JPS58117313A - Driving and controlling system for cooling fan for vehicle - Google Patents

Abstract

PURPOSE:To improve the efficiency of an engine, and to prevent noises by stopping the cooling fan when the temperature of cooling water is predetermined value or less, operating it when the temperature is predetermined value or more and controlling operation in response to the state of operation of the engine when the temperature lies between said value. CONSTITUTION:The cooling fan 10 is driven by a crank pulley 11 through a multi-plate clutch 8, and compressed air from an air tank 6 is introduced into the operating cylinder 9 of the multi-plate clutch 8 through a solenoid valve 5, opening and closing thereof are controlled by a controller 4. An engine revolution-number sensor 2 and a load sensor 3 are connected to the controller 4 together with a water-temperature sensor 1, and the multi-plate clutch 8 is brought to OFF when the temperature of cooling water is first predetermined value or less, it is brought to ON when the temperature is second predetermined value or more and it is controlled optimally in response to the number of revolution, load and acceleration of the engine when the temperature lies between said value.

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to an electronic control system that automatically controls rotation or stop of a cooling fan for a vehicle.

Conventionally, the cooling water temperature was maintained at an appropriate temperature and fuel consumption was reduced to 44 g.
In order to reduce cylinder wear and tear, methods for automatically controlling the drive of cooling fans include, for example, viscous coupling, which utilizes changes in viscosity due to temperature, and wax encapsulation, which utilizes changes in volume at the melting point of wax. Mechanical methods using couplings, etc., and electrical methods using electromagnetic clutches have been proposed. However, the former mechanical method has poor responsiveness to rotation control of the cooling fan.
11 points in adaptability is not satisfactory, and the latter method using an electromagnetic clutch has the disadvantage that the shock of disconnection or entertainment is large.

In order to eliminate these drawbacks, the present invention uses a multi-plate clutch to drive the cooling fan [~, which is controlled by electronically executing calculations in response to appropriate operating parameters]. The purpose is to provide a cooling fan control system for vehicles.

Further, the present invention maintains the cooling water temperature at an appropriate temperature, and at the same time,
Within a predetermined allowable range of cooling water temperature, the rotation of the cooling fan can be stopped in order to obtain high output efficiency of the engine and further prevent noise and vibration when the engine accelerates or has a peculiar N speed change. The purpose is to provide a cooling fan control system for vehicles.

The invention will be explained in detail below with reference to illustrated embodiments.

FIG. 1 is a schematic diagram of a cooling fan control system according to the present invention. In this system, the operating state of the vehicle is detected by six sensors: a coolant temperature sensor 1, an engine rotation sensor 2, and an engine load sensor 6, and their detection signals are input to the controller 4. , and then are appropriately combined and processed as described below. Wandering control device 4
outputs a valve drive signal to energize the valve solenoid 5 under predetermined conditions. - By energizing the valve solenoid 5, the compressed air in the air tank 6 is transferred to the operating cylinder 9 of the multi-disc clutch 8 installed in the engine body 7.
As a result, the multi-disc clutch 8 is brought into contact and the cooling fan 10 is rotated.

In addition, 11 indicates a crank/zolly, and 12 indicates a belt.

FIG. 2 shows a block circuit 1\i showing a specific configuration of the 1171st controller 4. The detection output T of the water temperature sensor 1 is given to the second and first inputs of the first and second water temperature comparators 20-1 and 20-2, respectively. The first water temperature comparator 20-1 receives the high-level base thread signal TH from the first human input, and outputs a logic "1" signal when T>TH.The second water temperature comparator 20-2 Low rail reference signal T to second human power
When T<TL, the detection output N of the rotation sensor 2 is transmitted to the first and second Rotation comparator 22
-1.22-2 are applied to the second and first inputs, respectively. The first rotational comparator 22-1 receives the high level reference signal +IJH at the first human power, and when the voltage is N)NH, the first rotational comparator 22-1 receives the high level reference signal
Outputs 0゛ signal. The second rotational comparator 22-2 receives the low-level reference signal NL from the second manual input, and outputs a logic II O+ signal when N (NL).
H and NL are set from the viewpoint of prevention of 11th birthday and prevention of photographing. The detection signal N from the pulse-to-voltage converter 21 is also
It is input to a differential circuit 23 which serves as an acceleration sensor and has a zero function.
The acceleration signal A output from the acceleration comparison
A logic "0" signal is output when zero value A≧A.

The detection output of the load sensor LO is determined by the second human power of the load comparator 25, and the load comparator 25 receives the load reference signal LO from the first human power, and outputs a "0" signal when it is L4LO. do.

Water temperature comparator 20-1.20-2, rotation comparator 22-1.
22-2. The outputs of the acceleration comparator 24 and the load comparator 25 are all given to the Q logic circuit 26, and this logic circuit calculates predetermined cooling fan driving requirements by executing logic reduction as described below. A valve drive signal is output to energize the pulp solenoid 5 (FIG. 1) based on. The valve drive signal output from the logic circuit 26 is applied to the valve solenoid 5 via an amplifier 27.

The logic circuit 26 is basically configured to perform a logical operation based on the detection signal of the water temperature sensor 1. That is, with respect to the detection signal T of the water temperature sensor, the control system of the present invention allows the cooling fan to always rotate when T)TH;
(When in TL, always stop the cooling fan, and
Within the allowable drive range of the cooling fan of ≦TσH, the cooling fan should be configured to rotate or stop in consideration of the output efficiency of the engine. Therefore, in Figures 1 and 2,
A water temperature sensor 1, a rotation sensor 2, a load sensor 6, and a differential circuit 23 for detecting acceleration are shown, but there is a room in which only the water temperature sensor 1 is required; other sensor means can be combined with the water temperature sensor as desired. It can be provided by

61st column I to FIG. 8 each show a specific example of the logic circuit 2B of the 21st column 1 which is a combination of the water temperature sensor 1 and other sensor means. Note that the symbols al, a2 . of the input lines of the logic circuit 1 26 in FIG. b], b2゜c, d
are the symbols al and a of the fence input terminals in FIGS. 6 to 8.
2. bl, b2. They correspond to c and d, respectively.

FIG. 3 is an example of the logic circuit 26 in FIG. 2 when the water temperature sensor 1 and rotation sensor 2 are combined.

As mentioned above, when the detection signal 'r of the water temperature sensor 1 is T>TH, the input terminal a1 is at the logic level '1°', and the OR
Since the output of the gate 60 is at the logic "1" level, and the input terminal a2 is also at the "1" level, the AND gate 3
The output of 1 becomes the logical "1° level. This means the output of the valve drive signal, and the multi-disc clutch 10 (Fig. 1) is turned on, that is, in a connected state, and the cooling fan rotates. Next, , 'r(Tr), the input terminal a2 becomes the logic "0" level, so the output of the AND gate 31 is M=tJ:
'Ij "0° level, multi-disc clutch is OF"
F and the cooling fan stops. On the other hand, TL≦
When T≦TH, the input terminal a1 is at the logic "0°" level, and the level input terminal a2 is at the logic "1" level, so the AND
The output of the gate 31 is determined by the output level of the OR gate 60, that is, the detection signal NK of the rotation sensor 2. As mentioned above,
When N:>NH, the input terminal b1 is set to 0 level,
Input terminal b2 is at logic “1” level, so 5NAND
The output of the gate 32 becomes the logic 1°° level, and therefore the output of the AND gate 31 becomes the logic 111+ level, turning the multi-disc clutch 10 ON.Next, when the logic is NL, the input terminal b1 becomes the logic level. 1” level, input terminal b2
Since the output of the NAND gate 32 becomes the logic "0" level, the output of the NAND gate 32 becomes the logic "1" level, and therefore the output of the AND gate 1 becomes the logic 111+ level, and the multi-disc clutch 10 is turned off. Furthermore, when NL≦N≦NH, the input terminal b1 is at the logic "1" level and the input terminal b2 is at the logic "1" level, so the output of the NAND gate 32 is at the logic "'0" level. , the output of the A N D gate 1 becomes the logic ``0'' and the multi-disc clutch 10 is turned OFF. It has been arranged in relation to

Table 1 FIG. 4 is an example of the logic circuit 26 when acceleration detection by the water temperature sensor 1 and the differential circuit 26 are combined, and the relationship of the logic control is as shown in Table 11. When the cooling water temperature is TL<,, T≦TH, and the relationship between the actual detected acceleration A and the reference acceleration is A≧AO (high engine output is required), the multi-disc clutch is ○F F
L, A (When A, the multi-disc clutch is configured to turn ON.

Table ■ Figure 5 shows Suifuku, sensor 1, rotation sensor 2, and differential circuit 2.
This is an example of the logic circuit 26 in the case of combining acceleration detection according to 6. The logic control relationship is as shown in Table Il+. In this example, in particular, TTJ≦T≦T
H and NL≦N≦NH, the multi-disc clutch 10 is turned off when A≧AO, and the multi-disc clutch 10 is configured to be 01″J-1 when A (A, .

Figure 6 shows another example of the logic circuit 26 in which the water temperature sensor 1, rotation sensor 2, and acceleration detection by the differential circuit 2 are combined, similar to Figure 5. The difference from FIG. 6 is due to, for example, the type of vehicle to which the control system of the present invention is applied. As shown in Table IV, in particular, TL
When ≦T≦TH and NL≦N≦NH, the multi-disc clutch turns 0FF-j. Also, when TL≦T≦TH and N>NH, the multi-plate clutch becomes 0 when A≧AO.
FFL, OL”J L when A<Ao, whereas TL≦T≦TH and N (if NL, A≧A
The multi-disc clutch turns OFF when the position is O, and turns ON when the position is A(:Ao).

FIG. 7 is an example of the logic circuit 26 when the water temperature sensor 1 and the load sensor 6 are combined. As shown in Table V,
When TL≦T≦TH and L-LO, the multi-disc clutch is 0FFL, TL≦T≦TH and L(Lo
When , the multi-disc clutch is turned on.

Table V Figure 8 shows the logic when water temperature sensor 1, rotation sensor 2 (however, the related rotation comparator 22-2 with the low rail reference signal set is used), and load sensor 3 are combined. This is an example of the circuit 26. As shown in Table Vl, in particular, T
When L≦T≦TH and N≧NL, the multi-disc clutch is turned on. Also, TL≦T≦TH, and N (N
In the case of TJ, the multi-plate clutch turns 0FF when L≧LO
L, L<L.

The multi-plate clutch turns ON4 when .

Table Vl Note that in the embodiments shown in FIGS. 6 to 8, the logic circuit 26
It is explained that dirt is used as a valve drive signal when there is an output signal in the logic circuit 2.
When no output signal is present at 6, it can be used as a valve drive signal, and such modifications can be easily made by a person skilled in the art.

FIG. 9 shows an alarm system installed in the control system described above. The water temperature sensor disconnection detector 90, the rotation sensor disconnection detector 91, the valve disconnection detector 92, the engine, and the overheat detector 93 each have an OR gate 9.
4VC'# is connected, and the output of the OR gate 94 is connected to the amplifier 9.
5 to the front shaft buzzer 96. Engine overheat detector 96 is also connected to alarm lamp 9 via amplifier 97. Therefore, when a disconnection fault condition is detected by any of the four detectors 90, 91, 92, and 9, the tube shaft buzzer 96 is activated. and sound an alarm. Further, when the engine overheat detector 96 detects an overheat condition, the alarm buzzer 96 is activated as described above, and the tube shaft hood 98 is also turned on.

As described in detail above, according to the present invention, it is possible to maintain the cooling water temperature at an appropriate temperature by appropriately driving the vehicle cooling fan as needed, which is useful for energy saving, and also allows for the permissible temperature range (TL ≦T≦TH), standard values are set for engine rotation, acceleration, or engine load based on data obtained experimentally or empirically, and the drive of the cooling fan is controlled based on this, thereby increasing the efficiency of the engine. Output, noise prevention and vibration prevention can be achieved.

Furthermore, according to the present invention, since a multi-plate clutch is used to drive the cooling fan, it is possible to reduce the shock at the time of connection and disconnection compared to an electromagnetic clutch, reduce the area of the clutch plate, and smoothly operate the cooling fan. You can expect excellent connection/disconnection behavior.

[Brief explanation of drawings]

FIG. 1 is a schematic diagram showing an embodiment of the control system of the present invention. FIG. 2 is a specific block circuit diagram of the controller shown in FIG. 1. 6 to 8 are logic circuit diagrams showing embodiments of the logic circuit shown in FIG. 2. FIG. 9 is a block circuit diagram of an alarm system incorporated into the control system of the present invention. (Explanation of symbols) 1: Water temperature sensor 2: Rotation sensor: Load sensor 4: Controller 5: Valp e solenoid 6: Air tank 7: Engine body 8: Multi-disc clutch 9: Operation cylinder 10: Cooling fan tail/figure 23 Concave L4 Figure ρ. Feng, Figure 5a. Tail 6 figure n. Tail 7th compilation a diagram

Claims (6)

[Claims] (1) A cooling fan drive control system for a vehicle [r] includes a water temperature sensor that detects the cooling water temperature, at least one operating parameter sensor that detects the operating state of the vehicle engine, and a detection signal from the water temperature sensor. (Tl and preset high level reference signal (TH)
a first water temperature comparator that compares the water temperature with a preset low level signal (TL); a parameter comparator that compares the detection signal from the operating parameter ξ parameter and sensor with a preset parameter reference signal; and the first and second water temperature ratio softeners and the ξ parameter ratio softener. By combining the output signals, when T)TH, the drive signal for the cooling fan is generated, when T'<TL, the drive signal is stopped from being generated, and when TL≦T≦TH, the operation parameter is generated. , a control circuit that controls generation or stop of the drive signal in response to an operating state detected by a sensor; a drive device that rotates the cooling fan in response to the drive signal output from the control circuit; It is characterized by having a filter system. (2) The operating parameter 6 sensor is an engine rotation sensor, and the parameter comparator compares the detection signal from the rotation sensor with a preset height reference signal Ill. The invention further comprises: a rotation comparator; and a second rotation comparator that compares the detection signal from the rotation sensor with a preset low level reference signal (NL). The system described in Section 1. (3) The driving/ξ parameter is a sensor or an acceleration sensor of the engine, and the parameter comparator compares the output signal (A) from the acceleration sensor with a preset acceleration reference signal (AO). The system of claim 1 further characterized in that it is a comparator. (4) The operating parameters and sensors are an engine rotation sensor and an acceleration sensor, and the parameter comparator compares the detection signal from the rotation sensor with a preset high rail reference signal. A rotation comparator compares the detection signal from the rotation sensor with a preset low rail reference signal. [Claim 1] further characterized in that the acceleration comparator is a second 1/inversion comparator that compares the output signal from the acceleration sensor with a preset acceleration reference signal. System described in the eyes. (5) The operating parameter sensor is an engine load sensor, and the detection signal (L) from the parameter comparator or the load sensor is combined with a preset load reference signal (
2. The system of claim 1, wherein the system is a load comparator for comparing (Lo) with (VC). (6) The operating speed meter and sensor are an engine rotation sensor and an engine load sensor, and the parameter comparator is configured to compare a detection signal from the rotation sensor with a preset low-level reference signal. A rotation comparator to compare,
The system O according to claim 1, further comprising: a load comparator that compares a detection signal from the load sensor with a preset load reference signal. 7. The system according to claim 1, further characterized in that the rotating drive device includes a multi-disc clutch controlled by compressed air.