• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
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    • 专利摘要:
    ENGINE COOLING FAN SPEED CONTROL SYSTEM. These are fan cooling system and method of controlling fan speed to cool vehicle engine components while decreasing power consumption by a fan (52) and reducing engine fuel consumption for an engine that partially energizes the engine. fan (52). The fan cooling system increases the engine coolant temperature of a moving vehicle to obtain a fan speed demand so that the fan speed can be reduced. The fan cooling system selects a maximum fan speed demand from one or more fan speed demands to command fan speed based on various perceived inputs, including engine coolant temperatures. The fan cooling system also improves cooling efficiency by incorporating "slipheat" protection for the fan (52) so as not to overdrive the fan for cooling.
    公开号:BR112013029009B1
    申请号:R112013029009-9
    申请日:2012-05-11
    公开日:2021-05-11
    发明作者:Brian Hartman；Jeffrey Koth；Daniel Alan Morey；Alessandro CARNEVALI
    申请人:Cnh Industrial Italia S.P.A.；
    IPC主号:
    专利说明:

    Field of Invention
    [001] This invention generally relates to engine cooling fans. Specifically, this invention relates to an engine cooling fan speed control system and method for controlling the engine fan speed of a vehicle fan. Fundamentals of the Invention
    [002] Electronic fan control systems and enhancements thereto have been integrated into various vehicles to cool motor vehicle components by adjusting the rotation of a fan to control the flow of air around the components to be cooled. Cooling is required through the motor vehicle components to prevent overheating due to variations in internal and external temperatures to the engine and due to variations in the load placed on the vehicle and its engine components.
    [003] The fan is located close to the vehicle engine to blow aspirated air through the engine heat exchangers, radiator, etc. over the top of the engine to carry heat dissipated from the engine and other vehicle components. The fan provides air cooling and improves heat dissipation for components such as engine coolant, transmission oil and hydraulic oil. The main source of energy for the fan comes from the vehicle's engine. Achieving particular fan speeds and thereby providing cooling of vehicle components may require significant engine horsepower drain, thereby reducing the engine's fuel efficiency.
    [004] Electronic fan control systems process perceived temperatures in various vehicle components to determine a desired rotational speed for the fan. The control system commands a clutch to trigger the fan rotation.
    [005] In particular, US Document 6,772,714 to Laird et al. and titled Electronic Fan Control, is a fan control for receiving inputs from sensors and uses the inputs in determining fan speed. Fan speed in this order can be controlled according to an alternating refrigerant temperature table when the PTO is engaged and the transmission is stopped.
    [006] When a vehicle is stationary, there are no load demand variations on the vehicle components. The load from a coupled PTO is also constant. With loads held constant across motor vehicle components while the PTO is engaged and the vehicle is stationary, the rise in coolant temperature causes little chance of an engine overheating when trying to reduce fan usage to reduce horsepower consumed by the fan.
    [007] What is needed is a fan control system to reduce fan speed, thereby reducing the horsepower consumed by a fan to reduce fuel consumption, but still supply the coolant needs through the vehicle engine system when the vehicle is stationary or in service. This would include selecting a minimum fan speed from the calculated fan speed demands based on the highest refrigerant temperatures supplied not just when the vehicle is stationary, but when the vehicle is in motion. Invention Summary
    [008] The embodiments of the present invention are directed towards and overcome one or more of the shortcomings and disadvantages by providing systems and methods for controlling fan speed in a vehicle. This technology is particularly well suited for, but by no means limited to, fan control systems in agricultural vehicles.
    [009] Embodiments of the present invention are directed to a fan control system for use with a fan cooling system in a vehicle comprising a fan drive to drive a fan blade to rotate at a specific speed. The fan control system also includes one or more sensors to sense engine conditions and transmission conditions. The fan control system also includes an engine control module coupled to one or more sensors for receiving engine conditions that comprise at least one engine coolant temperature. The engine control module is coupled to a communication link to transmit engine information comprising engine conditions. The fan control system also includes a transmission control module coupled to one or more sensors for receiving transmission conditions comprising at least one vehicle speed. The transmission control module is coupled to the communication link to transmit transmission information comprising transmission conditions. The fan control system also includes a power take-off control module coupled to the communication link to transmit power take-off status information. The power take-off status information comprises whether a power take-off unit on the vehicle is engaged or disengaged. The fan control system also includes a fan control module coupled to the communication link to receive engine information, transmission information, and power take-off status information to process engine information, transmission information, and the power take-off status information and to generate one or more fan speed demands from the processed information. The fan control module selects from one or more fan speed demands a maximum fan speed demand to command fan drive to rotate the fan blade at a commanded rotational fan speed based on fan speed demand maximum. The fan control module generates at least one of the fan speed demands by processing engine coolant temperature, power take-off status information, and vehicle speed. When the vehicle vehicle speed is greater than 0 KPH and the power take-off unit is engaged, the fan control module increases an engine coolant temperature setpoint to reduce the fan speed demand processed from engine coolant temperature, PTO status information, and vehicle speed. The communication link connects the engine control module, transmission control module, and power take-off control module to the fan control module.
    [010] According to an embodiment of the invention, the fan control system also includes a fan speed sensor connected to the fan drive to measure the rotational speed of the fan blade and to communicate the perceived rotational speed of the fan blade for the fan control module. In accordance with an aspect of an embodiment of the invention, the fan control module processes the perceived rotational speed of the fan blade with engine information, transmission information and power take-off status information to generate one or more demands. of fan speed. According to another aspect of the embodiment of the invention, the engine information received by the fan control module comprises ambient air temperature and engine rpm and wherein the fan control module processes a slipheat protection based on the temperature of the ambient air, the engine rpm, the perceived rotational speed of the fan blade, and the selected fan speed demand. According to another aspect of an embodiment of the invention, the fan control module commands the fan drive to change the fan blade rotation based on the "slipheat" protection processed so that the fan drive does not maintain a fan speed. rotating fan blade of the fan so as to overheat beyond the limits of the fan drive. In accordance with another aspect of an embodiment of the invention, the fan control module calculates differences between the commanded rotational fan speed and the perceived rotational fan speed and modulates the commanded rotational fan speed to reduce the differences.
    [011] According to another embodiment of the invention, the engine information received by the fan control module includes an inlet pipe temperature. The fan control module processes the inlet piping temperature to generate one or more fan speed demands.
    [012] According to another embodiment of the invention, the engine information received by the fan control module includes a catalyst temperature. The fan control module processes catalyst temperature to generate one or more fan speed demands.
    [013] According to another embodiment of the invention, the fan control module also comprises a timer that counts for a specific time after the vehicle speed falls below a vehicle speed threshold value. In accordance with an aspect of an embodiment of the invention, the fan control module raises the engine coolant temperature setpoint when the specified time is reached if the power take-off unit is engaged. According to another aspect of an embodiment of the invention, the fan speed threshold comprises any speed value less than or equal to 5 KPH and greater than 0 KPH.
    [014] According to another embodiment of the invention, the coolant temperature setpoint of the engine comprises a temperature value less than or equal to the reduction temperature of the engine. In accordance with one aspect of an embodiment of the invention, the engine coolant temperature setpoint comprises a temperature value of approximately 2 degrees Celsius below the engine ramp down temperature. In accordance with another aspect of an embodiment of the invention, the engine coolant temperature setpoint comprises a temperature value of approximately 2 degrees Celsius below the engine red line as defined in an instrument cluster.
    [015] According to another embodiment of the invention, the fan control system also includes an air conditioning system module for transmitting air conditioning system status information. The air conditioning system status information includes whether the air conditioning system in the vehicle is on or off. In accordance with an aspect of an embodiment of the invention, the fan control module also includes receiving air conditioning status information and an ambient air temperature from the information to generate two fan speed demands. The fan control module calculates a first fan speed demand based on a time since the air conditioner was last turned on in the air conditioner status information and generates a second fan speed demand based on the temperature of ambient air.
    [016] According to another embodiment of the invention, the communication link is a CAN bus. According to another embodiment of the invention, the fan drive is a viscous fan drive.
    [017] Embodiments of the present invention are directed to a method for controlling the speed of a fan blade in a vehicle fan cooling system. The method includes sensing vehicle engine conditions including engine conditions and transmission conditions in one or more sensors. The method also includes receiving in an engine control module one or more engine conditions, including at least one engine coolant temperature, from one or more sensors. The method also includes transmitting engine information including engine conditions on a communication link from the engine control module to a fan control module. The method also includes receiving in a transmission control module one or more transmission conditions, including at least one vehicle speed, from one or more sensors. The method also includes transmitting transmission information including transmission conditions on the communication link from the transmission control module to the fan control module. The method also includes transmitting power take-off status information from a power take-off control module on the communication link from the power take-off control module to the fan control module. Power take-off status information is whether a power take-off unit in the vehicle is engaged or disengaged. The method also includes receiving engine information, transmission information, and power take-off status information from the fan control module. The method also includes processing engine information, transmission information, and power take-off status information in the fan control module. The method also includes generating one or more fan speed demands on the fan control module based on processed engine information, transmission information, and power take-off status information. At least one of the fan speed demands is generated by processing engine coolant temperature, PTO status information, and vehicle speed. The method also includes raising an engine coolant temperature setpoint by the fan control module to reduce fan speed demand processed by engine coolant temperature, power take-off status information, and vehicle speed when vehicle vehicle speed is greater than 0 KPH and PTO unit is engaged. The method also includes selecting in the fan control module a maximum fan speed demand from one or more fan speed demands. The method also includes commanding from the fan control module a fan drive to rotate a fan blade connected with the fan drive at a fan speed commanded based on the maximum fan speed demand selected by the fan control module. fan.
    [018] According to an embodiment of the invention, the method also includes sensing a rotating fan speed by a fan speed sensor connected to the fan blade and transmitting the perceived fan speed to the fan control module from the fan speed sensor. In accordance with an aspect of an embodiment of the invention, the fan control module modifies the commanded fan speed based on the perceived fan speed received from the fan speed sensor.
    [019] According to another embodiment of the invention, the method also includes sensing a selected gear in the transmission system in one or more sensors, receiving the selected gear in the transmission system in the transmission control module from one or more sensors, and transmit the selected gear in the transmission system on the transmission control module communication link to the fan control module. According to an aspect of an embodiment of the invention, generating one or more fan speed demands comprises processing the engine coolant temperature, the power take-off status information, and the gear selected from the transmission information.
    [020] According to another embodiment of the invention, the method also includes reducing the heat dissipation of the fan drive beyond the design limits of the fan drive by replacing the fan speed command with a lower fan speed demand or highest for the fan drive of the fan control module.
    [021] According to another embodiment of the invention, raising an engine coolant temperature step setpoint also comprises a time count to zero after the vehicle speed falls below a vehicle speed threshold and raises the setpoint when time reaches zero. In accordance with an aspect of an embodiment of the invention, the vehicle speed threshold value may be any speed value greater than 0 KPH and less than or equal to 5 KPH. In accordance with another aspect of an embodiment of the invention, the method also includes basing the coolant temperature setpoint outside an engine torque on information from the engine when the time has not reached zero or the power take-off unit is disengaged.
    [022] Additional aspects and advantages of the invention will become clear from the following detailed description of the illustrative embodiments which follow with reference to the accompanying drawings. Brief Description of Drawings
    [023] The foregoing and other aspects of the present invention are better understood from the detailed description when read in connection with the accompanying drawings. For purposes of illustrating the invention, embodiments which are currently preferred are illustrated in the drawings, it being understood, however, that the invention is not limited to the described instrumentalities. Included in the drawings are the following Figures: Figure 1 illustrates a side view of a viscous fan cooling system for a vehicle in which embodiments of the present invention may be incorporated; Figure 2 illustrates a schematic for the interconnected control modules of the cooling system in accordance with an embodiment of the present invention; Figure 3 illustrates a detailed schematic of the fan control module of Figure 2 in accordance with an embodiment of the present invention; Figure 4 illustrates a process for generating a refrigerant temperature setpoint for determining a fan speed in at least one embodiment of the present invention; and Figure 5 illustrates a graphical representation for a slipheat protection in accordance with an embodiment of the present invention. Detailed Description of Illustrative Modalities
    [024] Problems in the prior art have motivated the creation of a motor vehicle cooling system that incorporates a fan controller and methods to provide cooling needs through the engine of a fixed or mobile vehicle, while reducing the removal of the fan horsepower. The fan controller selects a minimum fan speed from calculated fan speed demands based on various perceived vehicle engine information. In some embodiments of the invention, fan speed demand is generated from the higher refrigerant temperatures if the vehicle is moving or stationary.
    [025] Figure 1 illustrates a side view of a fan cooling system for a vehicle in which embodiments of the present invention can be incorporated. The fan cooling system 10, illustrated in Figure 1, can be incorporated into various types of vehicles, such as a tractor, or a combination, or other agricultural vehicles. The fan cooling system 10 can be placed close to the motor vehicle to remove heat from ambient refrigeration (eg, coolant) from the vehicle's engine compartments.
    [026] A part of the engine 12 is illustrated to the right of connection with a fan pulley assembly 20. The engine 12 may be an internal combustion type engine. The engine 12 is connected to a radiator 14 by a pair of interconnecting hoses, inlet hose 16a and outlet hose 16b, in which liquid coolant travels from engine 12 to radiator 14 via inlet hose 16a and back via the outlet hose 16b.
    [027] A viscous fan drive 50 is placed in the fan cooling system 10, between the motor 12 and the radiator 14 and two connecting hoses, inlet hose 16a and outlet hose 16b. The viscous fan drive includes an electrical driver assembly 70. The electrical driver assembly 70 is connected to an electrical pin connection 74 via an electrical conduit 72 that houses one or more electrical wires (not shown). The pin threads on pin connection 74 are also connected to power supply (not shown) and ground modules located elsewhere on the vehicle. Other pin threads are connected to a fan control module 200, also described with reference to Figures 2 and 3, where the electronic signals from the fan control module 200 provide fan speed commands for viscous fan drive 50 Other pin threads are connected to the fan control module 200, providing the fan control module 200 with fan speed sensed from a fan speed sensor 80 located within the electric drive assembly 70. The speed sensor of fan 80 can be a Hall effect type speed sensor. In some embodiments of the invention, fan speed is implemented in a closed-loop electronic feedback to and from the fan control module 200 to control speed, as also described with reference to Figure 3.
    [028] The viscous fan drive 50 also includes an input member 60 which houses an internal clutch plate (not shown) and input shaft 62. Input shaft 62 is mounted to fan pulley assembly 20, as shown in Figure illustrated in Figure 1. In other fan cooling systems, a fan clutch can be mounted on an engine crankshaft pulley, or on a water pump pulley. Viscous fan drive 50 also includes an outer member 65 that has an outer member cover 66 and body sub-assembly 68. The clutch plate, outer member cover 66 and body sub-assembly 68 have splines and complementary concentric grooves. The clutch plate, outer member cover 66 and body sub-assembly 68 are assembled through a dual support arrangement that allows outer member 65 to rotate freely without contact around input member 60. The resulting non-contact and grooved splines form a working chamber where torque is transmitted from the input member 60 to the output member 65 in the working chamber by means of fluid shear forces through a medium of a highly viscous silicone fluid. . The rotation speed of the fan 52, attached to the upper fan mounting surface 54a and the lower fan mounting surface 54b and including the fan blades (also 52), is varied by controlling the amount of viscous silicone fluid in the chamber. work by a hydraulic operated control solenoid valve (not shown) housed in or near the electric actuator assembly 70. The hydraulic operated control solenoid valve receives fan speed command signals via electrical conduit 72 of the module of fan control 200 connected to electrical pin connection 74 to control the amount of clutch engagement and thereby the speed of fan 52.
    [029] The input shaft 62 is then mounted on the motor coolant pump 26, both being driven by the fan pulley assembly 20. The fan pulley assembly 20 includes an upper pulley 24a and a lower pulley 20b connected via the belt 22. Motor 12 drives lower pulley 20b to rotate belt 22 driving upper pulley 24a. Upper pulley 24a drives input shaft 62 to rotate fan 52. The speed available for lower pulley 24b is limited by engine rpm. Therefore, the maximum fan speed 52 depends on the rpm of the engine operating at full throttle. Engine 12 operating at a lower rpm, below full throttle or idling, means that fan 52 will rotate at speeds less than maximum. As a fan 52 rotates at speeds below maximum it may not provide sufficient means to cool the vehicle engine due to increased temperatures or variations in loads when commanded to certain speeds by fan control module 200, fan control module 200 will communicate with an engine control module 120, as also described with reference to Figure 2, so that the engine control module 120 can increase the engine rpm by varying the acceleration so that effective cooling is achieved. about the vehicle engine.
    [030] In other embodiments of the invention, different types of fan control settings may be used in the fan cooling system 10, other than the viscous fan drive 50 described above. For example, a variable pulley fan drive can be used where the variable adjustments for fan rotation are driven by an electronic controller by varying the diameter of the pulleys connected to the fan and motor. Another fan drive that can be used is a hydraulic fan drive. A hydraulic fan drive includes a dedicated hydraulic motor driven by an electronically controlled variable pressure pump and fixed displacement motor that drives the rotational speed of the fan. Specifically, a hydraulic pump may include a dependent electro-proportional pressure control, where pump pressure is controlled inversely proportional to current through a control valve solenoid. The pump will increase displacement to meet system demand when pump pressure drops below a pressure setting via the solenoid current. When the pump pressure reaches the set pressure, the pump will adjust its displacement to match the required system flow. Another fan drive that can be used is an electric fan or electric fan arrangement.
    [031] Figure 2 illustrates a scheme for the interconnected control modules of the cooling system in at least one embodiment of the invention. The interconnected control modules include an engine control module 120, a transmission control module 170, and a fan control module 200, a power take-off control module 180, and an air conditioning system module ( AC) 185. All five modules are connected via the CAN 190 bus. In other embodiments of the invention, communication between any one or more of the five modules can be through any form of analog or digital wired connection, through wireless connection , or within an integrated ISOBUS system.
    [032] Engine control module 120 communicates with engine 12 via an electrical connection. Engine control module 120 can command certain aspects of engine 12 to change, for example, engine acceleration. Motor control module 120 provides various information to fan control module 200. Information can be transmitted to fan control module 200 regularly and continuously, or on various events or after certain thresholds have been exceeded. One or more of the engine information passed from the engine control module 120 to the fan control module 200 refers to perceived engine conditions, such as perceived temperatures. In one embodiment of the invention, illustrated in Figure 2, four sensed temperature inputs received by motor control module 120 from motor sensors 100 at or near motor 12. The temperature sensed in motor 12 inlet piping is provided by a inlet pipe temperature sensor 102. Engine coolant water temperature is supplied from an engine coolant temperature sensor 104. In some embodiments of the invention, coolant temperature is sensed in engine efficiency. Ambient air temperature in or around engine 12 is provided by an ambient air temperature sensor 106. Selective catalytic reduction (SCR) catalyst temperatures are provided by a catalyst temperature (SCR) sensor 108. At In other embodiments of the invention, additional or alternative sensor information can be provided to motor control module 120 and then can be transmitted to fan control module 200, such as, for example, loading air temperature into motor 12 , engine rpm, throttle position, engine oil temperature, and/or fuel injection pump bracket position.
    [033] As illustrated in the Figure, the transmission control module 170 communicates with the vehicle transmission system (not shown) via an electrical connection. Transmission control module 170 provides various transmission information to fan control module 200. The information can be transmitted to fan control module 200 regularly and continuously, or on various events, or after certain thresholds have been exceeded. One or more of the transmission information passed from transmission control module 170 to fan control module 200 relates to transmission conditions, including temperatures. In the illustrated embodiments, four sensed inputs received by transmission control module 170 from transmission sensors 150 at or near the transmission system. Transmission oil is supplied by a transmission oil temperature sensor 152. In some embodiments of the invention, transmission oil temperature is sensed at an oil filter head in the transmission system. Hydraulic oil temperature is provided from a hydraulic oil temperature sensor 154. Vehicle speed is provided by a vehicle speed sensor 156. The vehicle speed sensor 156 may be located near the system or transmission wheels. Speed sensor 156 may also be incorporated into a GPS unit in the motor vehicle providing the perceived speed through a communication link, such as a CAN bus. Transmission gear selection is provided by a transmission gear selection sensor 158. In other embodiments of the invention, additional or alternative sensor information may be provided to the transmission control module 170 and then may be transmitted to the module. of fan control 200, such as hydrostatic oil temperature, which is the transmission oil temperature sensed at a transmission system's continuously variable transmission (CVT) hydrostatic inlet.
    [034] The 180 power take-off module provides PTO status information to the fan control module 200, specifically when the PTO is engaged or disengaged. Information can be transmitted to the fan control module 200 regularly and continuously, or on multiple events, or after certain thresholds have been exceeded.
    [035] The air conditioning system (AC) module 185 provides the fan control module 200 with FAN ON status information, specifically when the AC has been turned on and off, and/or the expiration time since the AC was last turned on or off. In other embodiments of the invention, the AC system 185 may alternatively or additionally provide AC set temperature, temperature sensed in or near the AC system module 185, and/or high side or low side refrigerant pressures. Information can be transmitted to the fan control module 200 regularly and continuously, or on multiple events, or after certain thresholds have been exceeded.
    [036] Figure 2 illustrates a fan control module 200 interconnected to other modules by the CAN bus 190. The fan control module 200 can receive perceived information at regular or continuous intervals, or on various events, or after they have been exceeded certain limits. In other embodiments of the invention, the fan control module 200 receives perceived information from other modules in parallel or in series, provided from the modules at specific time intervals and/or in a specific sequence. For example, information may be transmitted in order to fan control module 200 in sequence with a message passed from motor control module 120, then transmission control module 170, then power take-off control module 180, then AC system module 185, and then back to motor control module 120 to restart the sequence. The sequence may be different for an array of transmission modules. In other embodiments of the invention, the example sequence described above may contain transmission interruptions in order to prioritize certain messages and disrupt the normal operating transmission sequence, so that, for example, if the engine coolant temperature has risen or exceeded a specific limit for a given period of time, then the message from the motor control module 120 will be prioritized and sent to the fan control module 200 possibly out of tune. In other embodiments of the invention, the fan control module 200 may receive an operator-initiated command to, for example, stop processing when a fault has been observed by the operator or to select a specific fan speed demand, regardless of the module. of fan control 200 have generated a different speed demand from the operator.
    [037] The fan control module 200 also commands the viscous fan drive 50 to operate at a specific speed and receives perceived speed information from a fan speed sensor 80. The fan control module 200 can compare the speed of perception received with the fan speed command sent to the fan drive 50. In some embodiments of the invention, the fan control module 200 can constantly, or at predetermined intervals, calculate the differences between the perceived speed and the commanded speed . Fan control module 200 can also continuously try to reduce these differences. In other embodiments of the invention, the fan control module 200 may only process input information to obtain a speed command when at least one of the inputs has changed. In other embodiments of the invention, fan control module 200 can continuously process input information, whether or not any input signal has changed, to continuously obtain a speed command and/or confirm that previously processed and transmitted speed commands were correct. By continuously processing input signals, regardless of the change, fan control module 200 can compare the commanded speed to fluctuations in fan speed provided by fan speed sensor 80 and reduce the differences if necessary.
    [038] The fan control module 200 can monitor any errors or faults by comparing the fan speed command to the received sense speed. For example, fan control module 200 can signal a fault and generate a fault message to other control modules within the vehicle via CAN bus 190 or alert the vehicle operator. In some embodiments of the invention, a fault may set, as determined by fan control module 200, when the speed perceived by fan speed sensor 80 fails to reach the desired fan speed as commanded by viscous fan drive 50 after determined period of time. In other embodiments of the invention, a fault may define, as determined by fan control module 200, when the speed perceived by fan speed sensor 80 fails to rise or fall at a preferred rate after the desired fan speed is commanded to the viscous fan drive 50. In other embodiments of the invention, the operator may set the speed command for the viscous fan drive 50.
    [039] Figure 3 illustrates a detailed schematic of the fan control module of Figure 2 in at least one embodiment of the present invention. Figure 3 illustrates the interconnected logic and control modules, various inputs to the fan control module 200 arriving via the CAN bus 190, and the fan speed command output passed to the viscous fan drive 50.
    [040] Fan control module 200 may be one or more microcomputers, microcontrollers, or processors including appropriate peripherals such as memory, power supply, data buses, and other appropriate circuitry to carry out its functionality. Fan control module 200 may use memory to store data (eg, saved settings, configuration files, user profiles, etc.) or instructions (eg, applications, algorithms, or programs used in operating the present invention) for use during cooling system operation 10. Memory (not shown) is accessible to fan control module 200 and can be local RAM, ROM, flash, hard drive, solid state storage, removable memory, or any combination or subset thereof.
    [041] The fan control module 200 may be a single unit located near or in proximity to the viscous fan drive 50 or elsewhere on the vehicle. Fan control module 200 may be part of a larger electronic control circuit interconnected and located within engine control module 120, transmission control module 170, packaged together with either or both modules, or isolated form.
    [042] The fan control module 200 processes the various inputs transmitted from the CAN bus 190. The input information provided by the CAN bus is forwarded to one or more logic modules, in the fan control module 200, containing software or logic algorithms hardware such as comparators, logic gates, lookup table arrays, mathematical implements, and any other logic types to process related inputs. Logic modules may contain microcomputers, microcontrollers, processors, memory of their own, or any other computing component to perform functions described further below. These logic modules, described more fully below, generate fan speed demand as a function of processing inputs that go into the specific logic module. Logic modules are capable of determining demands from one or more of these inputs. The fan speed demand generated on each logic module equals the minimum fan speed required based on inputs on the module.
    [043] A 270 priority logic module, housed within the fan control module, selects the highest fan speed demands produced by the logic modules that provide fan speed demands. As illustrated in Figure 3, priority logic module 270 selects a single fan speed demand from the six fan speed demands provided by the various logic modules. In one embodiment of the invention, the six fan speed demands entered in priority logic module 270 are classified as fan speed demand A, fan speed demand B, fan speed demand C, fan speed demand D fan speed demand E, and fan speed demand F. Fan speed demands can be transmitted to priority logic module 270 in parallel and synchronously, linearly and ordered, or sporadically. Priority logic module 280 can compare inputs any time one or more entered speed demands are provided or at certain time intervals, storing previously received input speed demands in memory until it is time to compare all demands input speed. Priority logic module 270 can select a fan speed demand from the input fan speed demands when only at least one value of one or more input fan speed demands has changed.
    [044] Each fan speed demand input for priority logic module 270 is a functional result of one or more control demand logic modules integrated into a fan control module 200. Each control demand logic module determines a fan speed demand based on one or more input signals transmitted to the fan control module 200.
    [045] As illustrated in Figure 3, a pipe temperature for speed demand logic module 210 generates a fan speed demand output signal A. The inlet piping temperature to the speed demand logic module 210 receives the inlet piping temperature as transmitted from the motor control module 120 through the CAN bus 190 to the fan control module 200. fan A is generated as a function of inlet piping temperature by a determination of fan speed from a table of inlet piping temperatures versus fan speeds. Fan speed demand A is selected from the target fan speed in relation to the inlet piping temperature in the table which approximates the inlet piping temperature. In other embodiments of the invention, the piping temperature for the speed demand logic module 210 may also generate a speed demand based on the difference between the inlet piping temperature and an inlet of ambient air temperatures also provided by the motor control 120. In other embodiments of the invention, the piping temperature to the speed demand logic module 210 may generate a fan speed demand based on one or more alternative or additional inputs.
    [046] As illustrated in Figure 3, a hydraulic oil temperature for speed demand logic module 220 generates a fan speed demand output signal B. The hydraulic oil temperature for speed demand logic module 220 receives hydraulic oil temperature as transmitted from transmission control module 170 through CAN bus 190 to fan control module 200. Fan B speed demand is generated as a function of hydraulic oil temperature by a speed determination from a table of hydraulic oil temperatures versus target fan speeds. Fan speed demand B is selected from a target fan speed in relation to the hydraulic oil temperature in the table that approximates the hydraulic oil temperature. In other embodiments of the invention, the hydraulic oil temperature for the speed demand logic module 220 can generate a fan speed demand based on one or more alternative or additional inputs.
    [047] As illustrated in Figure 3, a transmission oil temperature for the 230 speed demand logic module generates a fan speed demand output signal C. The transmission oil temperature may likely incur greater demand for a fan speed, when the transmission gears are rotating at high speeds thereby increasing the oil temperature due to increased friction across the rotating gears. The transmission oil temperature for speed demand logic module 230 receives transmission oil temperature as transmitted from transmission control module 170 through CAN bus 190 to fan control module 200. fan C is generated as a function of transmission oil temperature by a determination of a fan speed s from a table of transmission oil temperatures versus target fan speeds. Fan speed demand C is selected from the target fan speed in relation to the transmission oil temperature in the transmission oil temperature approximation table. In other embodiments of the invention, the transmission oil temperature for the speed demand logic module 270 can generate a fan speed demand based on one or more alternative or additional inputs.
    [048] As illustrated in Figure 3, a catalyst temperature for the speed demand logic module 240 generates a fan speed demand output signal D. The catalyst temperature for the speed demand logic module 240 receives temperature catalyst SCR as transmitted from engine control module 120 through CAN bus 190 to fan control module 200. Fan speed demand D is generated as a function of SCR catalyst temperature by a determination of fan speed. fan from a table of SCR catalyst temperatures versus target fan speeds. The selected fan speed demand D of the target fan speed against the SCR catalyst temperature in the table that approximates the SCR catalyst inlet temperature. In other embodiments of the invention, the catalyst temperature for speed demand logic module 240 may generate a fan speed demand based on one or more alternative or additional inputs.
    [049] As illustrated in Figure 3, an air conditioner (AC) for the speed demand logic module 250 generates a CVV E output signal. The AC for the speed demand logic module 250 receives ambient air temperature, as transmitted from engine control module 120 via CAN bus 190 to fan control module 200. AC to speed demand logic module 250 also receives AC status information from system module AC 180, and in particular the time since the AC system was last turned on. In other embodiments of the invention, the AC system module 180 may transmit when the AC has been queued or turned off, and the AC to speed demand logic module 250 will compute the elapsed time since the AC has been turned on or off. The AC for speed demand logic module 250 generates two fan speed demands internally and selects the higher of the two to be fan speed demand D. One of the two fan speed demands is a function of time since that the AC turned on by a determination of fan speed from a table of the time since the AC was turned on versus fan speed demand. The other fan speed demand is a function of the ambient air temperature based on the fan speed demand. In other embodiments of the invention, the AC for speed demand logic module 250 may generate a fan speed demand based on one or more alternative or additional inputs, such as motor torque. In other embodiments of the invention, the AC for speed demand logic module 250 can transmit both fan speed demands, one based on the time since the AC was turned on and the other based on ambient air temperature, to the priority logic module 270 for priority logic module 270 to select.
    [050] As illustrated in Figure 3, a proportional integral refrigerant control logic module 260 generates a fan speed demand output signal F. Both in normal operation and in operation with significant load, the largest of the fan speed demands is more likely due to engine coolant temperature. Proportional integral coolant control logic module 260 receives engine coolant temperature as transmitted from engine control module 120 through CAN bus 190 to fan control module 200. Proportional integral coolant control logic module 260 also receives PTO status information from the power take-off control module 180, and in particular whether the PTO is engaged or disengaged. Proportional integral refrigerant control logic module 260 also receives vehicle speed as transmitted from transmission control module 170 via CAN bus 190 to fan control module 200. Proportional integral refrigerant control logic module 260 may also receive transmission gear selection as transmitted from the transmission control module 170 via the CAN bus 190 to the fan control module 200. The proportional integral refrigerant control logic module 260 also receives motor torque, provided by the fan control module motor 120 via CAN bus 190 to fan control module 200.
    [051] Proportional Integral Refrigerant Control Logic Module 260 incorporates an integral and proportional control loop with an advanced power term, where the refrigerant temperature setpoint is selected based on the tractor generation state. Figure 4 illustrates a refrigerant temperature generation process 300 to generate a refrigerant temperature setpoint to determine a fan speed demand in proportional integral refrigerant control logic module 260. In step 310, the vehicle speed is monitored by the Proportional integral refrigerant control logic module 260. Proportional integral refrigerant control logic module 260 determines if the vehicle speed is below a threshold value in step 320. If the vehicle speed is not below a threshold value, then the module proportional integral refrigerant control logic 260 continues to monitor the vehicle speed in step 310. When the vehicle speed drops below a specific speed limit, proportional integral refrigerant control logic module 260 starts the countdown timer in step 330 In some embodiments of the invention, the speed limit may be 5 kph or any other value below 5 kph and greater than 0 kph, such as 1 kph. Proportional integral refrigerant control logic module 260 determines whether the regressive time has reached zero at step 340 and if the PTO is engaged at step 350. If the PTO is engaged and the timer reaches zero, the refrigerant temperature setpoint is set to a temperature specified in step 360. In this embodiment of the invention, the specified temperature is set to 103 degrees centigrade. In other embodiments of the invention, the specified temperature may be set to a value equal to or below 105 degrees centigrade. In other embodiments of the invention, the specified temperature may be adjusted to a value equal to or close to the temperature at which engine performance is degraded or to a reduction in the normal capacity of an engine when the engine begins to cut off supply. In other embodiments of the invention, the specified temperature may be set to a value equal to or close to the temperature at which the red motor line is set on a group of instruments (not shown) as viewed by an operator. In other embodiments of the invention, the specified temperature is at least 2 degrees centigrade below the engine ramp temperature and/or the engine red line. So, for example, if the temperature limit on the engine's red line is 110 degrees centigrade, then the specified temperature is less than or equal to 180 degrees centigrade. If the PTO is not engaged or the timer has not expired, the coolant temperature setpoint is selected as a function of engine torque via an engine torque versus coolant temperature lookup table in step 370. A fan speed demand The Figure is then selected via the lookup table of fan speed versus coolant temperature setpoints in step 380.
    [052] In other embodiments of the invention, the proportional integral refrigerant control logic module 260 uses transmission gear selection in addition to or as an alternative to vehicle speed. In other embodiments of the invention, proportional integral refrigerant control logic module 260 can also receive fan speed, provided by fan speed sensor 80. Proportional integral refrigerant control logic module 260 can then monitor fan speed directly so to immediately adjust the fan speed demand A Figure if the coolant temperature is varying or exceeding specified temperatures significantly impacting engine performance 12.
    [053] In other embodiments of the invention, a more accurate perception reading of the refrigerant temperature provided to the proportional integral refrigerant control logic module 260 allows the module 260 to determine the necessary adjustments to the refrigerant temperature setpoint so that the 200 fan control module can react faster to adjust fan speed command and improve the efficiency of fan cooling system. For example, if the refrigerant temperature is perceived with improved resolution, for example, reading 102.6 degrees centigrade instead of 102 degrees centigrade, then the proportional integral refrigerant control logic module 260 may react faster as temperature fluctuations occur in tenths or hundredths of a degree.
    [054] By implementing the functionality described above to operate the refrigerant temperature at the highest setpoint, with the PTO engaged and the tractor still in motion, thus in a stable low speed condition, a more efficient cooling operation is conducted in the fan cooling system 10. In other embodiments of the invention, a higher coolant temperature setpoint is selected when the PTO is engaged and the vehicle speed is 0 kph.
    [055] Returning to Figure 3, a selected fan speed demand is determined from the maximum fan speed demand inputs transmitted to the priority logic module 270. In this mode of the invention, the selected fan speed demand is transmitted to a “slipheat” logic module 280 after selection by the priority logic module 270. Before the final fan speed demand is determined in the fan control module 200 for conversion to a CVV on the fan speed demand for the logic module 290, the logic module “slipheat” 280 provides protection for the fan drive as a multi-input function.
    [056] As illustrated in Figure 3, the logic module "slipheat" 280 generates a final fan speed demand signal for transmission to the fan speed demand the command logic module 290. In this modality of the invention, the logic module “slipheat” 280 receives selected fan speed demand from logic module priority 270. Logic module “slipheat” 280 also receives ambient air temperature as transmitted from motor control module 120 through CAN bus 190 to the fan control module 200. Logic module “slipheat” 280 also receives fan speed from fan speed sensor 80. Logic module “slipheat” 280 also receives supplied motor rpm from motor control module 120. In others embodiments of the invention, the "slipheat" logic module 280 receives as an alternative to or in addition to the aforementioned inputs, engine coolant temperature, as transmitted from the d module. and motor control 120 via CAN bus 190 to fan control module 200, or various other perceived information.
    [057] Viscous fan drive 50 also requires cooling. When the temperature of the air flowing over the viscous fan drive 50 restricts the cooling to the fan drive 50 a reduction in the amount of heat dissipation of the fan drive 50 is required. The slipheat protection module 280 prevents the Fan Drive Clutch Try to maintain a fan speed where the clutch dissipates more heat than the clutch design limits. The final fan speed demand transmitted from the “slipheat” 280 protection module is a function of the received fan speed, received engine rpm, received ambient air temperature, and programmed and stored calibration limits in the “slipheat” protection module ” 280.
    [058] Figure 5 illustrates a graphical representation for the "slipheat" protection according to an embodiment of the present invention. The graph represents the fan drive dissipation limits as calculated by the “slipheat” logic module 280 to change the fan speed setpoint prompted by the temperature demand so that the fan drive no longer operates in the “slipheat” region , identified in Figure 5 as the 'slipheat zone', for viscous fan drive 50 if viscous fan drive 50 starts operating beyond the recommended clutch heat dissipation limits. The geometric x axis of the graph represents motor rpm and the geometric y axis represents fan speed. Calibration limits are imposed by the slipheat protection module 280 between the curved lines that represent when the fan drive clutch is engaged and when the fan drive clutch is disengaged. The dotted curved line represents a constant clutch heat dissipation threshold, where viscous fan drive 50 operation in the right-hand zone of this curve will exceed the recommended clutch heat dissipation limit. The zone is called the 'slipheat zone' and is identified by the interference marks illustrated in Figure 5. The viscous fan drive 50 is commanded for a fan speed that is above the 'slipheat' threshold curve, or commanded below the curve “slipheat” threshold, thereby commanding the fan speed to a higher or lower speed as a result, depending on the amount of required cooling required. The “slipheat” 280 logic module can use various temperature calibration limits to keep the fan cooling system 10 within the temperature requirements for a given motor vehicle. The “slipheat” logic module 280 can also provide hysteresis to limit cycling through the “slipheat” zone.
    [059] In other embodiments of the invention, a hydraulic fan drive, a variable sheave fan drive, or electric fans may be incorporated into the fan cooling system 10, as an alternative to the viscous fan drive 50 represented in this embodiment of the invention. As illustrated in Figure 3, a selected fan speed demand is transmitted to the logic module “slipheat” 280 and the final fan speed output demand is transmitted from the logic module “slipheat” 280 to the fan speed demand for the command logic module 290. If a hydraulic fan drive is incorporated, then the “slipheat” logic module 280 may not need to exist within the fan control module 200 so that the selected fan speed demand of the logic module priority 270 is the final fan speed demand transmitted to the fan speed demand the command logic module 290. If a variable sheave fan drive is incorporated, then the logic module “slipheat” 280 can again exist within the module of fan control 200, however, the inputs to the “slipheat” logic module 280 for the sheave fan drive v airable, may or may not duplicate the same inputs transmitted to the “slipheat” 280 logic module when the viscous fan drive is incorporated. In other embodiments of the invention, when a viscous fan drive is incorporated, the fan control module 200 may not incorporate a "slipheat" logic module 280 in fan speed demand processing such that the priority logic module 270 in instead the command logic module 290 transmits a final fan speed demand directly to the fan speed demand. In other embodiments of the invention, the “slipheat” logic module 280, for a viscous fan drive, obtains the demand for final fan speed as a function of alternative or additional inputs other than those described with reference to the inputs illustrated in Figure 3.
    [060] As illustrated in Figure 3, a fan speed demand for command logic mode 290 generates a fan speed command for viscous fan drive 50 to adjust or maintain the rotational speed of fan 52. In other modes of the invention, the final fan speed demand is simply passed from the "slipheat" logic module 280 to the fan drive 50 to vary the speed of the fan 52. In other embodiments of the invention, the priority logic module 270 transmits a demand of final fan speed and/or cvv for the AVC 50, as selected from the fan speed demand inputs for priority logic module 270.
    [061] As illustrated in Figure 3, the fan speed is fed back from the fan speed sensor 80 to various modules in the fan control module 200. In the present embodiment of the invention, the fan speed is transmitted to the module logic “slipheat” 280 and used to generate the final fan speed demand. In other embodiments of the invention, the fan speed may be transmitted to the fan speed demand for the command logic mode 290 alternatively or in addition to the transmission to the slipheat logic module 280. Additionally or alternatively, the fan speed can be transmitted to priority logic module 270. In other modes, as described above, fan speed can be transmitted to proportional integral refrigerant control logic module 260.
    [062] Although the invention has been described with reference to exemplary embodiments, it is not limited thereto. Those skilled in the art will appreciate that various changes and modifications can be made to preferred embodiments of the invention and that such changes and modifications can be made without departing from the true spirit of the invention. Therefore, the appended claims are to be considered as covering such equivalent variations and falling within the true spirit and scope of the invention.
    权利要求:
    Claims (19)
    [0001]
    1. A fan control system for use with a fan cooling system (10) in a vehicle, comprising: - a fan drive (50) for driving a fan blade (52) to rotate at a specific speed; - one or more sensors (102, 104, 106, 108, 152, 154, 156, 158) for sensing engine conditions and transmitting the conditions; - an engine control module (120) coupled to one or more sensors (102, 104, 106, 108) for receiving engine conditions comprising at least one engine coolant temperature (104), the engine control module ( 120) coupled to a communication link (190) for transmitting engine information comprising engine conditions; - a transmission control module (170) coupled to one or more sensors (152, 154, 156, 158) for receiving transmission conditions comprising at least one vehicle speed (156), the transmission control module (170 ) coupled to the communication link (190) for transmitting transmission information comprising transmission conditions; and - a power take-off control module (180) coupled to the communication link (190) for transmitting power take-off status information, wherein the power take-off status information comprises whether a power take-off unit in the vehicle is engaged or disengaged; CHARACTERIZED by the fact that the system also comprises a fan control module (200) coupled to the communication link (190) to receive engine information, transmission information, and power take-off status information to process engine information. , the transmission information and the power take-off status information and to generate one or more fan speed demands of the processed information; wherein the fan control module (200) selects from one or more fan speed demands a maximum fan speed demand to command the fan drive (50) to rotate the fan blade (52) at a speed of rotary fan commanded based on maximum fan speed demand; wherein the fan control module (200) generates at least one of the fan speed demands by processing the engine coolant temperature, the PTO status information and the vehicle speed; where when the vehicle vehicle speed is greater than 0 kph and the power take-off unit is engaged, the fan control module increases an engine coolant temperature setpoint to reduce the processed fan speed demand from engine coolant temperature, PTO status information, and vehicle speed; and wherein the communication link (190) connects the engine control module (120), the transmission control module (170), and the power take-off control module (180) to the fan control module ( 200).
    [0002]
    2. Fan control system according to claim 1, CHARACTERIZED by the fact that it further comprises a fan speed sensor (80) connected to the fan drive (50) to measure the rotational speed of the fan blade (52 ) and to communicate the perceived rotational speed of the fan blade (52) to the fan control module (200) to process the perceived rotational speed of the fan blade (52) with the engine information, transmission information, and information. power take-off status to generate one or more fan speed demands.
    [0003]
    3. Fan control system, according to claim 1 or 2, CHARACTERIZED by the fact that the engine information received by the fan control module (200) comprises ambient air temperature and engine rpm and in which the module The fan control panel (200) renders a slipheat protection based on ambient air temperature, engine rpm, perceived fan blade rotational speed (52), and selected fan speed demand.
    [0004]
    4. Fan control system, according to claim 3, CHARACTERIZED by the fact that the fan control module (200) commands the fan drive (50) to change the rotation of the fan blade (52) with base in the “slipheat” protection processed so that the fan drive (50) does not maintain a rotating fan speed of the fan blade (52) so as to overheat beyond the design limits of the fan drive (50).
    [0005]
    5. Fan control system according to claim 2, CHARACTERIZED by the fact that the fan control module (200) calculates the differences between the commanded rotary fan speed and the perceived rotary fan speed and modulates the speed controlled rotary fan to reduce differences.
    [0006]
    6. Fan control system, according to any one of the preceding claims, CHARACTERIZED by the fact that the motor information received by the fan control module (200) includes an inlet piping temperature and in which the control module fan (200) processes the inlet piping temperature to generate one or more fan speed demands and/or the engine information received by the fan control module (200) includes a catalyst temperature and where the module The fan control (200) processes the temperature of the catalyst to generate one or more fan speed demands.
    [0007]
    7. Fan control system, according to any one of the preceding claims, CHARACTERIZED by the fact that the fan control module (200) additionally comprises a timer that counts for a specified time after the vehicle speed drops below a vehicle speed limit value and the fan control module (200) increases the engine coolant temperature setpoint when the specified time is reached if the PTO unit is engaged.
    [0008]
    8. Fan control system, according to claim 7, CHARACTERIZED by the fact that the vehicle speed limit value comprises any speed value less than or equal to 5 KPH and greater than 0 KPH.
    [0009]
    9. Fan control system, according to any one of the preceding claims, CHARACTERIZED by the fact that the engine coolant temperature set point comprises a temperature value less than or equal to the reduction temperature of the engine.
    [0010]
    10. Fan control system, according to claim 9, CHARACTERIZED by the fact that the engine coolant temperature set point comprises a temperature value of approximately 2 degrees centigrade below the reduction temperature of the engine or where the Engine coolant temperature setpoint comprises a temperature value of approximately 2 degrees centigrade below the engine red line as defined in an instrument cluster.
    [0011]
    11. Fan control system, according to any one of the preceding claims, CHARACTERIZED by the fact that it further comprises an air conditioning system module (185) for transmitting air conditioning system status information, in which the information of air conditioning system status comprises whether an air conditioning system in the vehicle is on or off and wherein the fan control module (200) further includes receiving air conditioning status information and an ambient air temperature of the engine information to generate two fan speed demands, where the fan control module (200) calculates a first fan speed demand based on a time since the air conditioner was last turned on in the air conditioner status information and generates a second fan speed demand based on the ambient air temperature.
    [0012]
    12. Fan control system, according to any one of the preceding claims, CHARACTERIZED by the fact that the fan drive (50) is a viscous fan drive.
    [0013]
    13. Method for controlling the speed of a fan blade (52) in a fan cooling system (10) of a vehicle comprising: - sensing the conditions of the vehicle engine including vehicle conditions and transmitting the conditions in one or more sensors (102, 104, 106, 108, 152, 154, 156, 158); - receiving in an engine control module (120) one or more engine conditions, including at least one engine coolant temperature, from the one or more sensors (104); - transmitting engine information including engine conditions on a communication link (190) from the engine control module (120) to a fan control module (200); - receiving in a transmission control module (170) one or more transmission conditions, including at least one vehicle speed, from the one or more sensors (156); - transmitting transmission information including transmission conditions on the communication link (190) from the transmission control module (170) to the fan control module (200); - transmitting power take-off status information from the power take-off control module (180) on the communication link (190) from the power take-off control module (180) to the fan control module ( 200), wherein the power take-off status information is whether a power take-off unit on the vehicle is engaged or disengaged; - receive engine information, transmission information and power take-off status information in the fan control module (200); - process engine information, transmission information and power take-off status information in the fan control module (200); CHARACTERIZED by the fact that the method comprises the additional steps of: - generating one or more fan speed demands on the fan control module (200) based on processed engine information, transmission information and tapping status information force, and in which at least one of the fan speed demands is generated by processing engine coolant temperature, power take-off status information, and vehicle speed; - increasing an engine coolant temperature setpoint by the fan control module (200) to reduce fan speed demand processed from engine coolant temperature, power take-off status information, and engine speed. vehicle when the vehicle's vehicle speed is greater than 0 KPH and the power take-off unit is engaged; - select in the fan control module (200) a maximum fan speed demand from the one or more fan speed demands; and - command from the fan control module (200) a fan drive (50) to rotate a fan blade (52) connected with the fan drive (50) at a commanded fan speed based on the demand of maximum fan speed selected by the fan control module (200).
    [0014]
    14. Method according to claim 13, CHARACTERIZED in that it further comprises sensing a rotating fan speed by a fan speed sensor (80) connected with the fan blade (52) and transmitting the perceived fan speed to the fan control module (200) from the fan speed sensor (80) and where the fan control module (200) modifies the commanded fan speed based on the perceived fan speed received from the fan speed (80).
    [0015]
    15. Method according to claim 13 or 14, CHARACTERIZED in that it further comprises the step of perceiving a selected gear in the transmission system in one or more sensors (158), receiving the selected gear in the transmission system in the module of transmission control (150) from the one or more sensors (158), and transmitting the selected gear in the transmission system on the communication link (190) from the transmission control module (150) to the control module (200), wherein generating one or more fan speed demands comprises processing the engine coolant temperature, the PTO status information, and the gear selected from the transmission information.
    [0016]
    16. Method according to any one of claims 13 to 15, CHARACTERIZED by the fact that it further comprises reducing the heat dissipation of the fan drive (50) beyond the design limits of the fan drive by replacing the speed command of the fan with a higher or lower speed command for fan drive (50) from the fan control module (200).
    [0017]
    17. Method according to any one of claims 13 to 16, CHARACTERIZED by the fact that increasing an engine coolant temperature step setpoint also comprises counting a time below zero after the vehicle speed drops below a vehicle speed limit and increase the setpoint when the time reaches zero.
    [0018]
    18. Method according to claim 17, CHARACTERIZED by the fact that the vehicle speed limit value can be any speed value greater than 0 KPH and less than or equal to 5 KPH.
    [0019]
    19. Method according to claim 18, CHARACTERIZED in that it further comprises basing the engine coolant temperature setpoint outside of an engine torque on engine information when the time has not reached zero or the tapping unit power is disengaged.
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    同族专利:
    公开号 | 公开日
    EP2715085B1|2015-07-08|
    EP2715085A2|2014-04-09|
    CN103620177A|2014-03-05|
    US20120288377A1|2012-11-15|
    WO2012152913A3|2013-01-03|
    BR112013029009A2|2017-01-17|
    WO2012152913A2|2012-11-15|
    CN103620177B|2016-06-01|
    US8714116B2|2014-05-06|
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    法律状态:
    2018-04-24| B25D| Requested change of name of applicant approved|Owner name: CNH INDUSTRIAL ITALIA S. P. A. (IT) |
    2018-12-11| B06F| Objections, documents and/or translations needed after an examination request according [chapter 6.6 patent gazette]|
    2019-12-31| B06U| Preliminary requirement: requests with searches performed by other patent offices: procedure suspended [chapter 6.21 patent gazette]|
    2021-03-02| B09A| Decision: intention to grant [chapter 9.1 patent gazette]|
    2021-05-11| B16A| Patent or certificate of addition of invention granted|Free format text: PRAZO DE VALIDADE: 20 (VINTE) ANOS CONTADOS A PARTIR DE 11/05/2012, OBSERVADAS AS CONDICOES LEGAIS. |
    优先权:
    申请号 | 申请日 | 专利标题
    US13/106,462|2011-05-12|
    US13/106,462|US8714116B2|2011-05-12|2011-05-12|Engine cooling fan speed control system|
    PCT/EP2012/058743|WO2012152913A2|2011-05-12|2012-05-11|Engine cooling fan speed control system|
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