JP2008517195A - Automotive fan system - Google Patents

Abstract

A control method for operating a fan system is improved.
A fan system for cooling an automotive engine, in particular, comprising at least one fan (1, 2) with a fan motor (1a, 2a), a control device, and an air flap actuator (3, 4), the fan system has a fan control device integrated therein, and the fan control device has one or more fan motors (1a, 2a) and one or more for air flaps. The fan system characterized by controlling the actuators (3, 4).
[Selection] Figure 1

Description

  The present invention relates to a fan system for cooling an automobile engine, in particular, an automobile fan system having at least one fan with a fan motor, a control device and an air flap actuator, and cooling the automobile engine. The present invention relates to a control method for operating a fan system.

  Control of electrical components such as one or a plurality of fan motors and air flow control flap actuators is usually performed by a vehicle-side control device. In such complex control systems, individual component adjustments can often only be made with considerable expenditure. Furthermore, each electrical component is individually controlled by the vehicle-side control device and must be individually energized, which may cause problems with the assembly space in a tight situation.

  Starting from the state of the art, the object of the present invention is to provide an improved fan system and a control method for operating the fan system.

  This problem is characterized in that the fan system has a fan control device integrated therein, and the fan control device independently controls one or more fan motors and one or more actuators for air flaps. It is solved by a fan system. Advantageous configurations are the subject of the dependent claims.

Embodiments of the Invention

  According to the invention, there is provided a cooling module integrated with a fan system for cooling a coolant that cools the automobile engine itself, the fan system comprising at least one fan with a fan motor, a control device, An air flap actuator, for example, a stepping motor, and the fan system has a fan control device integrated in the fan control device. The fan control device is independently used for one or more fan motors and air flaps. By controlling one or a plurality of actuators, it is possible to perform control that is substantially independent of the vehicle-side control device, and in particular, individual power supply via the vehicle-side control device is not necessary. In particular, it is possible to integrate hardware and software into a compact system (CFS). In addition, the wiring expenditure leading to the vehicle-mounted electrical system is reduced and the fan system can be easily integrated into the vehicle.

  By integrating the control device for the air flap and fan motor, especially the multi-plate flap, into the fan motor, the control of the air flap and fan motor is no longer performed directly from the vehicle-side control device. The air flap and the fan motor are controlled depending on each other, i.e. in particular depending on the cooling demand and the running speed and possibly also on the air temperature. This air temperature is preferably obtained from the vehicle-side controller, preferably with a standard signal (eg with or without terminal 15 PWM signal or bus system, eg CAN bus, if no sensor inside the fan system is provided). The fan motor control device is notified via the LIN bus. With a fan control device that is largely independent of the vehicle side control device, the vehicle controller only has to provide a signal with both control variables, and in the simplest case a signal of the fan target speed is transmitted. Only. Only the control signal is preferably transmitted from the side of the vehicle-side control device, and the other functions are mainly transmitted via modified control signals, such as various frequencies or load time ratios, current signals or voltage signals. The extended functions preferably include signals relating to cooling demand (target value of fan speed) and travel speed. Programming of the fan system, i.e. one or more fan control devices, takes place via standard interfaces, vehicle-side controls or unique terminals, which can be adapted to various special vehicle parameters and various One fan system can be used for any vehicle type. Various vehicle-specific parameters can be integrated into the software algorithm, which simplifies programming during integration. A bidirectional interface leading to the vehicle-side control device can be provided, and this interface provides vehicle data to the fan system and enables communication with the control device. Energy saving operation mode, warm-up operation mode and / or coasting operation mode and error management are possible via software used in fan motor control equipment. Similarly, the fan motor can be scheduled to operate at maximum power when the running speed is high.

  The fan controller is preferably connected to at least one sensor for coolant temperature and / or engine power and / or air flow rate and / or air temperature in the fan area, and the measured value of the sensor or sensors is Used for controlling one or more fan motors and one or more air flap actuators, this parameter is calculated inside the fan system and processed accordingly.

  The fan controller preferably has at least one sensor for air flap or actuator position sensing, which sensor is preferably part of a sensor system integrated into the actuator controller. This also makes it possible to use simple and inexpensive actuators and / or air flaps, in particular simple actuators without reset, such as stepping motors or pneumatic cylinders. In addition, a high-side or low-side final stage for controlling a simple actuator can be used, and integrated actuator position sensing is possible.

  Mainly, the fan control device is arranged on the surface or inside of the fan motor housing, and is connected to the vehicle-side control device via an insertion contact. As a result, the fan system can be easily integrated into the vehicle.

  In the case of multiple fans, the fan control devices can communicate with each other primarily through an internal fan-bus system. However, this communication can also be performed via a connected vehicle-side bus system, such as a CAN bus or a LIN bus system. Preferably, a signal unit or master unit and one or a plurality of slave unit control device automatic detection units are provided. The master unit or slave unit can be encoded via the plug connector, for example via an actuator plug for air flaps. Preferably, a control device detection unit capable of automatically detecting the presence of the signal unit is provided, and this unit is automatically determined as a master unit. In this case, a modular configuration (single or dual fan system) is also possible.

  If the fan system is equipped with two fans, a fail-safe module is mainly provided that enables the slave unit to automatically continue operation when the master unit fails, and at least partial cooling is provided when one fan fails. It is secured.

  A fan system having two fans with a fan motor and two actuators for air flaps preferably has the same or at least substantially the same fan and actuator, and uses the same parts to produce And the storage and storage can be facilitated.

  The fan system is preferably used for cooling the engine by the fan, but can also be used correspondingly for other parts of the air conditioner, to which a correspondingly adjusted signal is sent from the vehicle-side control unit. Is transmitted.

  Preferably, the energy saving mode is adjustable by means of a fan control, the energy saving mode comprising in particular an at least partially open air flap position and at least a reduced fan motor speed. This mode can be initialized especially depending on parameters such as outside temperature, engine speed, running speed, etc., at least reduced fan motor speed, but preferably reduced to zero motor speed Can save energy.

  More preferably, the maximum speed of the fan motor can be adjusted by the fan control device when the traveling speed is high, so that the fan provides as little aerodynamic resistance as possible and maximum cooling performance is possible.

  Further advantageously, the warm-up mode can be adjusted by means of a fan control, the warm-up mode comprising in particular an air flap closed position and a fan motor shut-off. This makes it possible to reach the operating temperature of the automobile engine quickly and at the same time with reduced wear.

  Advantageously, furthermore, the coasting mode after the vehicle engine is stopped can be adjusted by the fan control device, and the cooling mode can be cooled to avoid heat storage. In particular, the need for such coasting can advantageously be detected automatically from the fan control device.

  In a preferred implementation of the fan system, both the target position of the air flap and the target rotational speed of the fan motor can be transmitted by means of encoded signals, so that the number of required signal lines can be kept small. The encoded signal is preferably a pulse width modulation signal, the first air flap position being assigned to the first pulse width range and the second air flap position being assigned to the second pulse width range. The fan motor variable target speed depending on the pulse width is preferably further assigned to one pulse width range. This generally results in a few signal lines, ideally just one between the fan system and the car, or between the modules of the fan system (eg a master-slave system with two or more fans). Communication is possible on the signal line. In addition, the pulse width modulated signal thus defined by the transfer characteristics can be easily used in a standardized bus system such as a CAN bus or a LIN bus.

  An object is to calculate at least one parameter depending on an operating state of an automobile engine in relation to a control method for operating a fan system, and to deduct a target position of an air flap and a fan motor target rotational speed depending on the parameter. And a control method including the steps of controlling the air flap to reach the target position and controlling the fan motor to reach the target rotational speed.

  In addition, advantageously, simple simultaneous control of the air flap and the fan motor is possible.

  Preferably, the parameters include information regarding the operating state of the automobile engine, and when not operating, a determination is made regarding coasting control of the fan system. At the same time, it is possible to cope with the possibility of heat storage after the engine is stopped.

  Preferably, furthermore, a determination is made regarding the warm-up mode in the course of the control method, when there is air flap closure and fan motor inactivity when in the warm-up mode. Thereby, the operating temperature of the vehicle engine can be quickly reached by the control method.

  Preferably, further, a determination is made regarding the energy saving mode, wherein there is an air flap opening when in the energy saving mode and the fan motor is operated with at least a reduced output.

  In addition, a determination is made with respect to the target position of the air flap and the target position of the fan speed, one of the determination possibilities includes the fan motor target speed, which is between zero and the maximum speed. is there. At the same time, the energy consumption of the fan motor can be optimally adapted to the required cooling capacity and temporary overcooling can also be avoided.

  Preferably, the operating steps as a whole are grouped together in one subcallable control sequence into one callable control sequence, and the subprogram is called from one loop, in particular the main program. This programmed technical arrangement makes it easy to constantly adapt to changing cooling requirements.

  In the control method according to the present invention, preferably, the fan system can be initialized by a start signal of the automobile. This can be done, for example, by turning on the power supply voltage or by a special bus signal. In addition, it is particularly preferred that the control system can be programmed by the vehicle after initialization. Thereby, it is possible to adapt the fan system in which the control method is integrated to various vehicles.

  In a preferred embodiment of the control method according to the present invention, a first fan motor having a first electronic control unit is initialized as a master system, and at least one second fan motor having a second electronic control unit is set as a slave system. Initialized, one of both master or slave systems each receives operating data from the other system, and each other system receives operating data from the vehicle. Preferably, further, in the course of the periodic control loop, the first fan motor having the first electronic control unit is detected as a master system, and at least one second fan motor having the second electronic control unit is detected as the slave system. , One of both master or slave systems each receives operating data from the other system, and each other system receives operating data from the vehicle. This makes it easy to control multiple parallel quasi-autonomous systems (fans and air flaps), plus an emergency operating mode that controls cooling in at least the other system when one system fails Error management can be scheduled, and in some cases feedback is provided to the vehicle for reduced functionality and cooling demand.

  In an alternative implementation, a first fan motor having a first electronic controller is initialized as a master system, and at least one second fan motor having a second electronic controller is initialized as a slave system, both masters. Or one of the slave systems exchanges operating data with the car. At the same time, both motors simultaneously receive operational data from the vehicle, and each motor communicates itself with the car or sends various data back to the vehicle. Through master / slave encoding, it is determined what address is assigned to each motor, and each motor transmits its own data to the vehicle. Thus, depending on the design of the bus system, improved redundancy is provided and an error program or emergency operation program can be easily implemented in the event of a failure.

  In general, fan system error management is preferably operable.

  Particularly preferably, the fan system controlled by the control method according to the present invention is the fan system according to any one of claims 1 to 22.

  In the sense of realizing the device, the control method according to the present invention includes an electronic control device including a program control processor, and the control method according to any one of claims 23 to 34 is realized by a program.

  Other advantages and features of the invention will be apparent from the examples described below and the dependent claims.

  Hereinafter, the present invention will be described in detail based on two embodiments with reference to the drawings.

  According to an embodiment of the present invention, the fan system comprises two fans 1, 2 and two fan motors 1a, 2a for driving them, that is, two brushless electric fan motors and an air flap. Then, it has each one actuator 3 and 4 for multi-plate flaps. The multi-plate flap is not shown in detail, but mechanical drive elements 3a, 4a connected to the actuators 3, 4 and the air flap guide 5 can also be recognized.

  Each of the fan motors 1a and 2a includes hardware that can be directly connected to an attached actuator via plug-in connectors 1b and 2b to directly control the actuator (see FIG. 2). The electronic circuit for controlling the actuators 3 and 4 is accommodated in the same housing as the circuit for controlling the fan motors 1a and 2a, particularly in the housings of the fan motors 1a and 2a. The fans 1 and 2 are connected to the remaining vehicle electronic devices via terminals 6 and 7 respectively, toward the remaining vehicle.

  Here, an automatic master / slave detection and communication unit is provided by encoding one of the fan motors via the plug-in connector and thereby determining the master motor. According to the present embodiment (mainstream change mode), the master motor communicates only with the vehicle-side electronic device. The unencoded second slave motor does not communicate with the vehicle. At that time, the hardware and software of both fan motors are designed such that the master and slave automatic detection units are integrated.

  Along with this hardware, the software algorithm is designed so that when one fan motor fails, this failure is detected and the functioning complementary fan can continue to operate independently. Along with that, redundancy is given. At the same time, the engine cooling function is still limited within a certain predetermined vehicle operating point, but can also be unlimited at other vehicle operating points (fail-save mode). Communication between both fan motors is possible via a common bus system (here, CAN bus system). In particular, in the event of a failure of the master motor, the slave motor is redefined as the master motor or autonomously communicates with the vehicle in order to at least partially allow engine cooling.

  The control logic for the multi-plate flap actuator and fan motor is shown in the flow chart in FIG. 3, and the same control logic is basically applicable in the vehicle side control device, ie the fan control device is integrated there. ing. The system is activated by the main control system signal released automatically from the vehicle-side control device, for example when the engine is started, or by the application of a voltage. . In addition, control logic programming (flash mode) can be performed in advance. Such programming can be performed after each start-up, depending on the requirements, and can include, for example, the entire control program of the fan system electronics, or can include only abnormal programming, for example in the case of error management.

  In addition, the motor is initialized as a master or a slave in the process of system initialization. The advantage is that, among other things, the motor can be identical, including its controller and programming, allowing for cheaper manufacturing and spare parts supply.

  In the following, the control device and the fan operating subprogram start as loop components, which are shown in detail on the right side of FIG. The subsystem checks whether the system is still operating. If affirmative, various modifications are possible depending on whether normal operation, warm-up operation or energy saving operation. The fan motor and the multi-plate flap actuator are supplied with power according to the required conditions (see the lower part of FIG. 3). If not, it is possible as long as coasting control is scheduled.

  If the coasting mode or system stop query is denied, it is first determined whether or not to start the warm-up mode, for example when the vehicle does not yet have an operating temperature. When the warm-up mode is started, the air flap is closed and the fan motor is shut off.

  Otherwise, depending on the operating parameter, it is determined whether to start the energy saving mode. If affirmative, the air flap is opened, the fan motor is shut off, and cooling is achieved only by relative wind.

  If the energy saving mode is not initiated, the air flap and fan speed may be adjusted as necessary, and the fan speed may be less than or equal to the maximum speed.

  At the time of the determination, operating parameters such as coolant temperature, travel speed, etc. are used as independent variables to read the target values resulting from the flap position and fan speed from the determined numerical matrix.

  Before or after execution of the subprogram (in this case, before execution), for both fan motors, it is calculated whether the fan motor is a master motor or a slave motor, and communication with another corresponding control device is made accordingly. Done. The master motor further communicates with the vehicle control device, and signals relating to cooling demand and travel speed are transferred to the master motor.

  After the subprogram passes, branching occurs depending on whether the control device is attached to the master motor or the slave motor.

  When attached to a slave motor, communication with the master device is started to exchange operation data. The loop is then passed again (master / slave detection and subprogram call).

  In the case of a master motor control device, communication is first made with a slave device. Next, the necessity of error management is calculated, and in the case of an error or defect, a special program (not shown) is called. In the normal case with no errors, it is subsequently communicated with the vehicle in order to read out at least one operating parameter, but in general a plurality of operating parameters. This includes, for example, system status (motor on / off) and travel speed values, outside air temperature, coolant temperature, engine power, engine operating mode (eg sporty or economy).

  According to an embodiment, a special adjustment of two fan motors is provided, a fan configured as a tubular fan and an attached multi-plate flap. The fan cowl shown in FIG. 1 has upper rectangular openings for airflow, and these openings can be closed by a multi-plate flap (not shown). The fan cowl is arranged downstream of the cooler in the traveling direction (“suction fan arrangement”). Here, the signal of the traveling speed comes from the vehicle side control device. In this arrangement, the fan control device keeps the one or more fans shut off when there is sufficient relative wind, allowing air to flow through the opening, turning on the fan at low speeds or when the vehicle is stopped, and closing the opening. You must ensure that.

  According to one variant of the embodiment, the air flow rate sensor in the fan area is provided integrally with the fan system and appears in the control device, such as strong headwinds, despite the vehicle traveling at low speed. Errors as a result of certain external influences can be avoided, and in this regard the fan control device is independent of the vehicle control device.

  A temperature sensor for the engine coolant is provided in accordance with the other variants, which transfers the measured value directly to the fan controller, and the fan motor and air flap actuator are adapted according to demand. Adjust to. In this connection, the system is not affected by the vehicle-side control device.

  FIG. 4 shows, for example, the transfer characteristics in the form of a fixed numerical matrix that can be programmed into the control device according to the invention, for example. Control of the air flap to the target state / open / close and control of the fan motor at a continuously set target rotational speed can be performed by the transfer characteristics shown in the figure. Only a common pulse width modulated signal is used for the elements. The pulse width (TVin) can be 0% to 100%. Here, a pulse width of 0% to 10% is allocated to stopping the fan motor and closing the air flap. This corresponds to the warm-up mode. The fan motor is shut off and the flap is released within a range of 10% to 11% TVin, which can correspond to an energy saving mode. In the range of 11% to 90%, the air flap is closed and the engine speed is between the technically significant 33% maximum and maximum speed. It depends linearly on the pulse width. There is a maximum fan speed in the range of 90% to 95% TVin, and the flap is open only in the range of 93% to 94% and closed otherwise. Between 95% and 100% TVin, there is still engine shut-off and air flap closure. Thus, all combinations that are meaningful for operation are encoded in a one-dimensional transfer characteristic or a single pulse width modulated signal.

  Such a transfer characteristic can be applied to communication between the master motor and the vehicle as well as communication between the master motor and the slave motor.

It is a figure of the fan cowl provided with the opening part for relative winds, and an opening part can be closed with the multi-plate flap which is not illustrated. It is a circuit diagram of a fan system. It is a flowchart which clarifies the basic structure of a control apparatus. The transfer characteristic for transmitting simultaneously the target value of fan motor rotation speed and the target value of an air flap position is shown.

Claims (36)

  In particular, a fan system for cooling an automobile engine, comprising at least one fan (1, 2) having a fan motor (1a, 2a), a control device, and an air flap actuator (3, 4). The fan system has a fan control device integrated in the fan system, and the fan control device independently has one or more fan motors (1a, 2a) and one or more actuators (3 4) and a fan system.   The fan system according to claim 1, wherein the fan control device is connected to the vehicle-side control device.   3. The fan system according to claim 2, wherein the fan control device is substantially independent of the vehicle-side control device and receives a closing signal and / or a cutoff signal from the vehicle-side control device.   4. The fan system according to claim 2, wherein the fan control device is substantially independent of the vehicle-side control device and receives a signal related to engine cooling demand from the vehicle-side control device. 5.   The fan system according to any one of claims 2 to 4, wherein the fan control device is substantially independent of the vehicle-side control device and receives a signal relating to a traveling speed from the vehicle-side control device.   The fan system according to any one of claims 2 to 5, wherein the fan control device is substantially independent of the vehicle-side control device and receives a signal related to the air temperature from the vehicle-side control device.   A fan controller is connected to at least one sensor for coolant temperature and / or engine power and / or air flow rate and / or air temperature in the fan area, and the measurement value of the sensor or sensors is A fan system according to any one of the preceding claims, characterized in that it is used for controlling a plurality of fan motors and one or more air flap actuators.   A fan system according to any one of the preceding claims, characterized in that the fan control device has at least one sensor for air flap position detection or actuator position detection.   9. A fan system according to claim 8, wherein the at least one sensor is part of a sensor system integrated with an actuator controller.   The fan system according to any one of the preceding claims, wherein the fan control device is arranged on the surface or inside of the fan motor housing, and is connected to the vehicle-side control device via an interface.   The fan controller is connected to the rest of the vehicle-side controller via an interface, in particular a standard interface such as a CAN bus or a LIN bus, and parameter delivery and / or programming of the fan controller can take place via the interface. A fan system according to any one of the preceding claims, characterized in that it is capable.   6. A fan system according to claim 1, wherein an internal fan-bus system is provided.   The fan system according to any one of the preceding claims, wherein a control device automatic detection unit for the signal unit or one master unit and one or a plurality of slave units is provided.   14. The fan system according to claim 13, wherein when the fan system includes two fans, a fail-safe module is provided that enables the slave unit to automatically continue operation when the master unit fails.   The fan system according to any one of the preceding claims, characterized in that the fan system has two fans with a fan motor and two actuators for air flaps, and the fan and the actuator are identically configured. .   The energy saving mode is adjustable by means of a fan controller, the energy saving mode notably comprising at least a partially open air flap position and at least a reduced fan motor speed. The fan system according to any one of claims.   The fan system according to any one of the preceding claims, wherein the maximum speed of the fan motor can be adjusted by the fan control device when the traveling speed is high.   A fan system according to any one of the preceding claims, characterized in that the warm-up mode can be adjusted by means of a fan control, the warm-up mode comprising in particular an air flap closing position and a fan motor shut-off.   The fan system according to any one of the preceding claims, wherein the coasting mode after the vehicle engine is stopped is adjustable by a fan control device.   A fan system according to any one of the preceding claims, characterized in that both the target position of the air flap and the target rotational speed of the fan motor can be transmitted by means of encoded signals.   The encoded signal is a pulse width modulation signal, wherein a first air flap position is assigned to the first pulse width range, and a second air flap position is assigned to the second pulse width range. 21. The fan system according to item 21.   The fan system according to claim 21, wherein the fan motor variable target rotation speed depending on the pulse width is assigned to one pulse width range. A control method for operating a fan system for cooling an automobile engine,
a. Calculating at least one parameter depending on the operating state of the vehicle engine;
b. Deducing the air flap target position and the fan motor target speed depending on the parameters,
c. A control method comprising the steps of controlling an air flap to reach a target position and controlling a fan motor to reach a target rotational speed.   24. A control method according to claim 23, characterized in that the parameter includes information on the operating state of the motor vehicle engine and a determination is made regarding coasting control of the fan system when not in operation.   25. A control method according to claim 23 or 24, characterized in that a determination is made regarding the warm-up mode, wherein there is air flap closure and fan motor inactivity during the warm-up mode.   26. A determination as to energy saving mode, wherein an air flap opening is present when in the energy saving mode and the fan motor is operated with at least a reduced output. Control method.   A determination is made with respect to the target position of the air flap and the target position of the fan speed, one of the determination possibilities including the fan motor target speed, which is between zero and the maximum speed. The control method according to any one of claims 23 to 26. 28. The operating steps as a whole are grouped together in one sub-callable control sequence into a callable control sequence, the sub-program being called from one loop. The control method described.   29. A control method according to any one of claims 23 to 28, characterized in that the fan system can be initialized by a start signal of the motor vehicle.   30. The control method according to any one of claims 23 to 29, wherein the control system can be programmed by the vehicle after initialization.   A first fan motor having a first electronic controller is initialized as a master system, at least one second fan motor having a second electronic controller is initialized as a slave system, and one of both masters or slave systems is The control method according to any one of claims 23 to 30, characterized in that each of the other systems receives operation data from the other system, and each of the other systems receives operation data from the vehicle.   In the course of the periodic control loop, a first fan motor having a first electronic controller is detected as a master system, and at least one second fan motor having a second electronic controller is detected as a slave system, both masters The control method according to any one of claims 23 to 31, wherein one of the slave systems receives operation data from the other system, and each of the other systems receives operation data from the automobile.   A first fan motor having a first electronic controller is initialized as a master system, at least one second fan motor having a second electronic controller is initialized as a slave system, and one of both masters or slave systems is The control method according to any one of claims 23 to 30, wherein operation data is exchanged with an automobile.   The control method according to any one of claims 23 to 33, wherein the error management of the fan system is operable.   The control method according to any one of claims 23 to 34, wherein the fan system is the fan system according to any one of claims 1 to 22.   36. An apparatus for cooling a coolant of an automobile, including an electronic control unit provided with a program control processor, wherein the control method according to any one of claims 23 to 35 is realized by a program.

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