JP6064772B2 - Electric fan control device - Google Patents

Description

  The present invention relates to an electric fan control device for a vehicle having an idle stop function.

  Patent Document 1 discloses a cooling device that operates an electric fan to suppress the temperature in the engine room until a certain time elapses after the engine is stopped, and protects components disposed in the engine room from high temperatures. ing.

Japanese Utility Model Publication No. 58-25617

  In the above apparatus, it is conceivable that hot air diffused in the engine room stays and locally becomes hot. And the heat influence to the components arrange | positioned in the place where becomes high temperature locally becomes so large that the operation time of an electric fan is long. Therefore, the time for which the electric fan is operated after the engine is stopped is not constant, and the time during which the thermal influence on various parts arranged in the engine room is within the allowable range is calculated by the engine controller. It is conceivable to set it as the time for operating.

  When such a device is applied to a vehicle having an idle stop function, the electric fan is activated when the vehicle is idle stopped. However, if the ignition switch is turned off during idle stop, power is not supplied to the engine controller, so the time for operating the electric fan after that is received from the engine controller to the fan controller that is always supplied with power. Need to pass.

  For this communication, a means with signal restriction such as CAN (Controller Area Network) is usually used, and only a time selected from a limited number of preset times can be transferred to the fan controller. .

  Therefore, only the time that the total time for operating the electric fan after the idle stop is shorter or longer than the time set by the engine controller at the start of the idle stop can be transferred from the engine controller to the fan controller. However, there is a problem that it is not easy to determine which one to select.

  The present invention has been made in view of such a technical problem, and an object of the present invention is to set an optimal operation time of an electric fan when an ignition switch is turned off during idle stop.

  According to an aspect of the present invention, there is provided a vehicle that has an idle stop function and includes a first component, a second component, and an electric fan that diffuses hot air in the engine room. An electric fan control device is provided.

  When the electric fan control device is idle stopped, the electric fan is operated during the first operation time set at the start of the idle stop, and when the ignition switch is turned off during the idle stop, the first operation time is changed, The electric fan is operated during a second operation time selected from a limited number of set times due to communication restrictions.

  The electric fan control device coincides with the reference time by using, as a reference time, a time obtained by subtracting a time during which the electric fan is operated from the first operation time to when the ignition switch is turned off from the start of idle stop. If the time is within the set time, a time that matches the reference time is selected as the second operating time.

  In addition, when the time that matches the reference time is not included in the set time, the time that is closest to the reference time among the set times that are shorter than the reference time and the set time that is longer than the reference time. From the time closest to the reference time, the thermal effect received by the first component by the diffused hot air in the engine room and the thermal effect received by the second component are both within an allowable range. The second operating time is selected.

  According to the above aspect, it is possible to set an optimal operation time of the electric fan according to the vehicle environment such as the layout in the engine room, the heat resistance of the first component and the second component, and the amount of heat generated from the engine and the supercharger. . Therefore, the thermal influence which a 1st component and a 2nd component receive can be suppressed, and durability can be ensured.

It is the schematic which shows the engine room of the vehicle to which this invention is applied. It is a figure which shows the temperature change of a cowl cover and a brake reservoir tank. It is a table which shows the fan operation setting time after turning off an ignition switch. It is a figure which shows the relationship between the fan operation time in an idle stop, and the total fan operation time when an operation request | requirement time is 10 min.

  Hereinafter, embodiments of the present invention will be described with reference to the accompanying drawings.

  FIG. 1 is a schematic view showing an engine room of a vehicle to which the present invention is applied.

  The vehicle 1 includes an engine 2 having an idle stop function, a supercharger 3 attached to the engine 2, a cowl cover 4, a brake reservoir tank 5, a radiator 6, an electric fan 7, a fan controller 8, an engine And a controller 9.

  Various detection signals from the outside air temperature sensor 10, the water temperature sensor 11 and the like are input to the engine controller 9, and in a normal driving state in which the engine 2 is operating, an operation request signal for the electric fan 7 according to the vehicle environment. Is output to the fan controller 8 connected by CAN, and the fan controller 8 receiving the operation request signal operates the electric fan 7.

  When the engine 2 is stopped, the engine 2 and the supercharger 3 remain at a high temperature because there is no heat dissipation due to exhaust. In this case, in particular, the temperature of the cowl cover 4 disposed behind the supercharger 3 rises.

  Therefore, when the engine 2 starts idling stop, the engine controller 9 transmits an operation request signal for the electric fan 7 to the fan controller 8 connected by CAN, and the fan controller 8 that has received the operation request signal causes the electric fan 7 to move. Operate. Further, when the key is turned off, that is, when the ignition switch is turned off, the electric fan 7 is operated similarly.

  FIG. 2 is a diagram illustrating temperature changes between the cowl cover and the brake reservoir tank.

  When the electric fan 7 is operated, an air flow is generated in the engine room, and heat generated from the engine 2 and the supercharger 3 is diffused in the direction of the arrow shown in FIG. Accordingly, the cowl cover 4 disposed behind the supercharger 3 is prevented from increasing in temperature by the operation of the electric fan 7.

  On the other hand, in the engine room, hot air stays and a local temperature rise occurs. In this embodiment, since hot air stays around the brake reservoir tank 5, the temperature of the brake reservoir tank 5 rises when the electric fan 7 operates while the heat quantity of the engine 2 and the supercharger 3 is large.

  Since the temperature of the brake reservoir tank 5 continues to rise while the electric fan 7 is operating, an upper limit is set for the fan operating time during idling stop, and the engine controller 9 turns off the ignition switch at the start of idling stop. When it is set, the time for operating the electric fan 7 is set in accordance with the vehicle environment within the operation upper limit time.

  The operation upper limit time is a time during which the thermal influence on the brake reservoir tank 5 is within an allowable range in a vehicle environment in which the heat quantity of the engine 2 and the supercharger 3 that are heat sources is the largest, and is determined in advance through experiments or the like. .

  The state where the thermal influence is within the allowable range is a state where the temperature of the component is lower than the allowable temperature, for example, when the component is exposed to a high temperature for a long time, and the temperature at which durability can be secured is set as the allowable temperature. The high temperature exposure time is set in consideration of the normal temperature of the part, the maximum heat resistance temperature, and the like. Further, for example, the allowable temperature can be set so as to have a different safety factor for each component.

  In this embodiment, as shown in FIG. 2, if the operation upper limit time is set to 10 min, the thermal influence received by the brake reservoir tank 5 falls within an allowable range.

  When the ignition switch is turned off during the idle stop, the engine controller 9 is not supplied with power, so the engine controller 9 cannot output an operation request signal for the electric fan 7.

  However, if the electric fan 7 is not operated even after the ignition switch is turned off, the heat effect received by the cowl cover 4 exceeds the allowable range. Therefore, when the ignition switch is turned off, the engine controller 9 determines a time for operating the electric fan 7 thereafter, and passes the operation request time to the fan controller 8. The fan controller 8 is always supplied with power, and the electric fan 7 can be operated.

  The engine controller 9 and the fan controller 8 are connected by CAN, and the amount of information that can be transferred has communication restrictions.

  This is because in such an in-vehicle network, if the communication speed is increased, the degree of freedom of routing of connection lines decreases and the cost also increases. Therefore, the communication speed, that is, the amount of information that can be transferred can be freely set. It is because it is not possible.

  For example, in this embodiment, as shown in FIG. 3, the upper limit of the amount of information that can be passed is 4 bits. In this way, the engine controller 9 passes the time selected from the preset time registered in advance to the fan controller 8 as the operation request time after turning off the ignition switch.

  FIG. 4 is a diagram showing the relationship between the fan operation time during idle stop and the total fan operation time when the operation request time is 10 min.

  Originally, the time for operating the electric fan 7 after turning off the ignition switch is from the time set by the engine controller 9 at the start of idling stop to the time when the electric fan 7 is operated from the start of idling stop to turning off the ignition switch. This is the time reduced by the time spent.

  Therefore, as shown in FIG. 4, when the operation request time calculated by the engine controller 9 at the start of idling stop is 10 min, for example, if the fan operating time during idling stop is 2 min, the engine controller 9 “1011” = 8 min is selected from the set time as the time for operating the electric fan 7 after turning off the power.

  If the fan operating time during idle stop is 3 min, the time for operating the electric fan 7 after the ignition switch is turned off is essentially 7 min.

  However, as described above, the time that can be transferred from the engine controller 9 to the fan controller 8 is limited to a time selected from preset time registered in advance.

  As shown in FIG. 3, since there is no time that coincides with 7 min among the preset times registered in advance, the engine controller 9 uses the 7 min as a reference time and is the closest set time among the times shorter than 7 min. “1010” = 6 min (t1) and “1011” = 8 min (t2), which is the closest set time among the times longer than 7 min, are selected.

  In this case, as shown in FIG. 2, the engine controller 9 receives the cowl cover 4 and the brake reservoir tank 5 based on the temperature change between the cowl cover 4 and the brake reservoir tank 5 confirmed in advance through experiments or the like. Select “1010” = 6 min (t1) where the thermal effects are both within the allowable range.

  Thereby, the time when the heat effects received by the cowl cover 4 and the brake reservoir tank 5 are within the respective allowable ranges can be set as the time for operating the electric fan 7 after turning off the ignition switch. Accordingly, it is possible to suppress the thermal effect received by the cowl cover 4 and the brake reservoir tank 5 and to ensure durability.

  Further, the engine controller 9 receives the cowl cover 4 and the brake reservoir tank 5 regardless of which one of the set time (t1) shorter than the reference time for operating the electric fan 7 and the long set time (t2) is selected. When the thermal effect is within the allowable range, a time when the thermal effect difference is reduced is selected.

  The difference in thermal effect may be, for example, a difference between the ratio of the temperature of the cowl cover 4 to the allowable temperature and the ratio of the temperature of the brake reservoir tank 5 to the allowable temperature. Further, for example, a difference between a value obtained by subtracting the temperature of the cowl cover 4 from the allowable temperature and a value obtained by subtracting the temperature of the brake reservoir tank 5 from the allowable temperature may be considered.

  Thereby, the durability of the cowl cover 4 and the brake reservoir tank 5 can be made compatible at a high level.

  According to the above aspect, the optimum operation of the electric fan 7 according to the vehicle environment such as the layout in the engine room, the heat resistance of the cowl cover 4 and the brake reservoir tank 5, the amount of heat generated from the engine 2 and the supercharger 3 and the like. Since the time can be set, it is possible to suppress the thermal effect received by the cowl cover 4 and the brake reservoir tank 5 and to ensure durability.

  In addition, the cowl cover 4 and the brake reservoir tank 5 are connected to each other regardless of which of the set time (t1) and the set time (t2) shorter than the reference time for operating the electric fan 7 after the ignition switch is turned off. When the thermal influence is within an allowable range, a time during which the difference in thermal influence is reduced is selected, so that the durability of the cowl cover 4 and the brake reservoir tank 5 can be compatible at a high level.

  As mentioned above, although embodiment of this invention was described, the said embodiment showed only a part of application example of this invention, and is not the meaning which limits the technical scope of this invention to the specific example of said embodiment. .

  In the above embodiment, the present invention is applied to suppress the thermal effect on the cowl cover 4 and the brake reservoir tank 5, but the components to which the present invention is applied include the layout in the engine room, the heat resistance of the components, etc. Can be appropriately determined in consideration of the above. For example, it may be applied to a battery instead of the brake reservoir tank 5.

1 vehicle 4 cowl cover (first part)
5 Brake reservoir tank (second part)
7 Electric fan 8 Fan controller (electric fan control device)
9 Engine controller (electric fan control device)

Claims (2)

In a vehicle having an idle stop function, in which a first part, a second part, and an electric fan for diffusing hot air in the engine room are disposed in the engine room, If the electric fan is operated during the set first operating time and the ignition switch is turned off during idle stop, the first operating time is replaced by a limited number of set times due to communication restrictions. An electric fan control device for operating the electric fan during a second operating time selected from:
A time that matches the reference time is defined as a time that is obtained by subtracting the time that the electric fan has operated from the first operation time until the ignition switch is turned off from the start of idle stop. If it is, select a time that matches the reference time as the second operating time;
When the time that matches the reference time is not included in the set time, the time that is the closest to the reference time among the set times that are shorter than the reference time and the longest of the set times that are longer than the reference time From the time close to the reference time, the time that the first component and the second component are affected by the diffused hot air in the engine room is within an allowable range. Select as 2 working hours,
An electric fan control device characterized by that. The electric fan control device according to claim 1,
The time that coincides with the reference time is not included in the set time, and the time that is closest to the reference time among the set times that are shorter than the reference time and the set time that is longer than the reference time No matter which time is closest to the reference time, if both the thermal effect received by the first component and the thermal effect received by the second component are within an allowable range, A time during which a difference between a thermal effect received by one component and a thermal effect received by the second component is reduced is selected as the second operation time;
An electric fan control device characterized by that.

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