WO2006042648A1 - Systeme de ventilation pour automobile - Google Patents

Systeme de ventilation pour automobile Download PDF

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Publication number
WO2006042648A1
WO2006042648A1 PCT/EP2005/010830 EP2005010830W WO2006042648A1 WO 2006042648 A1 WO2006042648 A1 WO 2006042648A1 EP 2005010830 W EP2005010830 W EP 2005010830W WO 2006042648 A1 WO2006042648 A1 WO 2006042648A1
Authority
WO
WIPO (PCT)
Prior art keywords
fan
control
motor
vehicle
fan system
Prior art date
Application number
PCT/EP2005/010830
Other languages
German (de)
English (en)
Inventor
Thomas Bielesch
Martin Harich
Original Assignee
Behr Gmbh & Co. Kg
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Behr Gmbh & Co. Kg filed Critical Behr Gmbh & Co. Kg
Priority to EP05794800.2A priority Critical patent/EP1805399B1/fr
Priority to US11/665,179 priority patent/US20080092832A1/en
Priority to JP2007536055A priority patent/JP2008517195A/ja
Publication of WO2006042648A1 publication Critical patent/WO2006042648A1/fr

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
    • F01P7/10—Controlling of coolant flow the coolant being cooling-air by throttling amount of air flowing through liquid-to-air heat exchangers
    • 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
    • F01P5/00—Pumping cooling-air or liquid coolants
    • F01P5/02—Pumping cooling-air; Arrangements of cooling-air pumps, e.g. fans or blowers
    • F01P5/04—Pump-driving arrangements
    • 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
    • F01P2031/00—Fail safe
    • F01P2031/30—Cooling after the engine is stopped

Definitions

  • the invention relates to a fan system for a motor vehicle according to the preamble of claim 1 and a control method for operating a fan system according to claim 23.
  • a cooling module with integrated fan system for cooling a coolant, which in turn cools a motor vehicle engine, vor ⁇ seen, the at least one fan with fan motor, a control unit and an actuator, such as a stepping motor, for an air damper, wherein the fan system has a built-in the same fan control that independently controls the fan motors and the one or more actuators for louvers, which essentially independent of the vehicle-side control allows control and in particular no single power supply via the vehicle-mounted control unit is required.
  • a compact system CFS
  • the cabling effort reduces towards the vehicle electrical system, so that the fan system can be easily integrated into a vehicle.
  • the control of the louvers and the fan motor is no longer directly from the vehicle-mounted control.
  • the louvers and the fan motor were ⁇ controlled depending on each other, namely in particular depending on the cooling demand and the vehicle speed and possibly also the air temperature, which if appropriate, ie if no fan systemintemen sensors are provided by the vehicle-side control preferably via standard signals (eg PWM signal with or without terminal 15 or a bus system, eg CAN bus, LIN bus) to the fan motor control unit.
  • the vehicle manufacturer only has to provide a signal with the two variables for the control system, in which case 04-B-179-B 06.10.05 G-IP / - 3 - the simplest case, only one signal for the set speed of the fan is transmitted.
  • On the side of the vehicle-side control preferably only one control signal is output, further functions are preferably transmitted via a modified drive signal, such as different frequencies or duty cycles, current or voltage signals.
  • the extended function preferably contains signals relating to the cooling requirement (nominal value of the fan speed) and the driving speed.
  • the programming of the fan system takes place via a standard interface via the vehicle-side control or via its own connection, so that the fan system can be adapted to different specific vehicle parameters and thus a fan system for ver ⁇ different types of vehicles can be used.
  • Various vehicle-specific parameters can be integrated into the software algorithm, so that the programming is simplified during installation.
  • a bidirectional interface to the vehicle-side control can be provided, which supplies both vehicle data to the fan system and enables communication with the control devices.
  • An energy saving operating mode, warm-up operating mode and / or post-operation operating mode as well as error management is possible via the software used in the fan motor control unit.
  • the fan control is preferably connected to at least one sensor for the coolant temperature and / or the engine power and / or the flow velocity of the air in the area of the fan and / or the air temperature, wherein the measured values of the sensor (s) for the control of the or the fan motors and the actuator or the actuators are used for the louvers, so that these parameters are determined inside the fan system and processed accordingly.
  • the fan controller preferably has at least one sensor for the detection of the position of the louvers or of the actuators, which is preferably part of a sensor system integrated in an actuator control.
  • This allows the use of simple, cost-effective actuators and / or louvers, in particular simple actuators without provision, for example stepper motors or pneumatic cylinders.
  • cost-effective high-side or low-side output stages can be used to control the simple actuators, wherein integration of the position detection of the actuator is possible.
  • the fan control is arranged on or in a fan motor housing and connected via a plug contact with the vehicle-mounted control. This enables a simple integration of the fan system into the vehicle.
  • the fan controllers may preferably communicate with each other via an internal fan bus system.
  • the communication may also be via a connected on-board bus system, e.g. CAN, LIN bus system.
  • a connected on-board bus system e.g. CAN, LIN bus system.
  • an automatic control unit recognition for a single unit or a master unit and one or more slave units is provided.
  • the coding for the master or slave unit via a plug connection, for example via the plug for the actuator of a damper.
  • a controller detection is preferably provided which can automatically detect the presence of a single unit, so that in this case this unit is automatically set as a master unit.
  • a modular construction single or double fan system
  • an FAI L-SAVE mode is preferably provided which, in the event of a failure of the master unit, permits 04-B-179-B 06.10.05 G-IP / - 5 - light that the slave unit continues to operate automatically so that at least partial cooling is ensured in the event of a fan failure.
  • a fan system with two fans with fan motors and two actuators for louvers preferably has the same or at least substantially identically designed fans and actuators, so that by using common parts, the production costs can be reduced and the storage can be hol ⁇ facht.
  • the fan system is preferably used for the engine cooling by a fan, but can also be used accordingly for other components of an air conditioner, accordingly matched signals are transmitted from the vehicle-mounted control.
  • An energy-saving mode can preferably be regulated by means of the fan control, the energy-saving mode in particular comprising an at least partially open air damper position and an at least reduced rotational speed of the fan motor.
  • This mode can be initialized, in particular, as a function of parameters such as the outside temperature, engine speed and driving speed, whereby a saving of energy is made possible by the at least reduced, but preferably reduced to zero speed of the fan motor.
  • a maximum speed of the fan motor at high speeds can be adjusted so that the fan provides the lowest possible aerodynamic resistance, so that maximum cooling capacities are possible.
  • a warm-up mode can advantageously be regulated by means of the fan control, wherein the warm-up mode comprises, in particular, a closed air flap position and a switched-off fan motor.
  • the warm-up mode comprises, in particular, a closed air flap position and a switched-off fan motor.
  • This is a 04-B-179-B 06.10.05 G-IP / - 6 - enables the operating temperature of the motor vehicle engine to be reached quickly and thus minimizing wear in a simple manner.
  • a trailing mode can be regulated after a stop of the vehicle engine, so that the cooling module can be cooled to avoid heat accumulation.
  • the requirement of such a follow-up can advantageously be recognized automatically by the fan control.
  • both a desired position of the air flap and a setpoint speed of the fan motor can be transmitted by means of a coded signal, whereby the number of necessary signal lines can be kept small.
  • the encoded signal da ⁇ in a pulse width modulated signal wherein a first air gap position, a first air damper position and a second pulse width range, a second air damper position is assigned.
  • a variable pulse width-dependent setpoint rotational speed of the fan motor is also advantageously assigned to a pulse width range.
  • the object is achieved for a control method for operating a Lvidersys ⁇ system with the features of claim 23.
  • the parameter comprises information about a Aktiv ists ⁇ state of the motor vehicle engine, which is decided upon non-activation via a tracking control of the fan system.
  • the risk of heat build-up after stopping the engine can be countered.
  • a decision is made on a power-saving mode, wherein in the energy-saving mode, an open air damper is present and the fan motor is operated with at least reduced power.
  • a decision is also made about the desired position of the air flap and the nominal position of the fan speed, wherein one of the decision options includes a setpoint speed of the fan motor which is between zero and a maximum speed.
  • the energy consumption of the fan motor can be optimally adapted to the required cooling capacity, and also a cooling that is too strong for a while can be avoided.
  • the aforementioned method steps are altogether combined to form a callable control sequence in the manner of a subroutine, the subroutine being called out of a loop, in particular of a main program.
  • this program-technical arrangement can be done in a simple manner constant adaptation to changing cooling requirements.
  • the fan system by a start signal of the motor vehicle 04-B-179-B 06.10.05 G-IP / - 8 - can be initialised. This can be done, for example, by switching on a supply voltage or by means of a special bus signal. After initialization, programming of the control system by the motor vehicle can also be particularly preferred. As a result, a particularly easy adaptation of a fan system with integrated control method to various motor vehicles is possible.
  • a first fan motor with a first control electronics can be initialized as a master system and at least a second fan motor with a second control electronics can be initialized as a slave system, one of the Both, master or slave system, Radioda ⁇ th of the other system receives and receives the respective other system operating data from the motor vehicle.
  • a first fan motor with a first control electronics as a master system and at least a second fan motor with a second control electronics as a slave system is detected, one of the two, Master or slave system, receives operating data from the other system and each receives different system operating data from the motor vehicle.
  • a first Lüftermo ⁇ gate is initialized with a first control electronics as a master system and at least a second fan motor with a second control electronics as a slave system, each of the two, master or slave system, 04-B-179-B 06.10.05 G-IP / - 9 -
  • both engines receive the operating data from the vehicle at the same time, and each engine communicates with the motor vehicle or returns various data to the vehicle.
  • the master / slave coding determines which address is assigned to the respective motor, which transmits its data to the motor vehicle at this address. Depending on the design of the bus system, this results in improved redundancy and enables the simple implementation of fault or emergency programs in the event of a fault.
  • fault management of the fan system can be activated.
  • the fan system controlled by a control method according to the invention is a fan system according to one of claims 1 to 22.
  • a control method according to the invention comprises, in the sense of a device-type realization, control electronics with a program-controlled processor, wherein a control method according to one of claims 23 to 34 is implemented by a program.
  • FIG. 1 shows a view of a fan cowl with openings for the travel wind, wherein the openings can be closed with shutter valves (not shown)
  • FIG. 2 is a circuit diagram of a fan system
  • FIG. 3 is a flow chart which illustrates the basic structure of a control
  • FIG. 1 shows a view of a fan cowl with openings for the travel wind, wherein the openings can be closed with shutter valves (not shown)
  • FIG. 2 is a circuit diagram of a fan system
  • FIG. 3 is a flow chart which illustrates the basic structure of a control
  • FIG. 1 shows a view of a fan cowl with openings for the travel wind, wherein the openings can be closed with shutter valves (not shown)
  • FIG. 2 is a circuit diagram of a fan system
  • FIG. 3 is a flow chart which illustrates the basic structure of a control
  • FIG. 1 shows a view of a fan cowl with openings for the travel wind, wherein the openings can be closed with shutter valve
  • a fan system has two fans 1, 2 and two same driving fan motors 1a, 2a, which are two brushless electric fan motors, and one actuator 3, 4 each for an air damper, in this case one Venetian blind flap, open.
  • the shutter flaps are not shown in detail, but with the actuators 3, 4 connected mechanical drive elements 3a, 4a and also guides 5 are recognizable for the louvers.
  • Each of the fan motors 1a, 2a is designed such that it has hardware internally, which is connected directly to the associated actuator via a plug connection 1b, 2b and can drive it directly (see FIG. 2).
  • an electronic circuit for controlling the respec ⁇ gene actuator 3, 4 housed in the same housing as a circuit for controlling the respective fan motor 1a, 2a, in particular in the housing of the respective fan motor 1a, 2a.
  • the fans 1, 2 are each connected via terminals 6, 7 with electronics of the rest of the vehicle.
  • an automatic master / slave motor detection and communication is provided by one of the two fan motors via a
  • Master motor communicates according to the present embodiment (mainstream variant) only with the vehicle-mounted electronics.
  • the second unencoded slave motor does not communicate with the vehicle.
  • the hardware and software of the two fan motors is designed so that an automatic detection of master and slave is integrated.
  • the control logic for the actuators of the Venetian blind flaps and the Lüftermo ⁇ gates is shown in Fig. 3 as a flow chart, the same Steuerlo ⁇ logic is basically applicable in a vehicle-mounted control, ie the fan control is integrated there.
  • the system is activated by the vehicle-side control, eg by a signal from a main control system, which is automatically released when the engine is started, or by the application of a voltage, whereupon the main program starts and the system moves to the initial position.
  • a programming (flash mode) of the control logic can be done beforehand. Depending on the requirements, such programming may take place after each start and may include, for example, the entire control system of the fan system electronics or else only extraordinary programming, for example in the event of fault management. 04-B-179-B
  • the motors are initialized as master or slave. This has the advantage, inter alia, that the motors, including their control and their programming, can be identical, so that a more cost-effective production and replacement part logistics are possible.
  • a subroutine for the control and the fan operation is started as part of a loop, which is shown in detail in Fig. 3 right. This checks if the system is still activated. If so, various variants are possible, depending on whether it is a normal operation, a warm-up or an energy-saving operation han ⁇ , wherein the fan motor and the actuator for the blind flap according to the requirements are supplied with power (see FIG. 3 lower part). If no, then follow-up control is possible, if specified.
  • a warm-running mode such as when the vehicle has no operating temperature. If the warm-up mode is initiated, the louvers are closed and the Lmonermoto ⁇ ren off.
  • the air flaps and the fan speed are set according to requirements, wherein the fan speed may also be below a maximum speed. 04-B-179-B
  • operating parameters such as coolant temperature and vehicle speed are used as argument values to read the resulting valve position and fan speed setpoints from specified value matrices.
  • the fan motor Before or after passing through the subroutine (in this case before) is determined for the two fan motors, if the fan motor is a master motor or a slave motor and accordingly the communication with the corresponding other control unit.
  • the master engine also communicates with the vehicle-side control, wherein the cooling demand and Fahrge ⁇ speed signals are transmitted to the master engine.
  • a branch takes place in dependence on whether the control unit belongs to the master motor or to the slave motor.
  • the control unit of the master motor If it is the control unit of the master motor, it is first communicated with the slave unit. Then, the necessity of error management is determined and in the case of errors or defects, special programs, not shown, are called up. In the normal case, freedom from errors is subsequently communicated to the vehicle in order, inter alia, to read out at least one, but generally several operating parameters. These are, for example, values for the system state (engine on / off) and for driving speed, 04-B-179-B 06.10.05 G-IP / - 14 -
  • a special control of two fan motors is provided by fans designed as tube fans and associated jalousie flaps.
  • 1 shows a fan cowling which has rectangular openings for the air flow at the top, which can be closed by means of jalousie shutters, not shown.
  • the fan guard is arranged in the direction of travel behind the radiator ("suction fan arrangement").
  • the signal for the driving speed comes in the present case from the vehicle-side control.
  • the fan control must ensure that if the wind is sufficient the fan (s) remain switched off and the air can flow through the openings, and the fans are switched on and the openings are closed when the vehicle is traveling slowly or stationary.
  • a sensor for the flow velocity of the air in the area of the fan is provided in the fan system, so that errors as a result of external influences, such as strong wind from the front even though the vehicle is moving slowly, are the be ⁇ written control can occur can be avoided, and the fan control in this regard is independent of the vehicle-mounted control.
  • a temperature sensor for the engine coolant is provided, which passes on its measured values directly to the fan control and a corresponding demand-dependent control of the fan motors and the actuators for the louvers takes place, and the system also in this respect independent of the vehicle-side control is. 04-B-179-B 06.10.05 G-IP / - 15 -
  • the pulse width (TVin) can be between 0% and 100%. In the present case, a pulse width of 0% to 10% is assigned to a standstill of the fan motor and a closed air damper. This corresponds to a warm-up mode.
  • the fan motor In the range 10% -11% TVin, the fan motor is off and the flap is open, which may correspond to an energy-saving mode.
  • the air damper In the range of 11% to 90% the air damper is closed and the engine speed between a technically sensible minimum of 33% and the maximum speed is linearly dependent on the pulse width.
  • 90% to 95% TVin maximum fan speed In the range of 90% to 95% TVin maximum fan speed is present, with the damper only in the range 93% to 94% open and otherwise closed. Between 95% and 100% TVin lie again turn off engine and closed air damper before. In this way, all combinations that are meaningful for operation are coded in a one-dimensional transfer characteristic or in a single pulse-width-modulated signal.
  • Such a transmission characteristic can be used both for the communication between the master motor and the vehicle as well as for a communication between a master motor and a slave motor.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Cooling, Air Intake And Gas Exhaust, And Fuel Tank Arrangements In Propulsion Units (AREA)
  • Air-Conditioning For Vehicles (AREA)

Abstract

La présente invention concerne un système de ventilation qui est notamment conçu pour refroidir un moteur d'automobile. Ce système comprend au moins un ventilateur équipé d'un moteur, un appareil de commande et un actionneur pour un volet d'aération. Ledit système de ventilation présente une commande de ventilateur intégrée au système, qui commande de manière indépendante le ou les moteurs de ventilateur et le ou les actionneurs de volet d'aération.
PCT/EP2005/010830 2004-10-15 2005-10-07 Systeme de ventilation pour automobile WO2006042648A1 (fr)

Priority Applications (3)

Application Number Priority Date Filing Date Title
EP05794800.2A EP1805399B1 (fr) 2004-10-15 2005-10-07 Système de ventilation pour automobile
US11/665,179 US20080092832A1 (en) 2004-10-15 2005-10-07 Ventilator System for a Motor Vehicle
JP2007536055A JP2008517195A (ja) 2004-10-15 2005-10-07 自動車用ファンシステム

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
DE102004050973 2004-10-15
DE102004050973.5 2004-10-15
DE102005018189 2005-04-19
DE102005018189.9 2005-04-19

Publications (1)

Publication Number Publication Date
WO2006042648A1 true WO2006042648A1 (fr) 2006-04-27

Family

ID=35734950

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/EP2005/010830 WO2006042648A1 (fr) 2004-10-15 2005-10-07 Systeme de ventilation pour automobile

Country Status (5)

Country Link
US (1) US20080092832A1 (fr)
EP (1) EP1805399B1 (fr)
JP (1) JP2008517195A (fr)
KR (1) KR20070085335A (fr)
WO (1) WO2006042648A1 (fr)

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IT1390714B1 (it) * 2008-07-11 2011-09-15 Spal Automotive Srl Sistema di ventilazione
JP5810753B2 (ja) * 2011-08-31 2015-11-11 スズキ株式会社 燃料電池車両
JP5880229B2 (ja) * 2012-04-06 2016-03-08 アイシン精機株式会社 グリルシャッタ装置
NL2009105C2 (nl) 2012-07-02 2014-01-06 Mci Mirror Controls Int Nl Bv Verstelsysteem, primaire versteleenheid en secundaire versteleenheid.
KR101647109B1 (ko) 2014-11-06 2016-08-09 현대자동차주식회사 차량에서의 냉각 팬 제어 방법 및 시스템
JP6540345B2 (ja) * 2015-08-05 2019-07-10 日産自動車株式会社 車両走行制御方法及び車両走行制御装置
JP6638635B2 (ja) * 2016-12-09 2020-01-29 株式会社デンソー 制御システムおよび制御システムを備えた送風装置
KR102261345B1 (ko) * 2019-11-19 2021-06-08 현대자동차주식회사 조명 연계 외장형 aaf 시스템 및 라이팅 효과 생성 aaf 제어 방법
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EP1805399B1 (fr) 2014-02-26
JP2008517195A (ja) 2008-05-22

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