of processing, first, in step S30, it is determined whether or not the detected value of the voltage of the battery 14 exceeds the threshold voltage X. This process is to determine whether or not excess power is stored in the battery 14. Here, the threshold voltage X is set to a value equal to or higher than the adjustment voltage calculated by the adjustment voltage calculation unit B10 of FIG.

  When it is determined that the detected voltage value of the battery 14 exceeds the threshold voltage X, the process proceeds to step S32. In step S32, the target rotational speed of the electric fan 34 is increased and the target rotational speed of the engine driven fan 24 is decreased in accordance with the degree of exceeding the threshold voltage X. This process is performed from the viewpoint that when the battery 14 stores surplus power, the fuel consumption is reduced by using the electric fan 34.

  When a negative determination is made in step S30 or when an affirmative determination is made in step S34, the process proceeds to step S34. In step S34, it is determined whether or not the voltage of the battery 14 is higher than the lower limit voltage Y and lower than or equal to the threshold voltage X and the switching frequency of the regulator 12 is lower than or equal to a predetermined frequency Z. Here, the lower limit voltage Y is set to a value equal to or higher than the lower limit value of the voltage required for the battery 14. Incidentally, in order for the target value calculation units B4 and B8 to calculate the surplus target value, the adjustment voltage is usually set higher than the lower limit value. Further, when the frequency Z is equal to or less than the frequency Z, the frequency is set to be equal to or less than the upper limit value of the frequency that does not increase the load applied to the crankshaft 4 even if the power generation amount of the alternator 10 is increased by increasing the switching frequency. ing.

  If a positive determination is made in step S34, the process proceeds to step S36. In step S36, the target rotational speed of the electric fan 34 is increased and the target rotational speed of the engine driven fan 24 is decreased according to the degree below the frequency Z. This processing is performed from the viewpoint that when the electric power generation amount of the alternator 10 can be increased without increasing the load applied to the crankshaft 4, the fuel consumption is reduced by using the electric fan 34. Is to be made.

  When a negative determination is made in step S34 or when the process of step S36 is completed, this series of processes is temporarily terminated.

  According to the embodiment described in detail above, the following effects can be obtained.

  (1) When the switching frequency of the regulator 12 is equal to or lower than the predetermined frequency Z, the target rotational speed of the electric fan 34 is increased and the target rotational speed of the engine driven fan 24 is decreased. As a result, it is possible to reduce the load applied to the crankshaft 4 of the internal combustion engine 2 while ensuring the required cooling amount, thereby reducing the fuel consumption of the internal combustion engine 2.

  (2) When the detected value of the voltage of the battery 14 is equal to or higher than the threshold voltage X, the target rotational speed of the electric fan 34 is increased and the target rotational speed of the engine driven fan 24 is decreased. As a result, it is possible to reduce the load applied to the crankshaft 4 of the internal combustion engine 2 while ensuring the required cooling amount, thereby reducing the fuel consumption of the internal combustion engine 2.

  (3) By setting the target rotational speed of the engine-driven fan 24 based on the temperature of the cooling water of the internal combustion engine 2 and the operating state of the air conditioner, it is possible to appropriately respond to the cooling request of the radiator 30 and the condenser 32. .

  (4) By setting the target rotational speed of the electric fan 34 based on the temperature of the cooling water of the internal combustion engine 2 and the operating state of the air conditioner, it is possible to appropriately respond to the cooling request of the radiator 30 and the condenser 32.

(Other embodiments)
In the above embodiment, the target rotational speed of the engine-driven fan 24 and the electric fan 34 is calculated according to the temperature of the cooling water and the operating condition of the air conditioner, but is not limited thereto. For example, any one of these may be sufficient. Further, the target rotational speed may be set by a parameter having a correlation with the cooling request by the engine driven fan 24 or the electric fan 34 without using these parameters.

  In the process shown in step S30 of FIG. 6 above, the condition that the switching frequency of the regulator 12 is equal to or lower than a predetermined frequency Z may be included.

The figure which shows the whole structure of the engine system concerning one Embodiment. Sectional drawing which shows the cross-sectional structure of the engine drive type fan of the embodiment. The functional block diagram regarding the electric power generation process of an alternator. The flowchart which shows the procedure of operation of an engine drive type fan. The flowchart which shows the procedure of operation of an electric fan. The flowchart which shows the process sequence concerning the change of the target rotational speed of an engine drive type fan and an electric fan.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 2 ... Internal combustion engine, 4 ... Crankshaft, 10 ... Alternator, 14 ... Battery, 22 ... Power transmission device, 24 ... Engine drive fan, 30 ... Radiator, 32 ... Condenser, 34 ... Electric fan, 50 ... Engine management system (One Embodiment of the control apparatus of the cooling device for vehicles).

Claims (5)

The driving force of the rotating body that rotates integrally with the output shaft of the in-vehicle internal combustion engine is transmitted via the viscous fluid, and the amount of the viscous fluid that contributes to the transmission of the driving force of the rotating body is electrically operated. Setting means for setting each target rotational speed of the engine-driven fan and the electric fan, which is applied to a cooling device for a vehicle including an engine-driven fan whose rotational speed is controlled and an electric fan. A control device for a vehicular cooling device comprising: an operation unit that operates the engine-driven fan and the electric fan according to the target rotational speed;
When the switching frequency of the regulator that controls the amount of power generated by the alternator to which rotational force is applied from the output shaft of the internal combustion engine is equal to or lower than a predetermined frequency, the target rotational speed of the electric fan is increased, and A control device for a vehicular cooling device, comprising changing means for reducing a target rotational speed of an engine-driven fan.   The changing means increases the target rotational speed of the electric fan when the detected value of the voltage of the in-vehicle battery charged by the alternator is equal to or higher than a predetermined voltage value, and 2. The control device for a vehicular cooling device according to claim 1, wherein the target rotation speed is reduced. The driving force of the rotating body that rotates integrally with the output shaft of the in-vehicle internal combustion engine is transmitted via the viscous fluid, and the amount of the viscous fluid that contributes to the transmission of the driving force of the rotating body is electrically operated. Setting means for setting each target rotational speed of the engine-driven fan and the electric fan, which is applied to a cooling device for a vehicle including an engine-driven fan whose rotational speed is controlled and an electric fan. A control device for a vehicular cooling device comprising: an operation unit that operates the engine-driven fan and the electric fan according to the target rotational speed;
When the detected value of the voltage of the in-vehicle battery charged by the alternator is equal to or higher than a predetermined voltage value, the target rotational speed of the electric fan is increased and the target rotational speed of the engine-driven fan is decreased A control device for a vehicular cooling device, characterized by comprising a changing means.   The said setting means sets the target rotational speed of the said engine drive type fan based on at least one of the temperature of the cooling water of the said vehicle-mounted internal combustion engine, and the operating state of the vehicle air conditioner. 4. The control device for a vehicle cooling device according to any one of 3 above.   The said setting means sets the target rotational speed of the said electric fan based on at least one of the temperature of the cooling water of the said vehicle-mounted internal combustion engine, and the operating state of the vehicle air conditioner. The control apparatus of the cooling device for vehicles in any one of.

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