KR101637744B1 - Fan OFF Speed Decrease Method and Variable Case gap type Fan Clutch therefor - Google Patents

Abstract

The method for reducing the fan stopping speed of the present invention uses the moving case 30 positioned between the outer case 4 and the rotor 5 to form a gap with the rotor 5, In the case of a mechanical oil valve (9) that opens and closes the circulating flow of hydraulic fluid, bimetal (20) is applied. On the other hand, when the electromagnetic oil valve (9A) is applied by PWM (Pulse Width Modulation) Whether mechanical or electronic, the fan clutch operation can be accelerated to reduce fan speed or close to zero (OFF_RPM) and OFF_RPM improvement in the clutch off signal for excessive high fan rotation or disengage in cooling water operation. Fuel ratio is also improved.

Description

[0001] The present invention relates to a method for reducing fan stop speed and a case gap variable type fan clutch for the same,

The present invention relates to a fan clutch, and more particularly to a fan clutch capable of rapidly reducing the fan speed in the case of a clutch off signal for excessive fan rotation or disengage in a fan clutch operation cooling water ON, or a fan stop (OFF_RPM) And a case gap variable type fan clutch for the same.

Generally, the fan clutch that constitutes the engine cooling system together with the radiator and the cooling fan is stopped at the time of engine stop and is selectively operated according to the cooling water temperature when the engine is running, so that RPM (Revolution per minute) of the cooling fan is controlled according to the cooling water temperature .

For example, when the clutch is turned on, oil is supplied from the storage chamber to the operating chamber to rotate the rotor, while when the clutch is off, oil is returned from the operating chamber to the storage chamber, thereby stopping the rotor torque due to the fluid viscous frictional force.

To this end, the fan clutch forms an oil circulation structure in which the storage chamber and the operation chamber are connected to the oil return hole, and transmits the rotational force of the rotor to the fluid viscous frictional force of the circulating oil. Clutch type, and can be classified into mechanical type and electronic type according to the opening / closing method of the oil circulating flow path.

Particularly, the fluid type fan clutch uses centrifugal force to recover oil when the clutch is off. For example, the centrifugal force collects the oil in the operating chamber to the outside of the case, increases the pressure of oil collected outside the case at the dam portion outside the case, and increases the oil pressure at the dam portion, And the oil is recovered from the working chamber to the storage chamber by increasing the pressure by centrifugal force.

Korean Patent Publication 10-2003-202036 (2003-7.18)

However, in the oil recovery method using the centrifugal force of the fluid type fan clutch, the oil recovery speed is determined by the oil pressure at the dam portion due to the relative speed between the rotor and the case. Thus, when the relative speed of the rotor and the case is small The clutch stop may be delayed.

For example, when the clutch is off, the relative speed of the rotor and the case becomes smaller. This is because a low oil pressure is formed at the dam portion at a small relative speed between the rotor and the case, , The torque of the rotor is transmitted to the case by delaying the operation room oil residue so that the operation room and the storage room are pressure balanced and the residual oil in the operation room is switched from the engage to the disengage of the rotor and the case, The rotation increases OFF_RPM when the clutch is off. This OFF_RPM is formed at a level of 200 to 700 rpm.

In this way, a high OFF_RPM at the time of clutch off causes an unnecessary fan clutch noise and causes a fuel cost loss due to engine power consumption.

Particularly, when the fluid type fan clutch is mechanical, the hysteresis due to the temperature difference which is switched from the engage to the disengage is large, so that the fan operation can be performed even at the cooling water temperature, In addition, even when the clutch is off, the residual oil in the operating room is maintained by the low pressure of the dam portion, so that the high OFF_RPM is inevitably maintained for a relatively long time.

In addition, when the fluid type fan clutch is electronic, the rotation of the cooling fan, which continues even when the 100% release signal is applied, keeps the rotor and the case locked so that OFF_RPM is high due to operation in a state where operation is not necessary or delay of disengagement none.

Therefore, the fluid-type fan clutch operates in a situation where it is not necessary to operate with a high OFF_RPM irrespective of the type of the mechanical or the electromagnetic type, so that the fan clutch can not be free from the noise caused by the fan clutch and the fuel consumption loss.

In view of the above, the present invention can reduce the fan speed rapidly or adjust the OFF_RPM to almost zero by controlling the gap between the rotor and the case in the case of a clutch off signal for excessive fan rotation or disengage in the fan clutch operation coolant temperature. 0), the noise of the fan clutch is greatly reduced, and in particular, the rotation due to the oil remaining in the operating chamber is prevented under conditions in which the operation is not necessary, such as lowered cooling water temperature or driving stop, thereby improving the fuel consumption loss due to unnecessary operation of the fan clutch The present invention is directed to a method for reducing the fan stop rotation speed and a case gap variable fan clutch for the same.

According to an aspect of the present invention, there is provided a fan stop rotation speed reducing method, comprising: (A) determining a fan clutch and a mechanical fan clutch; (B) If the fan clutch controller determines that it is the electronic fan clutch, it is judged that the input rotation speed INPUT RPM (Revolution per Minute), which is the number of rotations transmitted from the engine to the fan clutch, FAN RPM, And compares the engine coolant temperature with the fan clutch operating temperature; (C) If the engine cooling water temperature is higher than the operating temperature of the fan clutch, it is determined that the fan clutch DUTY is a full disengage signal which is 100% fan clutch off. When the engine cooling water temperature is the full disengage signal, And lowering the cooling fan speed by increasing the gap of the case of the outer case (4); (D) when the engine cooling water temperature is not higher than the fan clutch operating temperature, when the fan speed, which is the speed of the cooling fan, exceeds a predetermined value of the INPUT FAN SPEED, which is the speed of the engine to the fan clutch, the OFF_RPM zero mode activation .

The gap between the rotor and the outer case is increased by controlling the fan clutch DUTY corresponding to the FULLY DISENGAGE signal to open and close the working fluid passage supplied to the rotor by the fan clutch controller.

If the FAN SPEED does not exceed a predetermined value of the INPUT FAN SPEED, the fan clutch controller disables the OFF_RPM zero mode and does not lower the cooling fan speed by increasing the gap between the rotor and the outer case.

When the fan clutch controller determines that the mechanical fan clutch is engaged, the decrease in the cooling fan speed due to the increase in the case clearance between the rotor and the outer case is caused by the bimetallic action of being contracted by the engine cooling water temperature without controlling the fan clutch DUTY of the fan clutch controller .

According to another aspect of the present invention, there is provided a case gap variable type fan clutch comprising: a storage chamber in which oil is stored; an operating chamber in which oil is supplied to the storage chamber through an oil flow valve; A case constituted by an inner case and an outer case forming an oil return flow path; A rotor coupled to the pulley shaft and transmitting torque to the case by fluid friction of the oil collected in the working chamber; A mechanical oil valve coupled to the valve rotation shaft coupled to the outer case and opening / closing a working oil passage supplied to the rotor; A bimetal that is fixed to the outer circumference of the outer case while surrounding the valve rotation shaft and is contracted and expanded by cooling water to apply rotational force to the mechanical oil valve through the valve rotation axis; A moving case located between the outer case and the rotor and spaced from or forming a gap with the rotor in a rotating direction of the mechanical oil valve in a state where an end portion of the mechanical oil valve is fitted; Is included.

According to another aspect of the present invention, there is provided a case gap variable type fan clutch comprising: a storage chamber in which oil is stored; an operating chamber in which oil is supplied to the storage chamber through an oil flow valve; A case constituted by an inner case and an outer case forming an oil return flow path; A rotor coupled to the pulley shaft and transmitting torque to the case by fluid friction of the oil collected in the working chamber; An electronic oil valve which is located in the operating chamber and is operated with PWM (Pulse Width Modulation) SIGNAL applied from the fan clutch controller to open and close the working fluid passage supplied to the rotor; A moving case which is located between the outer case and the rotor and which forms a gap with the rotor by the PWM signal in a state in which the moving case operating part provided in the valve body of the electromagnetic oil valve is fitted; Is included.

The fan clutch controller detects information on INPUT RPM (Revolution per Minute) which is the number of rotations transmitted from the engine to the fan clutch, FAN RPM which is the number of fan clutch rotations, engine coolant temperature ON, Compares the fan coolant temperature with the fan clutch operating temperature and compares whether the fan speed of the cooling fan exceeds a predetermined value of INPUT FAN SPEED, which is the speed at which the fan speed is transmitted from the engine to the fan clutch, Or when the engine cooling water temperature is not higher than the operating temperature of the fan clutch, when the fan speed exceeds a predetermined value of the input fan speed, the cooling fan speed is lowered by increasing the gap between the rotor and the outer case .

Such a fluid type fan clutch of the present invention can reduce the fan speed quickly by adjusting the gap between the rotor and the case in the case of a clutch off signal for excessive fan rotation or disengage in the fan clutch operation coolant temperature or by setting OFF_RPM to substantially zero ), The noise of the fan clutch due to OFF_RPM of 200 ~ 700RPM which is conventionally formed is greatly reduced.

In addition, since the fluid type fan clutch of the present invention prevents the rotation due to the oil remaining in the operating chamber under conditions in which the operation is not required, such as lowered cooling water temperature or driving stop, the effect of preventing the fuel mileage loss due to the unnecessary fan clutch have.

In addition, the fluid type fan clutch of the present invention improves OFF_RPM by applying a bimetal for adjusting the gap of the casing even when the hysteresis is large due to a temperature difference that is switched from engage to disengage, Driving is prevented, thereby contributing to an improvement in the performance of the fan clutch and an improvement in fuel economy.

Further, even in the case of the electromagnetic type in which the rotation of the cooling fan can be continued even when the 100% engagement release signal is applied, the control of the control valve for adjusting the gap of the case improves the OFF_RPM and prevents unnecessary fan driving, And it contributes to the improvement of fuel economy with improvement.

2 is a view of a fluid-type fan clutch in which a method of reducing the fan-stop rotation speed according to the present invention is implemented, and FIGS. 3 and 4 are views showing a fluid- FIGS. 5 and 6 illustrate an example in which the bimetal and the moving case of FIGS. 3 and 4 are closed by a clutch when the fan-stopping unit is composed of a moving case and a bimetal, Fig. 9 is a view showing a state in which the bimetal and the moving case of Fig. 4 are operated when the bimetal and the moving case are closed, Fig. 9 is a state in which the electromagnetic oil valve FIG. 10 is a view showing an example in which the fan-type variable-speed unit of FIG. 10 is applied to the fan- OFF_RPM a leader.

Hereinafter, exemplary embodiments of the present invention will be described in detail with reference to the accompanying drawings, which illustrate exemplary embodiments of the present invention. The present invention is not limited to these embodiments.

FIG. 1 shows a method of reducing the fan stop rotation speed according to the present embodiment. Hereinafter, the method of reducing the fan stop rotation speed is referred to as OFF_RPM zero mode. As shown in the figure, the OFF_RPM zero mode is an operation mode (S40, S50-1) in which the action of the case interval variable unit is performed in the case of the fan clutch OFF to implement the OFF_RPM zeroing more quickly and the OFF_RPM zeroing is implemented without the action of the case interval variable unit (S40-1). ≪ / RTI >

Fig. 2 shows an example of a fluid-type fan clutch in which a method of reducing the fan stop rotation speed according to the present invention is implemented.

As shown in the figure, the fluid type fan clutch is divided into an inner case 3 and an outer case 4 to which a pulley shaft 1, a pulley shaft 1 and a partition plate 2, a rotor 5, a square ring 8, a mechanical oil valve 9 fixed by a valve rotary shaft 9-1, and the like. In addition, a storage chamber, a working chamber, and an oil return flow path are formed in the case to circulate the oil in accordance with clutch ON or OFF. The described components of such a fluid-type fan clutch are components of a conventional fluid-type fan clutch.

Therefore, the OFF_RPM zero mode is applied to the fluid type fan clutch, and the fluid type fan clutch is applied to the case interval variable unit, which will be described in detail in Figs. 3 to 9, The same applies to mechanical types with mechanical oil valves (9) or to electronic types with electronic oil valves. The control described below is made up of a fan clutch controller, and the fan clutch controller can employ an engine ECU (Electronic Control Unit).

Referring again to FIG. 1, the OFF_RPM zero mode is implemented as follows.

As in S1, the fan clutch controller first determines whether the applied fan clutch is electronic or mechanical. Therefore, if the applied fan clutch is electronically recognized, the procedure can be omitted.

Then, when it is judged in S1 that the electronic fan clutch is judged, the fan clutch controller outputs, as in S10, an INPUT RPM (the number of rotations transmitted from the engine to the fan clutch), a fan RPM (fan clutch rotational speed), an engine coolant temperature ON and a FAN CLUTCH DUTY Information. Here, INPUT RPM is calculated by multiplying the engine RPM by the pulley ratio. The FAN RPM is calculated by multiplying the INPUT RPM by the FAN Clutch Slip Ratio. Then, it is determined whether the operation of the fan clutch is required to be turned on with the engine cooling water turned on as in S20. To this end, the following equation (1) is applied.

Equation 1: Engine coolant temperature ≥ Fan clutch operating temperature

Here, "≥" is a magnitude equation of two values, which means that the engine coolant temperature ≥ fan clutch operating temperature is equal to or greater than the engine coolant temperature as the fan clutch operating temperature.

The reason why the engine coolant temperature ≥ fan clutch operating temperature is applied is to lower the speed of the cooling fan when the cooling fan is operating at a high speed higher than necessary even though the operation of the fan clutch is required due to the high coolant temperature. As a result, the fan clutch controller can enter S20-1 or enter S30 depending on whether the conditions of the engine cooling water temperature > fan clutch operation temperature are satisfied.

S20-1 is a case where the condition of the engine cooling water temperature > fan clutch operating temperature is not satisfied. In this case, the fan clutch controller detects the FAN SPEED (fan clutch rotational speed) and checks whether the detected FAN SPEED is an appropriate value . To this end, the following expression (2) is applied.

Equation 2: FAN SPEED ≥ INPUT FAN SPEED (speed delivered from the engine to the fan clutch) x B (B is a correction factor of 0.8)

Here, "≥" is the magnitude equation of the two values, and FAN SPEED ≥ INPUT FAN SPEED x B means that the value of FAN SPEED is equal or greater.

The reason for applying the condition of FAN SPEED ≥ INPUT FAN SPEED x B is that the actual speed of the cooling fan that is currently operated in a state in which the cooling water temperature is low and the operation of the fan clutch is not required, Or more. As a result, the fan clutch controller can enter S40-1 or enter S30 depending on whether FAN SPEED ≥ INPUT FAN SPEED xB is satisfied.

S30 indicates that the cooling water temperature is higher than the operation temperature through the condition of the engine cooling water temperature ≥ fan clutch operation temperature in S20 or the cooling water temperature becomes the operation temperature in S20-1 and the actual cooling fan In this case, the fan clutch controller refers to the FAN CLUTCH DUTY information output in PWM (Pulse Width Modulation) SIGNAL, and determines that the current output signal is a full disable signal (100% Fan clutch off). In this way, the full disignage signal is generated when the cooling water temperature is lower than the cooling water temperature after the FULL ENGAGE signal (100% fan clutch ON) Or when the cooling fan continuously rotates at a high speed or when the cooling fan rotates rapidly due to abnormal operation oil oil inside the fan clutch.

In the S40 activation mode, the case clearance is quickly controlled when the current output signal is the FULLY DISENGAGE signal in S30. As a result, the gap between the rotor 5 and the outer case 4 is rapidly increased due to the operation of the case variable unit by the electromagnetic oil valve, whereby the speed of the cooling fan is rapidly lowered, OFF_RPM zero can be quickly achieved.

On the other hand, in the inactivation method of S40-1, the case clearance is controlled when the condition of FAN SPEED ≥ INPUT FAN SPEED x B is not satisfied in S20-1, or when the present output signal is not FULLY DISENGAGE signal in S30. As a result, the electromagnetic fan clutch does not function in the case of the case space variable unit by the electromagnetic oil valve and the case clearance between the rotor 5 and the outer case 4 is somewhat later than that in the case of the case space variable unit, Can be lowered.

S50 is a case where the fan clutch controller is judged as a mechanical fan clutch in S1. In this case, the OFF_RPM zero mode execution of the mechanical fan clutch is performed by the bimetallic case interval variable unit as in S50-1, The casing clearance of the case 4 is rapidly increased, so that the speed of the cooling fan is rapidly lowered, and OFF_RPM zero can be quickly achieved particularly when the fan clutch is turned off.

3 and 4 show an example in which a case gap variable unit is applied to the fluid type fan clutch so that the OFF_RPM zero mode is realized and the case gap variable unit is mechanically constructed using the bimetal 20 and the moving case 30 .

As shown in the figure, the case gap varying unit is constituted by a bimetal 20 and a moving case 30, and the rotor 5 coupled to the pulley shaft 1 and the valve rotary shaft 9-1 of the mechanical oil valve 9 Are coupled to each other through the outer case 4.

The bimetal 20 is positioned outside the outer case 4 while the valve rotary shaft 9-1 is wound and fixed. To this end, the bimetal 20 is formed in a spiral spring shape around the valve rotary shaft 9-1. One end of the bimetal 20 is fixed to the valve rotary shaft 9-1, and the other end of the bimetal 20 is extended 20-1 and is fixed to the bimetal fixing boss 4-1 of the outer case 4. [ Particularly, the bimetal 20 is contracted when the cooling water temperature is lower than the operating temperature of the fan clutch, so that the valve rotary shaft 9-1 is rotated in a predetermined range.

The moving case 30 is formed in a disc shape having a predetermined thickness with a center hole formed at the center thereof and forms a rotor bite 31 which is engaged with the rotor 5 on one side facing the rotor 5, And a valve slot 33 into which the end portion of the mechanical oil valve 9 is fitted is formed on the inner circumferential surface of the center hole. In particular, the valve slot 33 is divided into a clutch off position 33a, a clutch on position 33b, and a connection slot 33c. The clutch off position 33a is close to the rotor 5 while the clutch on position 33b is close to the outer case 4 when the widthwise end face of the moving case 30 is taken as a reference , The connection slot 33c slants the height difference section formed by the clutch off position 33a and the clutch on position 33b. Therefore, the mechanical oil valve 9 with the end portion at the clutch off position 33a keeps the gap so that the rotor engagement 31 of the movable case 30 is not interfered with the rotor 5, The mechanical oil valve 9 with the end portion positioned at the position 33b moves the moving case 30 toward the rotor 5 to transfer the rotor bite 31 to the rotor 5 by removing the gap.

On the other hand, FIGS. 5 and 6 show a state in which the OFF_RPM zero mode is implemented by the operation of the bimetal 20 and the movable case 30 by switching the mechanical fan clutch mode of S50 and S50-1 at the time of clutch off. At this time, it is assumed that the end portion of the mechanical oil valve 9 moves from the clutch-on position 33b to the clutch-off position 33a.

As shown, the bimetal 20 is contracted under the influence of low coolant temperature, and the bimetal 20 shrinks the rotation of the valve rotary shaft 9-1, thereby rotating the mechanical oil valve 9. At this time, the rotation of the mechanical oil valve 9 is assumed to be counterclockwise rotation. The end portion of the mechanical oil valve 9 is then advanced to the clutch off position 33a along the connection slot 33c at the clutch on position 33b and the clutch off position 33a of the mechanical oil valve 9 is advanced, The initial position restoring force Fa is formed in the movable case 30 by removing the force that the mechanical oil valve 9 pushes the movable case 30 to the rotor 5. [ As a result, the rotor engagement 31 of the movable case 30 is separated from the rotor 5, thereby forming a gap (i.e., increasing the gap) between the movable case 30 and the rotor 5, 30 and the rotor 5 quickly stops the OFF_RPM or stops it at almost zero by blocking the rotor torque from being transmitted to the moving case 30 and the outer case 4. [ In this state, the mechanical oil valve 9 closes the oil hole communicated with the operation chamber 7-2, thereby allowing the oil in the operation chamber 7-2 to pass through the oil return passage 7-3 to the storage chamber 7-1 ). ≪ / RTI >

On the other hand, FIGS. 7 and 8 show a state in which the bimetal 20 and the movable case 30, which were operated by switching the mechanical fan clutch mode of the clutch-on state S50 and S50-1, to the initial state.

As shown in the figure, the bimetal 20 is expanded under the influence of high coolant temperature, and the expansion of the bimetal 20 causes the valve rotary shaft 9-1 to rotate clockwise so that the end portion of the mechanical oil valve 9 And is retracted from the clutch off position 33a to the clutch on position 33b along the connection slot 33c. Then the moving case 30 approaches the rotor 5 by the pressing force Fb by the mechanical oil valve 9 so that the rotor bite 31 of the moving case 30 engages with the rotor 5. [ As a result, the rotor torque is transmitted to the movable case 30 and the outer case 4, thereby rotating the fan clutch. In this state, the mechanical oil valve 9 opens the oil hole communicated with the operation chamber 7-2, so that the oil in the reservoir chamber 7-1 is quickly supplied to the operation chamber 7-2.

On the other hand, FIG. 9 shows a state in which the OFF_RPM zero mode is realized by the operation of the electromagnetic oil valve 9A by the entry of the electronic fan clutch mode in S40 and S40-1 at the time of clutch off.

As shown, the electronic oil valve 9A includes a valve body 9A-1 controlled by an air unit 100, a valve body 9A- And a moving case operating section 9A-2 for opening and closing the oil passage of the storage chamber 7-1 and the operating chamber 7-2 while moving along the oil passage. The electromagnetic oil valve 9A is an electromagnetic valve having a valve body 9A-1 and a movable case operating part 9A-2 as constituent elements. However, the electromagnetic oil valve 9A is not limited to any type capable of opening / Of electronic valves. Also, the controller 100 may be a fan clutch controller, but an engine ECU (Electronic Control Unit) is applied.

When the controller 100 applies a PWM (Pulse Width Modulation) signal for 100% full release to the electromagnetic oil valve 9A when the clutch is off, the valve body 9A-1 controls the movable case manipulation portion 2 is moved forward to the clutch off position 33a along the connection slot 33c at the clutch on position 33b so that the movable case operating portion 9A-2 pushes the movable case 30 to the rotor 5 The force of gravity is removed. As a result, the movable case 30 is spaced from the movable case 30 and the rotor 5 by an initial position restoring force Fa, and the distance between the movable case 30 and the rotor 5 OFFs the OFF_RPM rapidly or stops at almost zero by blocking the rotor torque from being transmitted to the moving case 30 and the outer case 4. [ In this state, the electromagnetic oil valve 9A closes the oil hole communicated with the operating chamber 7-2, thereby allowing the oil in the operating chamber 7-2 to flow through the oil return passage 7-3 to the storage chamber 7-1 ). ≪ / RTI >

On the other hand, the clutch-on operating state is the same as that shown in Figs. 7 and 9, in which the electromagnetic oil valve 9A has been described through the mechanical oil valve 9 by moving in the reverse direction to the clutch-on state.

Meanwhile, FIG. 10 shows an OFF_RPM diagram of the fluid type fan clutch to which the OFF_RPM zero mode according to the present embodiment is applied.

As shown in the figure, when the case gap variable unit and the OFF_RPM zero mode are not applied in the region where the operation of the fan clutch is not required, the OFF state of the OFF_RPM becomes 650 rpm due to the engagement release delay between the rotor 5 and the case 2, On the other hand, when the case gap variable unit and the OFF_RPM zero mode are applied, it can be seen that the rotor 5 and the case 2 are quickly disengaged, resulting in an A-1 state in which OFF_RPM is reduced to almost 0 rpm (A-1).

As described above, the method for reducing the fan stop rotation speed according to the present embodiment uses the moving case 30 positioned between the outer case 4 and the rotor 5 to form a gap with the rotor 5 The bimetal 20 system is applied when the movable case 30 is a mechanical oil valve 9 that opens and closes the circulating flow of the operating oil while the PWM signal is applied when the electronic oil valve 9A is used, Regardless of whether the clutch is mechanical or electronic, the fan clutch operation speeds up the fan speed reduction in the clutch off signal for excessively high speed fan rotation or disengage in the cooling water ON, or OFF_RPM close to zero is possible, Improving OFF_RPM can also improve fuel economy.

1: Pulley shaft 2: Partition plate
3: inner case 4: outer case
4-1: Bimetal fixing boss
5: rotor 7-1: storage room
7-2: Operation chamber 7-3: Oil return flow path
8: Square ring
9: Mechanical oil valve 9-1: Valve rotating shaft
9A: Electronic oil valve 9A-1: Valve body
9A-2:
20: Bimetal 20-1: Extension fixing part
30: Movable case 31: Rotor stuck
33: valve slot 33a: clutch off position
33b: clutch on position 33c: connection slot
100:

Claims (13)

(A) a fan clutch controller determines an electronic fan clutch and a mechanical fan clutch;
(B) If the fan clutch controller determines that it is the electronic fan clutch, it is judged that the input rotation speed INPUT RPM (Revolution per Minute), which is the number of rotations transmitted from the engine to the fan clutch, FAN RPM, And compares the engine coolant temperature with the fan clutch operating temperature;
(C) If the engine cooling water temperature is higher than the operating temperature of the fan clutch, it is determined that the fan clutch DUTY is a full disengage signal which is 100% fan clutch off. When the engine cooling water temperature is the full disengage signal, Thereby lowering the cooling fan speed by increasing the casing gap of the cooling fan;
(D) when the engine cooling water temperature is not higher than the fan clutch operating temperature, when the fan speed, which is the speed of the cooling fan, exceeds a predetermined value of the INPUT FAN SPEED, which is the speed of the engine to the fan clutch, the OFF_RPM zero mode activation To the fan stop rotation speed.
The fan according to claim 1, wherein the INPUT RPM is calculated by multiplying an engine RPM by a pulley ratio, and the FAN RPM is calculated by multiplying the INPUT RPM by a fan clutch slip ratio (FAN Clutch Slip Ratio) Stopping speed reduction method. [3] The air conditioner according to claim 1, wherein the gap between the rotor and the outer case is increased by controlling the fan clutch DUTY corresponding to the FULLY DISENGAGE signal to open and close the working fluid passage supplied to the rotor by the fan clutch controller The fan stop rotation speed is reduced.
The method of claim 1, wherein the fan speed is determined to be greater than 80% of the input fan speed.
The fan clutch controller according to claim 1, wherein when the FAN SPEED does not exceed a predetermined value of the INPUT FAN SPEED, the fan clutch controller deactivates the OFF_RPM zero mode so as not to lower the cooling fan speed by increasing the gap between the rotor and the outer case Wherein the fan stop rotation speed reduction method is characterized by:
The fan clutch controller according to claim 1, wherein when the fan clutch controller determines that the mechanical fan clutch is engaged, the cooling fan speed reduction due to the increase in the case gap of the rotor and the outer case is contracted by the engine cooling water temperature without the fan clutch duty control of the fan clutch controller Wherein the fan stop rotation speed reduction method comprises the action of bimetal.
A case configured by an inner case and an outer case forming an oil return passage through which oil in the operation chamber is recovered to the storage chamber;
A rotor coupled to the pulley shaft and transmitting torque to the case by fluid friction of the oil collected in the working chamber;
A mechanical oil valve coupled to the valve rotation shaft coupled to the outer case and opening / closing a working oil passage supplied to the rotor;
A bimetal that is fixed to the outer circumference of the outer case while surrounding the valve rotation shaft and is contracted and expanded by cooling water to apply rotational force to the mechanical oil valve through the valve rotation axis;
A moving case located between the outer case and the rotor and spaced from or forming a gap with the rotor in a rotating direction of the mechanical oil valve in a state where an end portion of the mechanical oil valve is fitted;
And a valve slot formed with a height difference in a cross section of the movable case,
Wherein the valve slot is a tilted connection slot, and the clutch off position and the clutch on position are connected to each other.
The bimetallic shrink as claimed in claim 7 wherein the bimetallic shrinkage occurs at an engine coolant temperature that is a clutch off condition and the bimetallic shrinkage is such that the rotational direction of the mechanical oil valve through the valve rotational axis forms the gap between the moving case and the rotor Features a casing gap variable fan clutch.
[Claim 7] The method as claimed in claim 7, wherein the moving case is formed with a rotor engaging with the rotor, and the valve slot in which the end portion of the mechanical oil valve is inserted is moved to the inner circumferential surface of the center hole, Variable fan clutch.
delete The case gap variable-type fan clutch according to claim 7, wherein the clutch off position is a position close to the rotor, and the clutch on position is a position close to the outer case. A case configured by an inner case and an outer case forming an oil return passage through which oil in the operation chamber is recovered to the storage chamber;
A rotor coupled to the pulley shaft and transmitting torque to the case by fluid friction of the oil collected in the working chamber;
An electronic oil valve which is located in the operating chamber and is operated with PWM (Pulse Width Modulation) SIGNAL applied from the fan clutch controller to open and close the working fluid passage supplied to the rotor;
And a moving case which is located between the outer case and the rotor and which forms a gap with the rotor by the PWM signal in a state in which the moving case operating part provided in the valve body of the electromagnetic oil valve is fitted,
The fan clutch controller detects information on INPUT RPM (Revolution per Minute) which is the number of rotations transmitted from the engine to the fan clutch, FAN RPM which is the number of fan clutch rotations, engine coolant temperature ON, Compares the fan coolant temperature with the fan clutch operating temperature and compares whether the fan speed of the cooling fan exceeds a predetermined value of INPUT FAN SPEED, which is the speed at which the fan speed is transmitted from the engine to the fan clutch, Or the cooling fan speed is decreased by increasing the gap between the rotor and the outer case when the FAN SPEED exceeds a predetermined value of the INPUT FAN SPEED in a state where the engine cooling water temperature is not higher than the operating temperature of the fan clutch Wherein the fan clutch is a case-gap-adjustable fan clutch. delete

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