JP2014202116A - Control device of fan clutch and control method - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a control device of a fan clutch which can reduce a restart of an engine resulting from power supply to the fan clutch, and a control method.SOLUTION: A clutch ECU 30 for controlling an electronic control type fan clutch 13 which controls an output shaft 11a of an engine 11 and a fan 14 to cut-off states by power supply from a battery 15 during an idling stop acquires a battery voltage Vb from a vehicle ECU 20, and blocks the power supply to the fan clutch 13 on condition that the battery voltage Vb reaches a lower limit voltage value Vmin at which the engine 11 can be restarted during the idling stop.

Description

  The present invention relates to an electronically controlled fan clutch control device and control method.

  2. Description of the Related Art Conventionally, an electronically controlled fan clutch using a viscous fluid is known as a fan clutch that controls connection between an output shaft of an engine and a fan that cools the engine, as in Patent Document 1, for example. In such a fan clutch, the connection between the output shaft and the fan is controlled depending on whether or not power is supplied from the battery. Also, the reliability is emphasized that the output shaft and the fan are controlled to be connected when power is not supplied so that the output shaft and the fan are connected even if a malfunction occurs in the electrical system. Common in commercial vehicles.

  Moreover, in patent document 2, about the control method of the fan clutch like the said patent document 1, the control at the time of mounting in the vehicle provided with the idling stop by which an engine stop and start are automatically performed according to a driving | running state. A method is disclosed. In Patent Document 2, the output shaft and the fan are held in a disconnected state by supplying electric power to the fan clutch during idling stop, and the rotation of the fan during engine restart is suppressed.

JP 2004-162542 A JP 2012-149580 A

  On the other hand, in the control method of Patent Document 2, the power supply to the fan clutch is cut off when a predetermined condition such as release of the seat belt is established during idling stop, but until the condition is established, Power continues to be supplied. Therefore, the power consumption of the battery during idling stop is large, and the engine is easily restarted due to insufficient power supply.

  An object of the technology of the present disclosure is to provide a fan clutch control device and control method capable of reducing engine restart due to power supply to the fan clutch.

  A fan clutch control device that solves the above-mentioned problem is an electronically controlled fan clutch control device that controls the engine output shaft and the fan to be disconnected by supplying power from the battery while idling is stopped. Power supply to the fan clutch on the condition that the acquired value of the voltage acquisition unit has reached a lower limit voltage value at which the engine can be restarted during the idling stop. Shut off.

  A fan clutch control method that solves the above-described problem is an electronically controlled fan clutch control method that controls the engine output shaft and the fan to be disconnected by supplying power from the battery while idling is stopped. The voltage acquisition unit acquires the voltage of the power supply to the fan clutch on the condition that the acquired value of the voltage acquisition unit has reached a lower limit voltage value at which the engine can be restarted during the idling stop. Cut off.

  According to these fan clutch control devices and control methods, power supply to the fan clutch is cut off when the battery voltage reaches the lower limit voltage value during idling stop. Therefore, the state in which the engine can be restarted is maintained by maintaining the battery voltage at or above the lower limit voltage value, and the battery voltage drop is suppressed as compared with the case where power is continuously supplied to the fan clutch. As a result, it is difficult to restart the engine due to insufficient power supply. In addition, when the engine restarts in a state where the acquired value of the voltage acquisition unit is higher than the lower limit voltage value, the rotation of the fan with respect to the output shaft is also suppressed.

  The fan clutch control device includes an oil temperature acquisition unit that acquires an oil temperature that is an engine oil temperature, a storage unit that stores lower limit voltage data in which the lower limit voltage value according to the oil temperature is defined, and A voltage setting unit that sets the lower limit voltage value according to the acquired value of the oil temperature acquisition unit based on the lower limit voltage data, and the lower limit voltage data has a lower value as the oil temperature becomes higher. It is preferable that a lower limit voltage value is defined.

  According to this configuration, the lower limit voltage value is set lower as the temperature of the engine oil is higher. Since the frictional resistance during engine restart is suppressed when the oil temperature is high, the physical or electrical load on auxiliary equipment related to restart, such as the starter and ring gear, is reduced and the starter is driven. Less power to do so. In other words, the lower limit voltage value is set to be lower as the oil temperature is higher, so that the output shaft and the fan are easily maintained in a disconnected state while ensuring power at the time of restart.

  The fan clutch control device includes an outside air temperature obtaining unit that obtains outside air temperature, and the lower limit voltage data defines the lower limit voltage value that is lower as the outside air temperature becomes higher for each oil temperature. The setting unit preferably sets the lower limit voltage value according to the acquired value of the oil temperature acquisition unit and the acquired value of the outside air temperature acquisition unit based on the lower limit voltage data.

  According to this configuration, the lower limit voltage data defines a lower limit voltage value that is so low that the outside air temperature increases, that is, the temperature drop of the engine oil is suppressed during idling stop. As a result, the above-described effect becomes more remarkable.

  The fan clutch control device includes a time measurement unit that measures an energization time that is a time during which power is supplied to the fan clutch during the idling stop, and the measurement time of the time measurement unit has reached an upper limit time. It is preferable to cut off the power supply from the battery to the fan clutch on the condition of

  According to this configuration, even when the acquired value of the voltage acquisition unit is higher than the lower limit voltage value, the supply of power to the fan clutch is interrupted when the energization time reaches the upper limit time. As a result, even if the idling stop is performed for a long period of time, the battery is easily maintained in a state where the engine can be restarted, and power that can be used for other devices is easily secured.

  The fan clutch control device includes a coolant temperature acquisition unit that acquires a coolant temperature that is an engine coolant temperature, and a storage unit that stores upper limit time data in which the upper limit time according to the coolant temperature is defined. And a time setting unit that sets the upper limit time according to the acquired value of the coolant temperature acquisition unit based on the upper limit time data, and the upper limit time data has a lower coolant temperature. It is preferable that the upper limit time for a long time is defined.

  When the coolant temperature is low, there is a high possibility that the engine has not been warmed up compared to when the coolant temperature is high. For example, restarting is easily performed during idling stop for vehicle interior heating. According to the above-described configuration, the upper limit time is set longer as the coolant temperature is lower. Thereby, the output shaft and the fan are more easily maintained in the disconnected state as the restart is more easily performed, and the rotation of the fan during the restart is suppressed. As a result, it is possible to effectively suppress the load on the auxiliary machines at the time of restart.

  The fan clutch control device includes an outside air temperature acquisition unit that obtains an outside air temperature, and the upper limit time data defines the upper limit time that is longer as the outside air temperature is lower for each coolant temperature, The time setting unit preferably sets the upper limit time according to the acquired value of the coolant temperature acquisition unit and the acquired value of the outside air temperature acquisition unit based on the upper limit time data.

  According to this configuration, the upper limit time data defines the upper limit time that is longer as the outside air temperature is lower, that is, when the warm-up of the engine is more difficult to complete. As a result, the above-described effect becomes more remarkable.

The functional block diagram which functionally shows the control apparatus of the fan clutch in this indication with the engine provided with the fan used as control object. The figure which showed and graphed an example of the lower limit voltage data. The figure which showed and graphed an example of upper limit time data. The flowchart which shows the process sequence of the drive process which clutch ECU performs.

  Hereinafter, an embodiment embodying a control device and a control method for a fan clutch according to the present disclosure will be described with reference to FIGS.

  As shown in FIG. 1, a fan 14 connected to an output shaft 11 a of the engine 11 via an electronically controlled fan clutch 13 is disposed between the engine 11 and the radiator 12. The engine 11 is controlled by the vehicle ECU 20. Connection and disconnection of the fan clutch 13 are controlled by the clutch ECU 30. The clutch ECU 30 controls the fan clutch 13 by supplying electric power from the battery 15 to the fan clutch 13. The fan clutch 13 disconnects the fan 14 and the output shaft 11a when receiving power supply from the battery 15, and connects the fan 14 and the output shaft 11a when power supply from the battery 15 is interrupted. To do. While the fan 14 is connected to the output shaft 11a of the engine 11, the rotational force of the output shaft 11a is transmitted and the fan 14 rotates together with the output shaft 11a. The battery 15 is adjusted to a target voltage, for example, 28 V, by an alternator (not shown) that generates electric power by rotating the output shaft 11a.

  The vehicle ECU 20 that controls the engine 11 includes a control unit 21 configured by a CPU (not shown), a ROM that stores various control programs and various data, and a memory that includes a RAM that stores various data temporarily. And a microcomputer. The control unit 21 controls the engine 11 based on information input from the various sensors every predetermined control cycle tc and various control programs stored in the storage unit 22. Based on the input information, the control unit 21 executes an idling stop that temporarily stops the engine 11 when a predetermined condition is satisfied.

  As part of the information, the vehicle ECU 20 detects from the rotational speed sensor 23 a detection signal indicating the rotational speed Ne of the output shaft 11a of the engine 11 and from the oil temperature detection sensor 24 detecting the oil temperature Toil which is the temperature of the engine oil. A signal is input. The vehicle ECU 20 has a detection signal indicating a coolant temperature Tw that is the temperature of the coolant that cools the engine 11 from the coolant temperature sensor 25, a detection signal indicating the outside air temperature Tair from the outside air temperature sensor 26, and a voltage that is a voltage detection unit. A detection signal indicating a battery voltage Vb that is a voltage of the battery 15 is input from the measurement sensor 27. The control unit 21 stores the various information described above in a predetermined area of the storage unit 22.

  Also. An operation signal indicating the operation is input to the vehicle ECU 20 every time the switch 28 operated by the driver is turned ON or OFF. The switch 28 is a switch for instructing whether or not to perform idling stop when a predetermined condition is satisfied. When the operation signal indicating the ON operation is input, the control unit 21 sets the value of the flag IS stored in the flag area of the storage unit 22 to “1”. Further, when an operation signal indicating an OFF operation is input from the switch 28, the control unit 21 sets the value of the flag IS to “0”. That is, one of the conditions for executing the idling stop is that the value of the flag IS is “1”.

  The clutch ECU 30 for controlling the fan clutch 13 includes a control unit 31 configured by a CPU (not shown), a ROM storing various control programs and various data, a RAM storing various data temporarily, and the like. The microcomputer includes a storage unit 32. Based on various control programs stored in the ROM, the control unit 31 executes a drive process of the fan clutch 13 by performing PWM control (Pulse Width Modulation) on the power supply to the fan clutch 13.

  The control unit 31 reads various information stored in the storage unit 22 of the vehicle ECU 20 from the vehicle ECU 20 to acquire information necessary for the driving process of the fan clutch 13 for each predetermined control cycle tc. The control unit 31 acquires the value of the flag IS, the battery voltage Vb, the oil temperature Toil, the coolant temperature Tw, and the outside air temperature Tair as a part of the information. The control unit 31 stores various information in a predetermined area of the storage unit 32. That is, the control unit 31 functions as a voltage acquisition unit, an oil temperature acquisition unit, a coolant temperature acquisition unit, and an outside air temperature acquisition unit, and acquires values stored in the storage unit 22 of the vehicle ECU 20 as acquisition values.

  When the value of the flag IS is “0”, the control unit 31 executes normal processing on the assumption that the idling stop of the engine 11 is not executed. Further, even when the value of the flag IS is “1”, the control unit 31 executes the normal process as if the idling stop of the engine 11 is not executed when the rotational speed Ne is not zero. In this normal processing, the control unit 31 grasps the operating state of the engine 11 based on various information acquired from the vehicle ECU 20 in order to suppress unnecessary rotation of the fan 14, and the fan clutch according to the grasped operating state. The power supply to 13 is controlled.

  On the other hand, when the flag IS is “1” and the rotational speed Ne is 0, the control unit 31 determines that the engine 11 is idling stopped. When it is determined that idling is stopped, the control unit 31 supplies the power of the battery 15 to the fan clutch 13 so as to disconnect the output shaft 11a and the fan 14, and the fan clutch 13 is satisfied when a predetermined condition is satisfied. Shut off the power supply to

  When it is determined that idling is stopped, the voltage setting unit 33 of the control unit 31 sets the lower limit voltage value Vmin based on the oil temperature Toil, the outside air temperature Tair, and the lower limit voltage data 34 stored in the storage unit 32. . The lower limit voltage value Vmin is a voltage value of the battery 15 that does not hinder power supply to devices other than the fan clutch 13 and can restart the engine 11. The control unit 31 cuts off the power supply to the fan clutch 13 on condition that the battery voltage Vb acquired from the vehicle ECU 20 reaches the lower limit voltage value Vmin set by the voltage setting unit 33.

  As shown in FIG. 2, the lower limit voltage data 34 defines a lower limit voltage value Vmin according to the oil temperature Toil and the outside air temperature Tair. The lower limit voltage data 34 defines a lower lower limit voltage value Vmin as the oil temperature Toil increases if the outside air temperature Tair is the same, and lowers as the outside air temperature Tair increases if the oil temperature Toil is the same temperature. A lower limit voltage value Vmin of the value is defined. In the lower limit voltage data 34, for example, the lower limit voltage value Vmin is defined such that the average value at an outside air temperature of 25 ° C. is 24V.

  The time setting unit 35 of the control unit 31 sets the upper limit time tmax based on the coolant temperature Tw, the outside air temperature Tair, and the upper limit time data 36 stored in the storage unit 32 when it is determined that idling is stopped. . The upper limit time tmax is a time for preventing the power of the battery 15 from being consumed more than necessary due to the power supply to the fan clutch 13 when the idling stop is long.

  As shown in FIG. 3, the upper limit time data 36 defines an upper limit time tmax according to the coolant temperature Tw and the outside air temperature Tair. The upper limit time data 36 defines a longer upper limit time tmax as the coolant temperature Tw decreases if the outside air temperature Tair is the same, and as the outside air temperature Tair decreases as the coolant temperature Tw is the same. An upper limit time tmax for a long time is specified. The upper limit time tmax is defined according to the traffic environment in each region, for example, the length of the red time of the sensitive signal or the periodic signal.

  When it is determined that idling is stopped, the time measuring unit 37 of the control unit 31 measures a cumulative energization time t (k) that is a time during which power is supplied from the battery 15 to the fan clutch 13. For example, k is a count value of a counter (not shown), and is a value that is reset every time the driving process is started and counted every control cycle tc. The time measuring unit 37 sets the initial value 0 to the energization accumulated time t (k) every time the driving process is started. When it is determined that idling is stopped, the time measuring unit 37 adds the control cycle tc to the energization accumulated time t (k) every time power supply to the fan clutch 13 is permitted. The control unit 31 shuts off the power supply to the fan clutch 13 on condition that the accumulated energization time t (k) measured by the time measuring unit 37 reaches the upper limit time tmax set by the time setting unit 35.

Next, with reference to FIG. 4, the process procedure of the drive process of the fan clutch 13 which the clutch ECU30 performs is demonstrated. This driving process is repeatedly executed.
As shown in FIG. 4, when the drive process is started, the clutch ECU 30 first sets the energization accumulated time t (k) to an initial value 0 (step S11). Subsequently, the clutch ECU 30 acquires various information from the vehicle ECU 20 (step S12).

  In the next step S13, the clutch ECU 30 determines whether or not the value of the flag IS is “1”. When the value of the flag IS is “0” (step S13: NO), that is, when the idling stop of the engine 11 is not performed, the clutch ECU 30 performs normal processing (step S14) based on the various information acquired in step S12. Execute to end the driving process.

  When the value of the flag IS is “1” (step S13: YES), the clutch ECU 30 determines whether or not the rotational speed Ne of the engine 11 is 0, that is, whether or not the engine 11 is idling stopped. (Step S15). When the rotational speed Ne is not 0 (step S15: NO), the clutch ECU 30 determines that the engine 11 is not in idling stop, and performs normal processing based on various information acquired in step S12 (step S14). To finish the drive process.

  On the other hand, when the rotational speed Ne is 0 (step S15: YES), the clutch ECU 30 determines that the engine 11 is in idling stop, and the lower limit voltage value according to the various information acquired in step S12. Vmin and upper limit time tmax are set (step S16).

  In the next step S17, the clutch ECU 30 compares the battery voltage Vb acquired in step S12 with the lower limit voltage value Vmin set in step S16. That is, the clutch ECU 30 determines whether or not the battery voltage Vb has decreased to the lower limit voltage value Vmin due to power consumption during idling stop.

  When the battery voltage Vb is higher than the lower limit voltage value Vmin (step S17: YES), the clutch ECU 30 determines whether or not the energization accumulated time t (k) has reached the upper limit time tmax set in step S16. .

  When the energization accumulation time t (k) has not reached the upper limit time tmax (step S18: YES), the clutch ECU 30 permits the fan clutch 13 to supply power from the battery 15 (step S19: SWf = 1). ). Then, in the next step S20, the clutch ECU 30 obtains the energization accumulated time t (k + 1) by accumulating the control cycle tc with respect to the initial value t (0) = 0 of the energization accumulated time t (k). After that, the process proceeds to step S12 again. In step S12 after the transition, the clutch ECU 30 acquires various information input to the vehicle ECU 20 in the next control cycle.

  On the other hand, when it is determined in step S17 that the battery voltage Vb has reached the lower limit voltage value Vmin (step S17: NO), the clutch ECU 30 determines that the energization accumulated time t (k) is the upper limit time tmax in step S18. Is determined (step S18: NO), the process proceeds to step S21. In step S21, the clutch ECU 30 cuts off the power supply to the fan clutch 13 (SWf = 0). And clutch ECU30 once complete | finishes a drive process.

Next, the operation of the clutch ECU 30 described above will be described.
The clutch ECU 30 cuts off the power supply from the battery 15 to the fan clutch 13 under one condition that the battery voltage Vb reaches the lower limit voltage value Vmin during idling stop of the engine 11. That is, the battery 15 is maintained at a voltage equal to or higher than the lower limit voltage value Vmin during idling stop. Therefore, a state in which the engine 11 can be restarted is maintained, and the voltage drop of the battery 15 is suppressed as compared with the case where power is continuously supplied to the fan clutch 13. As a result, the engine 11 is less likely to be restarted due to the power supply to the fan clutch 13. In addition, when the engine 11 restarts in a state where the battery voltage Vb is higher than the lower limit voltage value Vmin, the rotation of the fan 14 with respect to the output shaft 11a is also suppressed.

  Further, the clutch ECU 30 cuts off the power supply from the battery 15 to the fan clutch 13 under one condition that the energization accumulated time t (k) reaches the upper limit time tmax while the engine 11 is idling stopped.

  That is, even when the battery voltage Vb is higher than the lower limit voltage value Vmin, the supply of electric power to the fan clutch 13 is cut off when the energization accumulated time t (k) reaches the upper limit time tmax. As a result, even if the idling stop is performed for a long period of time, the engine 11 is maintained in a state where it can be restarted, and power that can be used for other devices is easily secured.

As described above, according to the clutch ECU 30 of the present embodiment, the effects listed below can be obtained.
(1) Since the power supply from the battery 15 to the fan clutch 13 is cut off when the battery voltage Vb reaches the lower limit voltage value Vmin, the engine 11 is hardly restarted due to the power supply to the fan clutch 13. Become.
(2) Further, when the engine 11 restarts in a state where the battery voltage Vb is higher than the lower limit voltage value Vmin, the rotation of the fan 14 with respect to the output shaft 11a is also suppressed.

  (3) The lower limit voltage data 34 defines a lower limit voltage value Vmin that decreases as the oil temperature Toil increases. When the oil temperature Toil is high, the frictional resistance at the restart of the engine 11 is suppressed, so that the physical or electrical load on the auxiliary equipment related to the restart such as the starter and the ring gear is reduced and the starter is reduced. The power for driving is also reduced. That is, as the oil temperature Toil increases, the lower limit voltage value Vmin decreases, so that the output shaft 11a and the fan 14 are easily maintained in a disconnected state while idling is stopped while securing power when the engine 11 is restarted. .

  (4) Further, the lower limit voltage data 34 defines a lower limit voltage value Vmin that is lower as the outside air temperature Tair is higher, that is, lowering of the oil temperature Toil is suppressed during idling stop. As a result, the effect described in the above (3) becomes more remarkable.

  (5) When the cumulative energization time t (k) reaches the upper limit time tmax, the power supply from the battery 15 to the fan clutch 13 is cut off. As a result, even if the idling stop is performed for a long period of time, the engine 11 is maintained in a state where the engine 11 can be restarted, and electric power that can be used for other devices is easily secured.

  (6) When the coolant temperature Tw is low, it is more likely that the engine 11 has not been warmed up than when the coolant temperature Tw is high. For example, restarting during idling stop for vehicle interior heating Is easy to be done. In this regard, the upper limit time data 36 defines an upper limit time tmax that is longer as the coolant temperature Tw decreases. Therefore, the output shaft 11a and the fan 14 are more easily maintained in the disconnected state as the engine 11 is more easily restarted, and the rotation of the fan 14 at the time of restart is suppressed. As a result, it is possible to effectively suppress the load on the auxiliary machines at the time of restart.

  (7) Further, the upper limit time data 36 defines an upper limit time tmax that is longer as the outside air temperature Tair is higher, that is, when the warming-up of the engine 11 is difficult to complete. As a result, the effect described in the above (6) becomes more remarkable.

In addition, the said embodiment can also be suitably changed and implemented as follows.
In the upper limit time data 36, for example, only the upper limit time tmax for the outside air temperature Tair may be defined. That is, the clutch ECU 30 may set the upper limit time tmax according to only the coolant temperature Tw.

  The upper limit time data 36 may be data that defines the upper limit time tmax, and may not be a value that changes according to the coolant temperature Tw or the outside air temperature Tair. That is, the upper limit time tmax may be a constant value.

  The clutch ECU 30 may omit the time setting unit 35, the time measurement unit 37, and the upper limit time data 36 stored in the storage unit 32. That is, the clutch ECU 30 may determine whether or not to supply power to the fan clutch 13 according to the lower limit voltage value Vmin and the battery voltage Vb during idling stop.

  In the lower limit voltage data 34, for example, only the lower limit voltage value Vmin for the outside air temperature Tair may be defined. That is, the clutch ECU 30 may set the lower limit voltage value Vmin according to only the oil temperature Toil.

  The lower limit voltage data 34 may be data that defines the lower limit voltage value Vmin, and may not be a value that changes according to the oil temperature Toil or the outside air temperature Tair. That is, the lower limit voltage value Vmin may be a constant value.

  The clutch ECU 30 is engine-engineered when the value of the flag IS stored in the storage unit 32 of the vehicle ECU 20 is “1” (step S13: YES) and the rotational speed Ne is 0 (step S15: YES). 11 is in the idling stop.

  Not only this but clutch ECU30 may judge whether engine 11 is in idling stop based on a signal inputted from vehicle ECU20. Under such a configuration, the vehicle ECU 20 outputs a start signal to the clutch ECU 30 when the idling stop is started, and outputs an end signal to the clutch ECU 30 when the idling stop is completed. On the other hand, the clutch ECU 30 executes the drive process in which steps S13, S15, and S14 shown in FIG. 4 are omitted by inputting the start signal during execution of the normal process based on various information.

The clutch ECU 30 acquires various types of information from the vehicle ECU 20. However, the clutch ECU 30 may acquire various types of information by inputting detection signals of various sensors to the clutch ECU 30.
-Clutch ECU30 and vehicle ECU20 may be comprised by one ECU.

  IS ... flag, 11 ... engine, 11a ... output shaft, 12 ... radiator, 13 ... fan clutch, 14 ... fan, 15 ... battery, 20 ... vehicle ECU, 21 ... control unit, 22 ... storage unit, 23 ... rotation speed sensor , 24 ... Oil temperature detection sensor, 25 ... Coolant temperature sensor, 26 ... Outside air temperature sensor, 27 ... Voltage measurement sensor, 28 ... Switch, 30 ... Clutch ECU, 31 ... Control unit, 32 ... Storage unit, 33 ... Voltage setting 34, lower limit voltage data, 35 ... time setting unit, 36 ... upper limit time data, 37 ... time measurement unit.

Claims (7)

A control device for an electronically controlled fan clutch that controls the engine output shaft and the fan to be disconnected by supplying power from a battery during idling stop,
A voltage acquisition unit for acquiring the voltage of the battery;
A control device for a fan clutch that shuts off power supply to the fan clutch on the condition that an acquired value of the voltage acquisition unit reaches a lower limit voltage value at which the engine can be restarted during the idling stop. An oil temperature acquisition unit for acquiring the oil temperature which is the temperature of the engine oil;
A storage unit for storing lower limit voltage data in which the lower limit voltage value corresponding to the oil temperature is defined;
A voltage setting unit that sets the lower limit voltage value according to the acquisition value of the oil temperature acquisition unit based on the lower limit voltage data;
In the lower limit voltage data,
The fan clutch control device according to claim 1, wherein the lower limit voltage value having a lower value is specified as the oil temperature becomes higher. It has an outside temperature acquisition unit that acquires outside temperature,
In the lower limit voltage data,
The lower limit voltage value of a lower value is defined as the outside air temperature is higher for each oil temperature, and the voltage setting unit is
The fan clutch control device according to claim 2, wherein the lower limit voltage value corresponding to the acquired value of the oil temperature acquisition unit and the acquired value of the outside air temperature acquisition unit is set based on the lower limit voltage data. A time measuring unit that measures an energization time that is a time during which power is supplied to the fan clutch during the idling stop;
The fan clutch control device according to any one of claims 1 to 3, wherein power supply from the battery to the fan clutch is cut off on condition that a measurement time of the time measurement unit has reached an upper limit time. A coolant temperature acquisition unit that acquires a coolant temperature that is the temperature of the engine coolant;
A storage unit for storing upper limit time data in which the upper limit time according to the coolant temperature is defined;
A time setting unit that sets the upper limit time according to the acquired value of the coolant temperature acquisition unit based on the upper limit time data;
5. The fan clutch control device according to claim 4, wherein the upper limit time data defines a longer upper limit time as the coolant temperature decreases. 6. It has an outside temperature acquisition unit that acquires outside temperature,
The upper limit time data includes
The upper limit time of the longer time is defined as the outside air temperature decreases for each coolant temperature,
The time setting unit
The fan clutch control device according to claim 5, wherein the upper limit time is set according to the acquired value of the coolant temperature acquisition unit and the acquired value of the outside air temperature acquisition unit based on the upper limit time data. An electronically controlled fan clutch control method for controlling an engine output shaft and a fan in a disconnected state by supplying power from a battery during idling stop,
The voltage of the battery is acquired by a voltage acquisition unit, and the power to the fan clutch is obtained on the condition that the acquired value of the voltage acquisition unit reaches a lower limit voltage value at which the engine can be restarted during the idling stop. Control method of fan clutch that cuts off supply.

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