WO1997041337A1 - Lüfter für eine brennkraftmaschine - Google Patents
Lüfter für eine brennkraftmaschine Download PDFInfo
- Publication number
- WO1997041337A1 WO1997041337A1 PCT/EP1997/001950 EP9701950W WO9741337A1 WO 1997041337 A1 WO1997041337 A1 WO 1997041337A1 EP 9701950 W EP9701950 W EP 9701950W WO 9741337 A1 WO9741337 A1 WO 9741337A1
- Authority
- WO
- WIPO (PCT)
- Prior art keywords
- fan
- fan according
- electromagnet
- fluid friction
- locking
- Prior art date
Links
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
- F01P7/00—Controlling of coolant flow
- F01P7/02—Controlling of coolant flow the coolant being cooling-air
- F01P7/08—Controlling of coolant flow the coolant being cooling-air by cutting in or out of pumps
- F01P7/081—Controlling of coolant flow the coolant being cooling-air by cutting in or out of pumps using clutches, e.g. electro-magnetic or induction clutches
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
- F01P7/00—Controlling of coolant flow
- F01P7/02—Controlling of coolant flow the coolant being cooling-air
- F01P7/04—Controlling of coolant flow the coolant being cooling-air by varying pump speed, e.g. by changing pump-drive gear ratio
- F01P7/042—Controlling of coolant flow the coolant being cooling-air by varying pump speed, e.g. by changing pump-drive gear ratio using fluid couplings
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
- F01P2025/00—Measuring
- F01P2025/08—Temperature
Definitions
- the invention relates to a fan for an internal combustion engine with a fluid friction clutch connected between a drive shaft and a fan wheel and with a locking device for the fan wheel, which interacts in a form-fitting manner with the housing of the fluid friction clutch equipped with the fan blades.
- a fan arrangement of this type is known from DE 34 20 277 C3.
- the housing of the fluid friction clutch equipped with the fan blades has been assigned either a mechanically operated brake or a mechanically operated locking rod in order to completely stop the fan wheel, for example during a cold start, and thereby prevent the fan generated by the rotating fan Cooling air delays the heating of the coolant of the internal combustion engine.
- Both the brake provided there and the form-fitting locking are actuated via a memory element, which suddenly changes its shape at a certain coolant temperature and, since a helix has been provided there, as of a certain cooling element medium temperature releases the fan wheel for rotation, while it holds the fan wheel under this coolant temperature, for example during a cold start.
- the drive arrangement in particular the fluid friction clutch, must be provided with a brake or, as proposed there, with a hollow drive shaft through which an axially displaceable locking rod is guided.
- This is complex and also does not allow retrofitting.
- the changeover process can also be triggered exclusively by the coolant temperature, specifically irrespective of the air temperature which controls the oil supply or discharge to the clutch and is detected via a bimetal.
- the present invention has for its object to provide a locking device of the type mentioned in a simple manner so that retrofitting existing fan drives and a control of the locking is possible via other parameters of the engine control.
- the fixing device is a blocking element which acts directly on the outside of the housing of the fluid friction clutch and which is connected via a motor control parameter and / or other parameters in the circuit of the ignition lock triggered actuator is operable.
- This configuration also leaves open the possibility of making the locking member dependent on others Actuating or releasing signals and, for example, connecting the blocking element with a delay element which, after the ignition has been switched off in the event that the temperature of the coolant has not yet reached or fallen below the predetermined value, only enables the locking device to be reactivated after a period of time to which the fan wheel has come to a standstill. Damage to the fan wheel due to the mechanical interaction with the locking element is thus excluded.
- the actuator for actuating the locking element can be arranged in an electrical circuit together with the ignition lock and an additional switch which can be triggered by a temperature element for detecting the coolant temperature. With this configuration, the locking element is released in normal operation when the coolant temperature is sufficiently high.
- an electromagnet in this embodiment, can be provided as an actuator, the sole purpose of which is to bring the locking element into engagement with the housing of the fluid coupling.
- the power of such an electromagnet can be very low. Therefore, there is also the possibility of constructing the electromagnet from two windings which are located in separate circuits and are only able to actuate the latching hook provided as a blocking element when they are acted upon together.
- This embodiment offers the possibility of simple securing, with which actuation of the locking device is excluded under certain conditions.
- a lock can be provided as a locking element, which engages in the space between the cooling ribs of the housing of the fluid friction clutch.
- this bolt can be designed in a simple manner as a fixedly pivotable latching hook which is attached to a holding device which is arranged in particular with a motor. tion is stored.
- This embodiment allows existing fan drives with a fluid friction clutch, the " housing of which is generally provided with radially projecting cooling fins, to be subsequently provided with a locking device, the holder for the latching hook serving as a locking bolt being largely on can be attached to any place where there is space in the engine compartment. The actuation of a latching hook also requires very little electrical energy.
- the latching hook can be provided in the form of a hook with a projecting wing made of magnetically active material, this wing interacting with the electromagnet.
- This configuration enables very simple actuation, in which the energy expenditure for the electromagnet is very low.
- the locking hook designed in this way can finally be provided in a simple manner with a return spring and, in order to save installation space as much as possible, it can be designed as a leaf spring which sits firmly on the holder and runs approximately parallel to the articulated part of the locking hook.
- Fig. 1 is a partially cutaway side view of the clutch assembly for an inventive Lüf ⁇ ter with a 'locking device in its disengaged position
- FIG. 2 seen the view of the arrangement of FIG. 1 in the direction of section line II-II, but in the position of the locking device according to FIG. 3, 3 shows the locking device of FIG. 1, but in the position for locking the fan wheel,
- Fig. 6 is a schematic representation of a circuit diagram for power supply to the locking device
- FIG. 7 shows a variant of the circuit diagram according to FIG. 6.
- FIGS. 1 and 2 show the clutch housing (1) of a fluid friction clutch (6) known per se, which is driven in a manner not shown via a central drive shaft (2) or via a V-belt wheel (3) and the housing (1), which is provided with radially extending cooling and reinforcing ribs (4) and with fan blades (not shown), causes rotation depending on the degree of filling of the coupling.
- a water pump (5) is also arranged coaxially to the clutch housing (!) On the drive shaft (2) and is mounted in a fixed position, for example on the engine block.
- the fluid friction clutch ensures, in a known manner, that the fan wheel formed by the housing (1) of the fluid friction clutch (6) rotates more or less quickly depending on the cooling air temperature and therefore the flow through one in the area in front of the fluid friction clutch (6 ) arranged cooler, not shown.
- This takes place in a known manner via a thermocouple designed as a bimetal, which is assigned to the end face of the fluid friction clutch and which, in a known manner, has an overflow valve between a supply chamber. always opens in the fluid friction clutch (6) and a working chamber, so that the working chamber fills at higher temperatures and the housing (1) of the coupling, which is designed as a fan wheel, is taken along by the driven coupling half via shear forces.
- Fluid friction clutches of this type generally work satisfactorily. However, due to the degree of filling that remains even when the valve is closed, they also rotate in what is known as idling, where a cooling effect due to rotating fan blades is undesirable. This is particularly the case when the engine is cold started, when the engine temperature, i.e. the temperature of the coolant of the engine should rise.
- a holder (7) in the form of an angle bracket is screwed onto the stationary water pump (5), specifically with the aid of screws (8) through openings (9) in a flange part (11) of the Reach through the holder (7).
- the bow-shaped holder (7) is provided with a screwed-on electromagnet (10) which is approximately cylindrical and is held by a screw (12).
- the electromagnet (10) which is supplied with electrical energy via a connecting cable (13), works together with a wing (14) made of magnetic material projecting from a pivotable latching hook (15), the position of the latching hook (15) being shown in FIG. 1 , in which the electromagnet (10) is not energized, in FIG. 3, on the other hand, the position in which the electromagnet (10) is energized.
- the latching hook (15) consists of a one-piece sheet metal part which tapers upward from a pivot axis (16) to a latching lug (17).
- This locking hook (15) is gripped from both sides by a leaf spring (18) which is fastened with rivets (19) fixed to be downwardly projecting strap parts (20) of the holder (7) ⁇ and with its upper end (18a ) on the hook (15) creates.
- This leaf spring (18) strives to always hold the hook (15) in the position shown in FIG. 1, in which it rests against a stop (not shown in detail) on the holder (7) under spring force. In this position, the hook end (17) remains away from the housing (1) of the fluid friction coupling, so that the fan blades can rotate freely and depending on the degree of filling.
- the hook (15) is brought into the position according to FIG. 3 via the wing (14) attached to it, which bears against the electromagnet (10), in which the free end (17), as shown in FIG. 2, can engage in the space (21) between two adjacent cooling and reinforcing ribs (4) and thus prevents the coupling housing from rotating.
- the configuration is such that the electromagnet (10) is located in an electrical circuit (22) in which the ignition lock with the switch (23) for the starter is also arranged.
- a temperature-dependent open switch (24) and a delay element (25) are also provided.
- the temperature-dependent switch (24) goes into its open position (24 '), for example when a coolant temperature of 110 ° C. is reached, but is closed at coolant temperatures below it, as shown in broken lines in FIG. 6. If the switch (23) is therefore actuated to start the vehicle, the electromagnet (10) is excited and the hook (15) moves into its position according to FIG. 3. In this position, it blocks the housing provided with the fan blades (1) the fluid friction clutch (6) and thus prevents the fan from rotating when the engine starts.
- the switch (24) opens and the magnet (10) is de-energized.
- the hook (15) assumes its position according to FIG. 1.
- the fluid friction clutch (6) works as usual and more or less switches the fan on.
- a delay element (25) is provided that actuation of the electromagnet (10 ) prevented over a certain time, which is such that the clutch has come to a standstill or at such a low speed by the end of this time that switching on the locking device no longer causes damage.
- This can become important, for example, if the coolant temperature has not yet reached the previously mentioned temperature of 110 ° C. and the switch (24) has therefore remained in its dashed closed position. This can be the case if the vehicle has initially only been moved for a short distance, or if the coolant temperature has cooled below the stated amount again, for example during a descent. In such cases, the delay element (25) prevents damage to the device.
- FIG. 7 shows a variant of the circuit diagram according to FIG. 6.
- an electromagnet (10 1 ) is arranged in the electrical circuit (22 1 ), and it is in the circuit (22 ') the switch (23) of the ignition lock is provided for actuating the starter.
- the coil of the electromagnet (10 ') consists of a pull-in winding (26) and a shark tewicklung (27) which are connected in parallel, in the additional circuit (28) of the temperature dependent acting switch (24) is "located.
- the holding winding (27) and the pull-in winding (26) are designed so that they only the for the actuation of the latching hook (15) can exert the necessary triggering force if both of them have current flowing through them.
- the switch (23) is opened to actuate the starter, i.e. So after starting the engine, the winding (26) is de-energized, the winding (27) maintains the locking of the fan by the locking hook (15). Their strength is such that they can exert this holding effect.
- the switch (24) opens. The holding winding (27) is also de-energized and the fan is released.
- the temperature-dependent switch (24) releases the circuit (28).
- the switch (24) is closed. If the switch (23) for the starter is actuated, then, as in the first case, both windings (27 and 26) are energized. In this case too, the locking hook (15) is actuated and the fan is locked. After running the engine opens the switch (23), the holding winding (27), however, maintains the locking of the fan.
- isserschtempe ⁇ reaches the temperature 110 ° C, then "opens the switch (24), the holding winding (27) is de-energized and the fan is enabled.
- the temperature-dependent switch (24) is open.
- the circuit (28) is open, the holding winding (27) is therefore de-energized. If the starter switch (23) is actuated in this case, the pulling force of the winding (26) alone is not sufficient to actuate the latching hook (15). There is no locking of the fan. If the starter switch (23) is also opened, then the pull-in winding (26) is also de-energized so that the entire electromagnet (10 '), i.e. So the actuator with the locking hook (15) remains unactuated. It is therefore not possible to lock the fan above a coolant temperature of 110 °.
- the solution shown in FIG. 7 therefore additionally has the advantage that even if the thermostatic switch (24) should be defective, the fan cannot be locked, so that in the event of a fault, the cooling of the Motors is always ensured (fail save).
- the entire locking device can also be retrofitted in a simple manner. For this it is only necessary to screw the bracket (7) in place and to integrate the electromagnet (10) in the circuit of the ignition lock. Each time the engine is started, when the coolant temperature is not yet high enough, the fan is automatically prevented from rotating as well until the fan power is required to cool the engine coolant.
- the exemplary embodiment described uses an electromagnet in cooperation with a specially designed swivel hook. It is of course also possible to provide electromagnets or actuating pistons which are acted upon from the electrical ignition circuit and which press corresponding locking pins into the intermediate spaces of the cooling fins of the fan wheel.
- the decisive factor is that such actuators are also coupled to the ignition circuit and can be attached by means of brackets, which also enable retrofitting without requiring design changes to the fluid friction clutches.
Abstract
Description
Claims
Priority Applications (4)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
EP97918147A EP0836673B1 (de) | 1996-05-01 | 1997-04-18 | Lüfter für eine brennkraftmaschine |
JP9538520A JPH11511829A (ja) | 1996-05-01 | 1997-04-18 | 内燃機関用の送風機 |
DE59708766T DE59708766D1 (de) | 1996-05-01 | 1997-04-18 | Lüfter für eine brennkraftmaschine |
US09/000,868 US6200106B1 (en) | 1996-05-01 | 1997-12-30 | Fan assembly with a fan locking device for an automotive fluid friction fan clutch |
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE19617414A DE19617414A1 (de) | 1996-05-01 | 1996-05-01 | Lüfter für eine Brennkraftmaschine |
DE19617414.7 | 1996-05-01 |
Publications (1)
Publication Number | Publication Date |
---|---|
WO1997041337A1 true WO1997041337A1 (de) | 1997-11-06 |
Family
ID=7792974
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
PCT/EP1997/001950 WO1997041337A1 (de) | 1996-05-01 | 1997-04-18 | Lüfter für eine brennkraftmaschine |
Country Status (4)
Country | Link |
---|---|
EP (1) | EP0836673B1 (de) |
JP (1) | JPH11511829A (de) |
DE (2) | DE19617414A1 (de) |
WO (1) | WO1997041337A1 (de) |
Families Citing this family (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US9188130B2 (en) * | 2013-01-09 | 2015-11-17 | GM Global Technology Operations LLC | Locking device for cooling fan assembly |
Citations (6)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE864482C (de) * | 1950-10-22 | 1953-01-26 | Bosch Gmbh Robert | Schalteinrichtung fuer elektromagnetische Kupplungen im Antrieb des Luefters von Brennkraftmaschinen |
DE1131946B (de) * | 1957-11-28 | 1962-06-20 | Mecanique Et Carrosserie Autom | Ventilatorantrieb fuer wassergekuehlte Brennkraftmaschinen |
JPS58165520A (ja) * | 1982-03-26 | 1983-09-30 | Usui Internatl Ind Co Ltd | 水温感知によるオン・オフ回転停止機能を有するフアン駆動流体カツプリング装置 |
DE3842503A1 (de) * | 1988-01-04 | 1989-07-13 | Tatra Kom | Kuehlsystem insbesondere fuer luftgekuehlte motoren |
EP0407749A1 (de) * | 1989-07-08 | 1991-01-16 | Behr GmbH & Co. | Flüssigkeitsreibungskupplung |
DE19502326A1 (de) * | 1995-01-26 | 1996-08-01 | Bayerische Motoren Werke Ag | Brennkraftmaschine mit einer Vorrichtung zur Belastung einer Abtriebswelle |
Family Cites Families (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE1576731B1 (de) * | 1967-03-18 | 1971-09-16 | Fichtel & Sachs Ag | Thermostatgesteuerte Reibkupplung zum Antrieb eines Kuehlgeblaeses fuer Brennkraftmaschinen |
US4550695A (en) * | 1983-06-08 | 1985-11-05 | Nissan Motor Company, Limited | Fan device for internal combustion engine |
-
1996
- 1996-05-01 DE DE19617414A patent/DE19617414A1/de not_active Withdrawn
-
1997
- 1997-04-18 DE DE59708766T patent/DE59708766D1/de not_active Expired - Fee Related
- 1997-04-18 WO PCT/EP1997/001950 patent/WO1997041337A1/de active IP Right Grant
- 1997-04-18 JP JP9538520A patent/JPH11511829A/ja not_active Ceased
- 1997-04-18 EP EP97918147A patent/EP0836673B1/de not_active Expired - Lifetime
Patent Citations (6)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE864482C (de) * | 1950-10-22 | 1953-01-26 | Bosch Gmbh Robert | Schalteinrichtung fuer elektromagnetische Kupplungen im Antrieb des Luefters von Brennkraftmaschinen |
DE1131946B (de) * | 1957-11-28 | 1962-06-20 | Mecanique Et Carrosserie Autom | Ventilatorantrieb fuer wassergekuehlte Brennkraftmaschinen |
JPS58165520A (ja) * | 1982-03-26 | 1983-09-30 | Usui Internatl Ind Co Ltd | 水温感知によるオン・オフ回転停止機能を有するフアン駆動流体カツプリング装置 |
DE3842503A1 (de) * | 1988-01-04 | 1989-07-13 | Tatra Kom | Kuehlsystem insbesondere fuer luftgekuehlte motoren |
EP0407749A1 (de) * | 1989-07-08 | 1991-01-16 | Behr GmbH & Co. | Flüssigkeitsreibungskupplung |
DE19502326A1 (de) * | 1995-01-26 | 1996-08-01 | Bayerische Motoren Werke Ag | Brennkraftmaschine mit einer Vorrichtung zur Belastung einer Abtriebswelle |
Non-Patent Citations (1)
Title |
---|
PATENT ABSTRACTS OF JAPAN vol. 007, no. 291 (M - 265) 27 December 1983 (1983-12-27) * |
Also Published As
Publication number | Publication date |
---|---|
DE59708766D1 (de) | 2003-01-02 |
EP0836673A1 (de) | 1998-04-22 |
EP0836673B1 (de) | 2002-11-20 |
DE19617414A1 (de) | 1997-11-06 |
JPH11511829A (ja) | 1999-10-12 |
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