JPS6364609B2 - - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a control device for a cooling system of an automobile, which is equipped with a radiator fan motor for engine cooling and a condenser fan motor for an air conditioner, and which operates both motors during engine operation. .

Generally, after driving a car for a long time, the engine is still at a high temperature immediately after the engine is stopped, so when the cooling system stops operating, the high heat of the engine is transferred to the fuel supply system, especially the carburetor, and the percolation is activated. If percolation occurs, it may be difficult to restart the engine. Conventionally, a radiator fan motor is known in which the rotation of the radiator fan motor is continued for a certain period of time even after the engine is stopped, and the rotation is stopped after the ambient temperature of the engine has sufficiently decreased. These systems solve the percolation problem, but on the other hand, even after the engine has stopped, the radiator fan motor continues to rotate at the same high speed as when the engine is running, which consumes a lot of battery power. There was a problem in that in the absence of sound, even the slightest noise caused by the high speed rotation of the radiator fan became a nuisance to the ears.

The present invention was proposed in view of the above problems, and
When the engine is running and the engine temperature is high, the radiator fan and condenser fan are rotated simultaneously, and after the engine has stopped, the condenser fan motor is immediately stopped, and the amount of current supplied to the radiator fan motor that continues to operate is It is an object of the present invention to provide the cooling system control device which reduces the rotation speed of the radiator fan by limiting the power consumption of the battery to the necessary minimum and reduces noise.

In order to achieve this object, the present invention includes an electric circuit that connects a radiator fan motor and a capacitor fan motor in parallel to a power source, and an electric circuit that is installed in this electric circuit so that the ignition switch is closed and the engine temperature is maintained at a predetermined value. a normally open first relay that closes the electrical circuit when the engine temperature is above a predetermined value; a normally open second relay that closes the electrical circuit when a predetermined period of time has not elapsed since current limiting means provided;
a normally closed third relay that is connected to the electrical circuit in parallel with the radiator fan motor and in series with the capacitor fan motor, and operates simultaneously when the second relay is activated to disable energization to the capacitor fan motor; It is characterized by comprising:

An embodiment of the present invention will be described below with reference to the drawings. In FIG. 1, a radiator fan motor 1 is connected to a battery 3, which is a power source, through an electric line 2. As shown in FIG. The capacitor fan motor 4 is
It is connected to the electric line 2 by an electric line 5. Therefore, the radiator fan motor 1 and the capacitor fan motor 4 are connected in parallel to the power supply. The electric circuit 2 includes a normally open first relay 6 that opens and closes between the motors 1 and 4 and the battery 3.
is provided. Further, a normally open second relay 7 is connected in parallel to the first relay 6.
Furthermore, the electric circuit 5 includes a normally closed third relay 8 that opens and closes between the capacitor fan motor 4 and the battery 3.
is provided.

An electric line 9 is connected to the electric line 2 between the battery 3 and the first relay 6, and an ignition switch 10 is provided on this electric line 9. This electric line 9 is connected to one terminal of the excitation coil 11 of the first relay 6, and the other terminal of the excitation coil 11 is connected to the cooler control circuit 12. The excitation coil 11 is further grounded through a fan switch 13. This fan switch 13
is attached to the lower part of a radiator (not shown) and closes the circuit when the water temperature reaches a predetermined temperature or higher.

An electric line 14 branches from the electric line 9 between the ignition switch 10 and the excitation coil 11, and this electric line 14 is connected to an input terminal a of a timer unit 15. A thermoswitch 16 is connected to another input terminal b of the timer unit 15. This thermoswitch 16 is installed at a suitable location in the engine room, closes when the ambient temperature of the engine is higher than a predetermined temperature, and applies the voltage of the battery 3 to the timer unit 15 as an input signal. A power supply circuit 17 branched from the electric line 2 is connected to the timer unit 15. Output terminal c of timer unit 15 is connected to one terminal of each excitation coil 18, 19 of second relay 7 and third relay 8, respectively. Excitation coil 1
The other terminals 8 and 19 are both connected to the anode +B side of the battery 3.

A resistor 20 and a normally closed fourth relay 21 are interposed in the energizing circuit of the radiator fan motor 1, and these resistors 20 and the fourth relay 21 cooperate with each other to achieve the current limiting means of the present invention. Configure. The excitation coil 22 of the fourth relay 21 has one terminal connected to the output terminal c of the timer unit 15.
Further, the other terminal is connected to the anode +B side of the battery 3, respectively.

The timer unit 15, as shown in FIG.
It is equipped with an input terminal a that receives a signal from the ignition switch 10 and an input terminal b that receives a signal from the thermoswitch 16.
3 input terminal, the first input terminal of the flip-flop circuit 24
It is connected to the set input terminal C and the first input terminal of the OR circuit 25. Further, the input terminal b is connected to the second input terminal D of the flip-flop circuit 24 and the second input terminal of the OR circuit 25 via the inverter 26, and the output terminal of the OR circuit 25 is connected to the second input terminal D of the flip-flop circuit 24. Connected to reset input terminal R. Once the second set input terminal D is at a high level and the first set input terminal C is at a low level, this flip-flop circuit 24 outputs an output signal until the reset input terminal R receives a high level input signal. The output signal continues to be generated from the terminal Q. The output terminals Q of the timer 23 and the flip-flop circuit 24 are connected to the first and second input terminals of an AND circuit 27, and the output voltage of the AND circuit 27 is applied to the base of the transistor 29 through the resistor 28, thereby increasing the output voltage. Then, an output signal is output to the output terminal c.

The timer 23 is activated when the ignition switch 10 is opened and generates an output signal for a predetermined period of time. At this time, if the ambient temperature of the engine is below a predetermined value, thermo switch 1 is activated.
6 is open, no output signal is generated from the flip-flop circuit 24, and therefore, an output signal from the AND circuit 27 is also not generated. Also, when the ignition switch 10 is opened, the ambient temperature of the engine exceeds a predetermined value and the thermo switch 1 is activated.
6 is closed, the second set input terminal D of the flip-flop circuit 24 is at a high level and the first set input terminal C is at a low level, so an output signal is generated from its output terminal Q. , to the AND circuit 27, which operates while the timer 23 is outputting the output signal and applies the output voltage to the transistor 29. Therefore, the timer unit 15
When the ignition switch 10 is closed,
Only when the timer 23 is turned off, an output signal is generated at the output terminal c for a predetermined period of time set by the timer 23. However, even while the timer 23 is outputting an output signal, when the ignition switch 10 is closed or the thermoswitch 16 is opened, a high level input is sent from the OR circuit 25 to the reset input terminal R of the flip-flop circuit 24. Since the signal is sent, the flip-flop circuit 24 stops outputting, and therefore the output of the output terminal c is also stopped.

Next, the operation of the cooling system control device shown in FIG. 1 will be explained. When the ignition switch 10 is closed and the engine is started, if the temperature of the cooling water in the radiator is low at this time, the fan switch 13 is open and the excitation coil 11 of the first relay 6 does not operate. remains open, and both fan motors 1 and 4 do not rotate. The temperature of the cooling water increases as the engine operates, and when the temperature reaches a predetermined temperature or higher, the fan switch 13 is closed, the exciting coil 11 is excited, and the first relay 6 is closed. In this way, the radiator fan motor 1 and the condenser fan motor 4 rotate simultaneously.

At this time, the radiator fan motor 1 is energized not only by the first relay 6 but also by the normally closed fourth relay 21.
Since the radiator fan motor 1 is not limited in current by the resistor 20, it can be rotated at high speed as usual.

When the ignition switch 10 is opened to stop the engine, the excitation coil 11 of the first relay 6
The current to is cut off, and the first relay 6 is opened. However, if the ambient temperature of the engine is higher than the predetermined temperature at this time, the thermoswitch 16 is closed and an output signal is generated from the output terminal c of the timer unit 15. This output signal is sent to each excitation coil 18, 19, 22 of the second relay 7, third relay 8, and fourth relay 21 to excite them. Therefore, when the second relay 7 closes, the third relay 8 and the fourth relay 21 open. As a result, the radiator fan motor 1 is connected to the battery 3 via the second relay 7 and the resistor 20, so although the radiator fan motor 1 continues to be energized, the amount of current is controlled by the resistor 20. Radiator fan motor 1
continues to rotate at a lower rotational speed than when the engine is running.

On the other hand, the capacitor fan motor 4 is cut off from the battery 3 by the third relay 8, and therefore stops its operation.

When the ambient temperature of the engine is sufficiently lowered by operating the radiator fan, the thermoswitch 16 opens. Then, the output signal from the timer unit 15 is stopped, the excitation coils 18 and 19 are demagnetized, and the second relay is also opened. In this way, the radiator fan motor 1 also stops.

Even when the time set by the timer 23 has elapsed after the ignition switch 10 was turned off,
The output of the timer unit 15 disappears, and the radiator fan motor 1 stops. This prevents the radiator fan motor 1 from unnecessarily operating for a long time and causing the battery 3 to be exhausted.

In this way, while the engine is running, both the radiator fan motor 1 and the condenser fan motor 4 are operated according to the operating conditions, but in a high temperature state when the thermo switch 16 is closed after the engine is stopped, the radiator fan motor 1 is not operated. Since the temperature in the engine room is continuously lowered at low speed and the condenser fan motor 4 is stopped, the power required after the engine is stopped is enough to operate one fan motor 1 at low speed. Also, since only one fan rotates, noise is also reduced.

FIG. 3 shows another embodiment of the present invention, and the difference from that in FIG. 1 is that the resistor 2 in FIG.
The point is that a resistor 20' as a current limiting means is inserted in the circuit of the second relay 7 instead of the resistor 20'.
This is advantageous in simplifying the electric circuit.

As described above, according to the present invention, there is provided an electric line that connects the radiator fan motor and the capacitor fan motor in parallel to each other, and an electric line that connects the radiator fan motor and the capacitor fan motor in parallel to the power source, and that is installed in the electric line so that the ignition switch is closed and the engine temperature exceeds a predetermined value. A normally open first relay that closes the electrical circuit at a certain time, and a normally open first relay that is installed in the electrical circuit in parallel with the first relay, and that is connected to the electrical circuit when the engine atmosphere temperature is above a predetermined value and the ignition switch is opened and then the ignition switch is opened. a normally open second relay that closes the electrical circuit when the time has not elapsed; and a normally open second relay that closes the electrical circuit when the time has not elapsed, and is provided in the electrical circuit to limit the amount of current supplied to the radiator fan motor through the second relay compared to that through the first relay. current limiting means; a normally closed circuit connected to the electric circuit in parallel with the radiator fan motor and in series with the capacitor fan motor, and actuated simultaneously when the second relay is activated to disable energization to the capacitor fan motor; Type 3
Since the engine is equipped with a relay, when the engine temperature is high while the engine is running, the radiator fan motor and condenser fan motor can be simultaneously rotated at high speed.In particular, the rotation of the radiator fan motor cools the engine body appropriately. In addition, the rotation of the condenser fan motor allows the heat exchanger of the air conditioner to be appropriately cooled and improves the start-up characteristics of the air conditioner. Since this can be done with one relay, the structure is that much simpler.

In addition, the condenser fan motor can be stopped immediately after the engine has stopped, and the radiator fan motor can be rotated at low speed until the engine ambient temperature drops or a predetermined time has elapsed. It is effective in preventing percolation, and therefore, compared to a method in which both fan motors continue to rotate at high speed for a predetermined period of time even after the engine is stopped, the power consumption of the fan can be significantly reduced while the engine is stopped. This can also greatly contribute to reducing noise caused by fan operation.

[Brief explanation of drawings]

Fig. 1 is an electric circuit diagram showing a first embodiment of the present invention, Fig. 2 is a circuit diagram of a timer unit used in the electric circuit of Fig. 1, and Fig. 3 is an electric circuit diagram showing a second embodiment of the invention. It is a diagram. 1...Radiator fan motor, 2...Electric circuit,
3...Battery as a power source, 4...Capacitor fan motor, 6, 7, 8...1st, 2nd, 3rd
Relay, 10...Ignition switch, 15
...Timer unit, 16...Thermoswitch,
20, 21...Resistance as current limiting means, fourth
Relay, 20'...Resistance as current limiting means.

Claims (1)

[Claims] 1 An electric line 2 that connects the radiator fan motor 1 and the condenser fan motor 4 in parallel to the power source 3, and an electric line 2 that is provided in this electric line 2 and that is connected to the power source 3 when the ignition switch 10 is closed and the engine temperature is above a predetermined value. A normally open first relay 6 that closes the electrical circuit 2 is provided in the electrical circuit 2 so as to be in parallel with the first relay 6, and is installed when the engine ambient temperature is above a predetermined value and when the ignition switch 10 is opened. a normally open second relay 7 that closes the electric circuit 2 when a predetermined time has not elapsed since Current limiting means 2 provided in the electric line 2 to
0,21;20', radiator fan motor 1
a normally closed third circuit connected to the electrical circuit 2 in parallel with the capacitor fan motor 4 and in series with the capacitor fan motor 4, and operates simultaneously when the second relay 7 is activated to disable energization to the capacitor fan motor 4; A cooling system control device for an automobile, comprising a relay 8.