JPH03264723A - Motor fan control device for vehicle - Google Patents

Abstract

PURPOSE:To improve cooling performance by controlling respective motor fans for a radiator and a condenser according to the cooling water temperature of an engine, and constituting a control means through fitting a semi-conductor circuit on the end face in the axial direction of a fan motor in the motor fan. CONSTITUTION:In the engine room of a vehicle, a radiator 10 is arranged in front of an engine E, and further a condenser 20 is arranged in front of the radiator 10. Respective fan shrouds 30, 50 are respectively arranged on the radiator 10 and the condenser 20, and respective motor fans 40, 60 are respectively arranged inside them. In this case, the respective motor fans 40, 60 are controlled with a control device 70 based on the detected signal of water temperature sensor Sw. The control device 70 is constituted out of a semi-conductor circuit fitted on the end face in the axial direction of the fan motor 60a in the motor fan 60. Hereby, the semi-conductor circuit is efficiently cooled by open air flow.

Description

DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to an electric fan control device for a vehicle, and more particularly, to an electric fan control device for controlling at least one of a radiator and a condenser provided in a cooling system and an air conditioning system of an engine mounted on a vehicle. The present invention relates to an electric fan control device suitable for controlling each electric fan necessary for air cooling.

(Prior Art) Conventionally, in this type of electric fan control device, a fan motor rotation control circuit is built in a dead space within the fan motor, as shown in Japanese Patent Laid-Open No. 60-141152, for example. There is something I tried to do.

(11 Problems to be Solved by the Invention) By the way, in such a configuration, each electronic component of the rotation control circuit described above is cooled by the air flow flowing inside the fan motor when the fan motor is operated. However, when the fan motor operates continuously, the fan motor becomes hot. Therefore, there is a problem in that it is difficult to sufficiently cool each electronic component with the flowing air flow within the fan motor. Furthermore, each electronic component had to be placed in a narrow space inside the fan motor, which was a cumbersome task.

In contrast, as shown in Japanese Patent Application Laid-Open No. 62-251418, the t! I control the main body of the device,
There is one that is attached to a stay located downstream of the blades of the electric fan inside the fan shroud. However, in such a configuration, since the fan shroud has a shape that narrows from the upstream side to the downstream side, the space occupied by the control device main body within the fan shroud becomes considerably large. Therefore, even if the main body of the control device is properly cooled by the airflow from the electric fan, the amount of airflow that flows out to the engine side! ! lll
There have been problems in that the airflow is reduced due to the main body of the 1I device, or the flow of the same airflow is disturbed due to the main body of the control device, causing noise.

SUMMARY OF THE INVENTION In order to deal with the above-mentioned problems, the present invention provides a vehicle electric fan control device in which a semiconductor circuit necessary for controlling an electric fan for cooling at least one of a radiator and a condenser is added to the electric fan. This is intended to be installed on the axial end face of a fan motor.

(Means for Solving 111g) In order to solve this problem, the present invention provides at least one of a radiator and a condenser that are installed in front of an engine, and a system that extends horizontally from the vertical surface of at least one of the radiator and the condenser. In the vehicle, the vehicle is equipped with a fan shroud for generating air, and an electric fan supported substantially coaxially within the fan shroud, including a detection means for detecting a cooling water temperature of the engine, and controlling the electric fan according to the detected cooling water temperature. A control means is provided, and the control means is constituted by a semiconductor circuit assembled to an axial end face of the fan motor of the electric fan.

(Operation/Effect) In the present invention configured as described above, since the semiconductor circuit constituting the control means is assembled to the axial end face of the fan motor, this assembly work is of course easy. The semiconductor circuit is efficiently cooled by the flow of outside air accompanying the operation of the electric fan, and the inflow of the outside air into the fan shroud is caused by turbulence 2.
It can be done smoothly without noise and in sufficient quantity.

(Example) Hereinafter, one example of the present invention will be described with reference to the drawings.
In the figure, reference numeral 10 indicates a radiator that serves as a part of the cooling system of the engine E mounted on the vehicle, and this radiator 1o is installed upright in front of the engine E in the engine compartment of the vehicle. , which functions to release heat from the recirculating cooling water of the cooling system. Further, the reference numeral 20 indicates a capacitor that serves as a part of the near conditioner installed in the vehicle, and this capacitor 20 is installed on the front side of the radiator 10 in the engine room. It functions to release the heat of the recirculating cooling water of the refrigeration cycle of the near conditioner.

The fan shroud 30 extends rearward in a substantially cylindrical shape from the right side of the rear surface of the radiator unit O (the left side of the rear surface in the figure at 9JIrgJ), and the fan shroud 30 includes:
An electric fan 40 is coaxially supported. However,
The electric fan 40 introduces outside air into the fan shroud 30 through the front grille, condenser 20, and radiator 10 of the vehicle in response to the operation of the fan motor 40a, and blows air toward the engine E.

On the other hand, the fan shroud 50 extends forward from the front left side of the condenser 20 in a substantially cylindrical shape, and inside the fan shroud 50, an electric fan 60 is installed. It is composed of a motor 60a and a fan 60b, which are assembled concentrically. The fan motor 60a has an annular flange portion 61
, each tip 52 of a plurality of stays 52 (only a single stay 52 is shown in FIG.
8, by tightening each screw 53a and each nut 53b,
A fan 60b is supported concentrically within the fan shroud 50, and a rotating shaft 62 of the fan motor 60a includes a fan 60b.
are coaxially supported within the rear part of the fan shroud 50. Therefore, this electric fan 60 is inserted into the fan shroud 50 through the front grill of the vehicle in response to the operation of the buang motor 60a.
Outside air is introduced from an annular opening between the front edge 51 of the inner peripheral surface of the fan motor 60a and the outer peripheral edge of the flange 61 of the fan motor 60a, and is blown toward the engine E through the left side of the condenser 20 and the left side of the radiator 10. do.

Next, a control device for controlling each electric fan 40.60! (hereinafter referred to as the electric fan control device 70). As shown in FIGS. 1 and 2, the electric fan control device 70 is coaxially assembled to the fan motor 60a. This electric fan control device f170 has a casing 71 having a substantially U-shaped cross section.
3a and each nut 53b, the fan motor 6
The end of each stay 52 of the fan shroud 50 along with the flange portion 61 of 0a @! 52a from the front side coaxially.

The central part of the front wall of the casing 71 is a plate-like heat sink 71.
Each electric element of the electric fan 1/s control device 70 shown in FIG. 3 is attached to the heat sink 71c within the casing 71. The cover 72 closes the casing 7 at the outer door 72a.
The inner peripheral edge step of the flange portion 71a of No. 1! 71b, the fan motor 60a is held by the front surface of the flange portion 61 of the fan motor 60a,
The center 172b of this cover 72 is assembled, and the center 172b of this cover 72 is
In order to separate the bearing portion 63 of the fan motor 60a from the inside of the casing 71, it protrudes into the inside of the casing 71 with a U-shaped cross section. In addition, [in Figure 2, each code 73, 74 and 7
5 indicates a printed circuit board, a connector, and a bundle of wiring, respectively.

The electric fan control device 1c70 has a normally open type relay switch 80b of the relay 80, as shown in FIGS. 3 and 114.
, 'll4I! connected to the water temperature sensor Sw and the normally closed refrigerant pressure switch Sp! ! A circuit 76 is provided.

Is the water temperature sensor Sw the engine E cooling system? , <see Figure 111), this water temperature sensor Sw detects the temperature of the cooling water of the cooling system and generates a water temperature detection signal. The refrigerant pressure switch Sp is engaged and generates a refrigerant pressure detection signal at a high level when the pressure of the refrigerant on the high pressure side in the refrigeration cycle of the near conditioner mounted on the vehicle reaches an abnormally high pressure value. The relay 80 activates the relay switch 80b by excitation of the relay coil 80a.
Close. This means that the electromagnetic clutch CL (see Figure 11) attached to the compressor COMP is powered by the solenoid SQL through the battery B and the ignition switch IG of the vehicle. The relay coil 80a is excited by receiving power from the battery B through the ignition switch IC when the operation switch Sm of the near conditioner is opened.

The above-mentioned lit circuit 76 has a comparator 76a, and this comparator 76a goes to a high level only when the level of the water temperature detection signal from the water temperature sensor Sw is higher than the reference voltage from the reference voltage generator 76b. to generate a comparison signal. The reference voltage generator 76b generates a reference voltage representing a predetermined lower limit cooling water temperature. P
The WM signal generation circuit 76c operates under the generation of the comparison signal from the comparator 76a and the relay switch 80 of the relay 80.
With the opening of b, the first PWM is activated with a degree of pulse variation proportional to the level of the water temperature detection signal from the water temperature sensor Sw.
Generate a signal. Further, the PWM signal generation circuit 76c
With the relay switch 80b of the relay 80 closed, 5
A second PWM signal is generated with a pulse@modulation degree of 0 (%). However, the degree of pulse transformation of the PWM signal of IIl or lr2 is as follows for each fan motor 40a, 60
Identify the output of b.

Comparator 76d generates a comparison signal at a high level only when the level of the water temperature detection signal from water temperature sensor Sw is higher than the reference voltage generated from reference voltage generator 76e. The reference voltage generator 76e generates a reference voltage representing a predetermined high level corresponding to a disconnection failure of the water temperature sensor Sw. The comparator 76f generates a comparison signal at a high level when the level of the water temperature detection signal from the water temperature sensor Sv is lower than the reference voltage generated from the reference voltage generator 76g. Reference voltage generator 76g
shall represent the reference voltage as a predetermined level corresponding to a short-circuit failure of the water temperature sensor Sw. OR gate 76h
is each comparator 76d.

Comparison signal from 76f and refrigerant pressure switch S p ! ＞
- output one of the refrigerant pressure detection signals as a gate signal.

The OR gate 76i receives the PWM signal 111 or jI2 from the PWM signal generation circuit ji 76c or the OR gate 7
The gate signal from 6h is output as a gate signal. Comparator 76j generates a comparison signal at a high level only when the terminal voltage from resistor R4, which will be described later, is higher than the I&quasi voltage generated from reference voltage generation 4176. The reference voltage generator 76 generates a reference voltage representing a voltage corresponding to a failure such as locking of the fan motor 60a.

Flip-prop 76F is the ignition switch I
sent by buffer 76t in response to the closing of O;
Further, in response to the comparison signal from the comparator 76j, it is set and generates a set signal at a high level.

Comparator 76n generates a comparison signal at a high level only when the terminal voltage of resistor R2, which will be described later, is higher than a reference voltage generated from reference voltage generator 76m. The reference voltage generator 76m applies the reference voltage to the fan motor 40a.
This occurs as a voltage that corresponds to a malfunction such as a lock. Flip-prop 76p is ignition switch 1G! ! It is reset by the buffer 76q in response to the command, and is set in response to the comparison signal from the comparator 76n to generate a set signal at a high level. , AND gate 76r outputs the gate signal from OR gate 76i only in the absence of the cent signal from flip-flop 762. AND gate 76s outputs the gate signal from OR gate 76U only when the set signal from flip-flop 76p disappears.

The smoothing circuit 77a smoothes the gate signal from the AND gate 76r to generate a smoothed signal.
7c generates a duty signal in response to the smoothed signal from the smoothed @Ji 77a and the triangular wave signal generated from the triangular wave oscillator 77b. However, the duty ratio of the duty signal from the comparator 77c is such that the level of the smoothed signal from the smoothing circuit 77a is a triangular wave! ! It is specified by the time when the level is equal to or higher than the level of the triangular wave signal from 1I77b. The semiconductor power element 77e is driven by the drive rjiJjl 77d in response to the duty signal from the comparator 77c, and becomes intermittently conductive at the duty ratio of the duty signal. This means that the semiconductor power element 77e
However, under intermittent conduction, relay 90 from battery B
Normally open type relay switch 90a, fusible link F
2 and the fan motor 60a through the noise filter 77f.
It means to supply power to. The resistor R+ is connected to the fan motor 60a under intermittent conduction of the semiconductor power element 77e.
When power is supplied to the fan motor 60a, a current is passed through the semiconductor power element 77e from the fan motor 60a, and a terminal voltage is generated.

The smoothing circuit 78a smoothes the gate signal from the AND gate 76s and generates a smoothed signal. Comparator 78
c generates a duty signal in response to the smoothed signal from the smoothing circuit j@78a and the triangular wave signal generated from the triangular wave oscillation IF+78b. However, the duty ratio of the duty signal from the comparator 78c is the smoothing circuit j178
It is specified by the time when the level of the smoothed signal from the triangular wave oscillator 78b becomes equal to or higher than the level of the triangular wave signal from the triangular wave oscillator 78b. The semiconductor power element 78e responds to the duty signal from the comparator 78c to drive the driving cycle, ! &78d and becomes intermittently conductive at the duty ratio of the same duty signal. This means that the semiconductor power element 78e
However, under intermittent conduction, relay 90 from Panteri B
This means that power is supplied to the fan motor 40a through the relay inch 90a, the fusible link F2, and the noise filter 78f. The resistor R2 is connected to the semiconductor power element 7 from the fan motor 60a as power is supplied to the fan motor 40a under intermittent conduction of the semiconductor power element 78e.
8e and receives a current to generate a terminal voltage.

Note that in the logic circuit 76, the amphibonic conductor power element 7
Other electrical elements except 7e and 78e are hybrid ICs.
It is configured as a heat sink 71c and is attached to the heat sink 71c as a part of the above-mentioned electrical element. Moreover, the relay 90 is
The relay coil 90b receives power from the battery B through the ignition switch IG and the fuse F1, and is energized to close the relay switch 90a. However, relay 90, fuse F1 and fusible link F2
is arranged in a relay box Re (see FIG. 1).

As above, 1! In this embodiment, when the ignition switch IG is closed, the relay 90 closes the relay switch 90a by excitation of the relay coil 90b. At the same time, each flip-flop 76Q, 76p is reset by each buffer 76m, 76q, respectively. Further, when the engine is connected to an ignition switch I
It is assumed that the engine is started when G is closed. In this state, if the comparator 76a generates a comparison signal in cooperation with the water temperature sensor Sw and the reference voltage generator @76b, P
The WM signal generation circuit JI76c generates a jil PWM signal in cooperation with the water temperature sensor SW, and the OR gate 76i responds to the same PWM signal and generates a gate signal when the gate signal from the OR gate 76h disappears. In response, both AND gates 76r and 76s operate both flip-flops 761! , 76p respectively generate gate signals under each reset, and both smoothing circuits 77a and 78a generate respective smoothing signals in response to these gate signals.

Then, the comparator 77c generates a duty signal in response to the smoothed signal from the smoothing circuit 77a and the triangular wave signal from the triangular wave oscillator 77d.
c is the smoothed signal from the smoothing circuit 78a and the triangular wave oscillator 7
A duty signal is generated in response to the triangular wave signal from 8b. Then, the semiconductor power element 77e responds to the duty signal from the comparator 77c and is driven by the drive circuit 77d, and becomes intermittently conductive, while the semiconductor power element 78e responds to the duty signal from the comparator 78c and is driven by the drive circuit 78d. and conducts intermittently. Therefore, the fan motor 60a receives power from the battery B through the noise filter 77f and rotates under the intermittent conduction of the semiconductor power element 77e, while the fan motor 4a rotates under the intermittent conduction of the semiconductor power element 78e. Under electrical conduction, it receives power from battery B through a noise filter 78f and rotates.

Thus, each electric fan 60.40 is connected to each fan motor 6.
When activated in accordance with the rotations of 0a and 40a, outside air flows toward the condenser 20 through the front grill of the vehicle. Then, a part of the outside airflow that has flowed in this way flows into the left side of the condenser 20 and the left side of the radiator 10 in a stratified manner through the fan shroud 50 and assists in their heat dissipation, while the remaining outside airflow The heat flows into the right side of the condenser 20 and the right side of the radiator 10 in a stratified manner to assist in heat dissipation, and then flows into the fan shroud 40. Next, the outside air flowing out from the left side of the radiator 10 and the fan shroud 40 flows toward the engine E.

In such a case, the electric fan control device [70 is the fan motor 6
Since it is coaxially assembled to the flange portion 61 of 0a from the front thereof, the electric fan control device W70 does not protrude outward in the radial direction of the flange portion 61. Therefore, the outside airflow flows smoothly into the fan shroud 50 without causing turbulence or noise, and the flow of outside air into the fan shroud 50 is sufficiently ensured. In addition, since the fan shroud 50 is attached from the front to the left side of the condenser 20 and is coaxially attached to the flange portion 61 of the fan motor 60a in the fan shroud 50 from the front, the cooling of the electric fan control device 70 is improved as described above. This is efficiently achieved by the outside airflow from the front grille.

Moreover, since the heat sink 71c is located at the center of the front wall of the casing 71 and directly receives the outside airflow from the front grill, the cooling effect of the heat sink 71C on each electric element in the casing 71 is further promoted.

In addition, the noise filters 77f and 78f are arranged in the electric fan control device 70 in correspondence with the fan motors 40a and 6Qa, respectively, so there is no need to provide large choke coils or the like. , the configuration of the present invention can be made even more compact. Further, since all the constituent elements of the electric fan control device 70 are collectively assembled to the fan motor 60a from the outside, it is possible to simplify the assembly work, centralize the wiring, and reduce the number of wirings.

In addition, when the operation switch Sm of the near conditioner is closed in this state, the relay 80 closes the relay coil 8.
The relay switch 80b is closed by the excitation of 0a, and in response, the electromagnetic clutch CL is engaged by the excitation of the solenoid SQL, and the compressor COMP receives power from the engine E and operates. Therefore, the refrigeration cycle becomes operational. Further, when the relay switch 80b is closed as described above, the PWM signal generation circuit 76c generates the jI2PWM signal. Therefore, each electric fan 40, 60 is driven in the same manner as described above with the duty ratio of this second PWM signal, and the engine E
suppress the increase in load.

In such a state, a refrigerant pressure detection signal is generated from the refrigerant pressure switch Sp, or both comparators 70cl,
As each comparison signal from 76f occurs, OR gate 7
6i generates a gate signal with a duty ratio of 100%. For this reason, each electric fan 40.60bf instantly 10
Driven with a duty ratio of 0%. Also, when the comparator 76, J generates a comparison signal, the AND gate 76r
stops generating the gate signal in response to the set signal from flip-flop 76k. Therefore, the fan motor 60a immediately stops. Further, when the comparator 76n generates the comparison signal, the AND gate 76S stops generating the gate signal in response to the set signal from the flip-flop 76p. Therefore, the fan motor 40a immediately stops. As a result, each fan motor 40a, 6
In case of failure of 0a.

The electric fans 40, 60 are stopped together or selectively to prevent subsequent abnormalities from occurring.

[Brief explanation of drawings]

FIG. 1 is a schematic layout diagram showing one embodiment of the present invention. 21
1ii1 is the fan shroud assembled to the capacitor,
FIG. 3 is an enlarged half-sectional view of an electric fan and an electric fan control device, FIG. 3 is an electric circuit diagram in the above embodiment, and FIG. 114 is a detailed diagram of a logic circuit in the same electric circuit. Explanation of symbols E...Engine + Sw...Water temperature sensor, 10.
...Radiator, 20...Capacitor, 30゜50
...Fan shroud, 40.60...Electric fan, 40a, 60a...Fan motor, 70.
...Electric fan l1llj device. Figure 1

Claims (1)

[Claims] At least one of a radiator and a condenser installed in front of the engine, a fan shroud extending horizontally from the vertical surface of at least one of the radiator and condenser, and an electric fan supported substantially coaxially within the fan shroud. A vehicle comprising: a detection means for detecting a cooling water temperature of the engine; and a control means for controlling the electric fan according to the detected cooling water temperature; 1. An electric fan control device for a vehicle, characterized in that it is configured with a semiconductor circuit assembled to an end face in an axial direction of a motor.