CA1088184A

CA1088184A - Electronic speed control for a variable speed fan drive

Info

Publication number: CA1088184A
Application number: CA279,642A
Authority: CA
Inventors: Alan J. Samuel; Alan M. Loss; Hans-Hermann Cremer
Original assignee: FMC Corp
Current assignee: FMC Corp
Priority date: 1976-06-30
Filing date: 1977-06-01
Publication date: 1980-10-21
Also published as: BE856341A; IL52275A0; DE2728901B2; FR2356813A1; DE2728901C3; DE2728901A1; NL170883B; GB1580237A; NL7706767A; IL52275A; NL170883C; US4124001A

Abstract

Abstract of the Disclosure An electronic speed control system for con-trolling the drive speed of a cooling fan for a motor vehicle. The system includes a temperature sensor to monitor the temperature of the motor coolant to be cooled by the fan. The sensor develops a signal which is pro-portional to the temperature of the coolant which signal is amplified and modified by an electronic con-trol unit to provide a speed control signal. A rotatable drive unit is coupled to the vehicle drive motor and rotates at a speed which is proportional to the vehicle drive motor's speed. A variable coupler is connected between the drive unit and the cooling fan and is con-trolled by the speed control signal in order to regulate the speed of the fan and thereby control the temperature of the coolant. The electronic control unit includes means for monitoring the speed of the fan and for limiting the maximum speed of the fan.

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Description

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Background of the Invent1on 1. Field of the Invention _. . ~
~he present invention pertains to means for controlling the coolant temperature in a motor vehicle, and more particularly, it pertains to a system that senses the temperature of the coolant supplied to the radiator of a motor vehicle and varies the speed of the radiator cooling fan in accordance with said tempera-ture.

2. Description of the Prior Art -Motor vehicles use rotating fans to move air through the fins of a radiator in order to cool the li~uid therein which is used to maintain t~e motor temperature below a predetermined value. Power to rotate the fan is usually coupled from the vehicle drive motor, by means of a belt and a pair of pulleys, so that the fan speed is proportional to the motor speed.
Modern vehicle motors are designed to operate most efficisntly between a predetermined low value of temperature and a predetermined high value of tempera ture, so it is desirable that the cooling an be dis-connected when the temperature of the cooling liquid is below the predetermined low value. Also, the operation of the cooling fan requires a signiicant amount of horsepower, so it is desirable that the fan be turned of when it is not needed.
- To increase ef~iciency, some present day motor vehicles utilize a clutch between a drive pulley and the cooling fan so that the fan will be disconnected and will not provide cooling until the motor temperature . . . .
, ;, reaches a predetermine~ value. A temperature sensitive element, such as a wax pellet, may he used to activate and deactivate the clutch and thereby couple and decouple the fan to the drive motor. In these prior art vehicles the fan is usually completely decoupled from the drive motor when the motor temperature is below a predetermined value. When the motor temperature reaches said predetermined value the fan is directly connected to the drive motor so that the fan rotates at a speed proportional to that of the drive motor while the temperature remains above this predetermined value.
During colder weather the fan may cause the radiator temperature to drop rat~er rapidly so that the fan is continually being turned on and then turned off thereby keeping the motor coolant temperature within a narrow temperature range.
Some of the prior art fan speed control systems utilize the temperature sensitive element to actually modulate the fan speed by controlling a variable drive coupling to the fan. Suc~ prior art fan speed control systems provide temperature responsive speed control over a relatively narrow temperature range, however, due to the inherent limitations of the mechanical control element. For example, a change of .
10 degrees of coolant temperature may cause the fan to go from o~f to full speed~ These prior art controls also exhibit ~uite a large hysteresis band. That is to say, the fan may turn on at a given temperature and turn off at a temperature several degrees below the .. :
turn-on temperature. Furthermore, these prior art cooling fan control systems do not have any means for readily adjusting the range of temperatures over which they may operate, and they are non-linear and generally erratic in operation.
Summary of the Invention In accordance ~ith one aspect of the invention an electronic speed control system for a variable speed fan drive for use with the material to be cooled by a fan, comprises a temperature sensi~ive detector positioned to sense the temperature of the material, said detector having means for developing an electrical signal having a value determined by the temperature of the material, a fan driver coupled to the fan to rotate the fan, means for varying the coupling between the fan in said fan driver in response to ` said electrical signal to thereby vary the speed of the fan, means for sensing the speed of the fan and for developing a speed signal having a frequency which is determined by the speed of the fan, a frequency converter coupled to receive said speed signal and providing a converted output indicative of fan speed, and means for comparing said converted output with a predetermined reference level and for providing an override signal when said converted output exceeds said predetermined reference level, said override signal being coupled to said coupling varying means for overriding -said electrical signalJ thereby limiting the maximum speed of the fan. -In accordance with another aspect of the invention an electronic -speed control system for a cooling fan on a motor vehicle having a coolant to be cooled comprises a temperature sensitive detector positioned to sense the temperature of the coolant, said detector having means for developing an electrical signal having a value determined by the coolant temperature, an amplifier receiving said electrical signal and providing a control signal `
output, means for selecting a bias level for said amplifier, a rotatable drive unit, means for varying the coupling between said drive unit and the ~ -fan, means responsive to said control signal output for controlling said -coupling varying means and thereby the speed of the fan relative to the speed of said drive unit, whereby said means for selecting the bias level operates to determine the temperature range over which the coolant is con-

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trolled, and means for developing a speed signal having a value which is de~ermined by the speed of the fan, and means connocted between said last named means and said means for controlling said coupling varying means to limit the maximum speed of the fan.
_ ef Description of the Drawings Figure 1 is a basic block diagram representation of the electronic speed control system of the present invention.
Figure 2 is a diagrammatic representation of the circuitry of the present invention.
Figure 3 is a block diagram illustration of .

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one form of apparatus for controlliny the coupling between the drive unit and the ~an as shown in Figure 1.
Description of the Preferred Embodiment Referring now more particularly to the drawings, Figure 1 is a bloc~ diagram representation o~ the basic electronic speed control system of the present inven-tion. The speed control system includes a temperature sensor 11 which is mounted (as, for example, on a radiator water hose) to sense the temperature of the coolant 13 for cooling the drive motor of a vehicle.
The sensor provides an electrical signal having a value which is determined by the temperature of the coolant.
The electrical signal from the temperature sensor ll is coupled to an electronic control unit 15 w~ic~
ampli~ies the signal and couples the amplified electri-cal signal to a coupling controller 17. The coupling ` controller and a variable coupler 21 control the amount of coupling between a drive unit 19 and a fan 26 to thereby control the speed of the fan. The fan, of course, . . .
directs an air blast against the radiator to lower the temperature of the coolant. The drive unit l9 may be coupled to the vehicle motor by suitable pulleys :
, and a drive belt ~not shown). The vehicle motor causes ., .
the drive unit 19 to rotate at a speed which is directly proportional to the speed of the motor. The coupling controller 17 provides a temperature responsive signal ; ;to the variable coupler 21 in response to the amplified j electrical signal. The temperature responsive signal, , in turn, causes the coupler 21 to vary the amount of --c7upling ~rom the drive unit l9 to a shaft 27 eo that . , ~ , .
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the speed of the fan is directly determined by the value of the temperature of the coolant as sensed by sensor 11.
-M~unted upon shaft 27 is a year 23. Mounted near the gear 23 is a magnetic pickup 24 which develops a signal having a value which is directly proportional to the speed of the rotating gear 23. This signal from the pickup 24 is coupled to the electronic control unit 15 and is used ko limit the maximum speed at which the fan 26 can be rotated.
The magnetic pickup 24 includes a permanent magnet 29 that has one end mounted adjacent the rotating gear 23. Surrounding the permanent magnet is a coil (not shown) which develops a signal when the gear is rotated. As each of the teeth of the gear approaches the end of the permanent magnet the value of the reluctance in the magnetic path between said one end of the permanent magnet and the other end of the permanent magnet is reduced thereby increasing the flux density of the magnetic field around the permanent magnet. When the tooth moves away from said one end of the permanent magnet the amount of reluctance between the ends of the magnet increases thereby causing the value of the flux - to decrease. This increasing and decreasing of the flux causes an electrical signal to be generated in the pickup coil surrounding the permanent magnet. The signal developed in the coil is coupled to the electronic control u~it 15 to provide a feedback signal which limits the speed of rotation of the fan drive shaft 27. Details of the operation of th:is type of magnetic pickup may be found in the textbook 'IPhysics'l by Hausmann and Slack, _5_ !

published by Van Nostrand Company, New York, N.~., 1948.
The signals which are developed by the magnetic plckup 24 are coupled to a s~aper 39 where they are converted into a train of s~uare pulses of equal duration and applied to a fre~uency-to-voltage converter 41. The frequency-to-voltage converter provides an output voltage having an amplitude which is directly proportional to the frequency or the pulses applied to the input of the converter. The voltage from the converter 41 is applied to the input of an operational amplifier 33 which provides a speed signal to an ampli-fier 32:~hene~er the voltage to the amplifier 33 exceeds a predetermined value of voltage Vl. The speed signal -~-is amplified by amplifier 32.and is used to provide a limit to the maximum speed of the fan 26. ..
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As long as the fan 26 is rotating balow a predetermined speed the frequency of the pulses developed by the magnetic pickup.24 will be low enough so that the ..
voltage from the converter 41 will not generate a voltage out of the differential amplifier 33. As long as this input voltage from converter 41 is less than :~
, the predetermined switching voltage Vl the voltage output o~ the amplifier 33 will have a value of zero ;.
so that only the signal provided by amplifier 31 will - .
~ be supplied to amplifier 32. This control signai is amplified by:amplifier 37 and is applied to the coupling controller 17~ :
One type o~ variable coupler 21 and controller 17 combination which may be used in the speed control system of Figure 1 is illustrated in Figure 3. The .

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variable coupler 21a may be a variable fill fluid coupling of the type disclosed in United States Patent No. 3,862,541. This coupler includes a pair of rotatable impellers with one impeller being connected to the input shaft 47 from the drive unit 19 and the other impeller being connected to the output shaft 27. A
; hydraulic fluid in the area between the impellers causes the output impeller to rotate as the input . impeller rotates. The amount of "slippage" between the input impeller and the output impeller is determined by the amount of oil or other hydraulic fluid between the impellers. The input shaft rotates at a speed which is determined by the drive unit 19 (Fig. 1) so that the ~
speed of the output shaft 27 is determined by the speed . :
of the input shaft 47 and the amount of fluid supplied to an input line 49. When a small amount of fluid is .~
provided to the input line 49 there is a large amount of ~ .
slippaye between the input shaft 47 and the output shaft 27 so that the speed of the shaft 27 is relatively low.
When a larger amount of fluid is provided to the input line 49 the slippage is smaller and the speed of the output shaft 27 approaches the speed of the input shaft 47.
The coupling controller 17a (Fig. 3~ include~
a valve which, in response to an electrical current applied to a coil in the controller, controls the amount of hydraulic fluid which flows through the controller. ~ -The controller coil is connected to an input lead 52.
A hydraulic fluid input ~ine 51 is connected to a source ::
of fluid such as a pump 22 w~ich receives a supply of -7- :

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oil from a coupler output line 50. A control ~ignal on input lead 52 controls the rate at which fluid from the pump 22 is supplied throug~ the valve mechanism o the controller 17a. One such controller 17a which may be used is the FEMA controller Model ~o. 82230, built - by the FEMA Corporation, Portage, Michigan.
As lony as the fan speed is below the maximum predetermined value, the fan speed will be determined solely by the temperature of the coolant and the speed o of the drive unit 19 and will not depend upon the fact that the temperature is rising or falling. Thus, the control system of the present invention does not have hysteresis as does the aforementionad prior art mechanical control systems.
Another type of variable coupler 21 which may be used with the control system of the present invention ; is a variable clutch having a pair of discs connected ~-to a controller element that varies the coupling between the discs by varying the pressure which presses the discs together.
Details of the electronic control unit 15 are shown in Figure 2. A potentiometer Pl, a plurality of resistors R3-R5 and the temperature sensor 11 comprise a bridge circuit with the voltage across the sensor being applied to the non-inverting input of an amplifier 31 and with the voltage across R4 and a portion of the ~-potentiometer Pl being applied to the inverting input of the amplifier. The setting of the potentiometer Pl determines the value of bias voltage which is applied to the amplifier 31 and thereby determines the tempera-, -8-, - , . , . , ,, : :
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ture range which will be utilized by the electronic control unit for controlling the fan speed~ This temperature range can be quickly and easily changed by merely changing the setting of thè potentiometer Pl.
The resistance of the sensor 11 is inversely proportional to the temperature of the coolant surrounding the sensor.
The voltage which is developed across the sensor is directly proportional to the value of the sensor resistance. One sensor w~ich may be used with the circuit of Figure 2 if the UU51Jl thermistor made b~
Fenwal Electronics, Framingham, Massachusetts.
The DC voltage across the temperature sensor is amplified by the amplifier 31 and coupled through a - diode D5 to the non-inverting input of amplifier 32.
The gain of the amplifier 31 is determined by the setting of a potentiometer P2 and the size of a feedback resistor R7 whic~ are connected in series between the inverting input and the output of the amplifier. When the arm of the potentiometer P2 is moved to one end of the potentiometer the value of the voltage fed from the . .. .
output of the amplifier 31 to the input thereof will be ! low so that t~e amplifier gain will be relatively high, and when the amplifier gain is high a small change in coolant temperature provides a relatively large change --in fan speed. If a smaller change in fan speed per degree o~ change of coolant temperature is desired the arm of the potentiometer may be moved toward the other end of the potentiometer. The DC signal which is produced at the output of amplifier 31 is further amplified by ~ -ampliiers 32 and 37 and applied to a coil 18 of the :
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. coupling controller 17 as shown.
The power amplifier 37 includes a pair of power transistors Tl and T2 which amplify the current that is provided by amplifier 32. The transistor Tl am-plifies the relatively small value of current from amplifier 32 and applies the amplified current to the input of transistor T2. Transistor T2 further ampli-fies the current to provide sufficient current to ener-gize the coil 18 of the coupling controller 17. ~.
The coupling controller 17a allows a maximum .~
amount of hydraulic fluid to flow when the current to ..
coil 18 has a value of æero. Thus, if the controller or the electronic control unit 15 should fail so that the coil 18 receives no current, the fan 26 would operate `~
at a maximum speed, suc~ speed being substantially ~ :
the same as the speed of the input shaft 47 from the drive unit 19.
When the vehicle motor is cold the resistance of the sensor 11 is relatively large so that the voltage :~ 20 across the sensor is large. The voltage across the sensor is amplified to provide a relatively large , signal to amplifier 32, w~ich provides a large signal ¦ to transistor Tl. The signal from transistor Tl causes transistor T2 to provide a large value of current to the coil 18 thereby causing controller 17a to cut off .~ the flow of hydraulic fluid to the coupler 21a so that ~ the fan 26 is off or rotates at a very low speed.
i When the motor coolant temperature increases . the resistance of sensor 11 decreases so that the ., .
voltage to amplifier 31 decreases~ This causes the : 10 ' ~ ' '`'`''''~

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voltage to ampliEier 32 to decrease and thereb~ decrease the current to coil 18. Under such conditions more hydraulic fluid ~lows throuyh the controller valve to increase the coupling between the input shaft 47 and the output sha~t 27 of the coupler 21a--thus increasing ~an speed.
A coil 25 of the magnetic pickup 24 (Fig. 2) provides a signal voltage to the input leads o~ the signal shaper 39 as previously pointed out. The signal voltage from the pickup 24 has a very irregular shape so that it is necessary to reshape the alternating signal into s~uared pulses in order to provide a useful signal to the frequency-to-voltage converter 41. The reshaping in circuitry 39 is done by a pair of diodes Dl and D2, an amplifier 34, and a one-shot circuit 45.
The signal voltage from the coil 25 is clipped by the diodes and amplified by amplifier 34 to provide a series of posltive signals which successively trigger the one-shot. The one-shot provide~ a series o~ pulses ~ ;
with each pulse corresponding to the signal developed by a single tooth of the gear 23 moving past the pickup Z4.
T~us, when the gear 23 (Fig. L) is rotating at a slow speed the space between the pulses provided by the~ ~
one-shot is considerably larger than the width of the~-pulses themselves. Whenever the speed of the rotating gear increases the distance between the pulses from the one-shot decreases.
The pulses from the shaper 39 are coupled to the fre~uency-to-voltage converter 41 to provide an output voltage which is directly proportional to the .

frequency of the pulses applied to the input. The fre~uency-to-voltage converter 41 is a conventional voltage doubler circuit and includes a resistor R8 connected across the output. r~hen a signal is applied to the input of the frequency-to-voltage converter 41 a capacitor C3 is charged with a negative voltage on the left plate (Fig. 2) and a positive voltage on the right plate. Pulses provided by the one-shot 45 add to the voltage across capacitor C3 causing a current to flow through a diode D4 and to charge up a capacitor C4 with a positive voltage on the upper plate. During the time between pulses, the charge on the capacitor C4 causes a current to flow from the upper plate of the capacitor through the resistor R8 to the lower plate thereby reducing the electrical charge on the capacitor C4.
When the frequency of the pulses applied to the input of the frequency-to-voltage converter increases the time between pulses decreases. This causes the capacitor to charye for a greater percentage of the cycle time so that the steady state value of the voltage across this ~` capacitor increases thereby providing a larger value of voltage at the input of amplifier 33.
A +6.2 volt supply and a potentiometer P3 provide the positive bias voltage Vl to the inverting input of amplifier 33 which causes the output voltage to have a value of zero until the voltage on the non-inverting input of the amplifier 33 e~ceeds voltage Vl.
~hen the voltage ~rom the output of converter 41 exceeds the voltage on the inverting input of amplifier 33 the voltage at the output of the amplifier 33 becomes ' :

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positive. This positive volt~ge i.5 coupled throuyll a diode D6 to the non-invertinc; input of the amplificr 32.
This voltage overrides the decreasiny voltage from diode D5 and causes amplifiers 32 and 37 to provide a current to the coil 18 of the controller 17 which will ultimately reduce the speed of the fan and thereby p~ovide an upper limit for the fan speed. This rnaximum fan speed is determined by the setting of the potentiometer P3 which sets the trigger voltage of amplifier 33. When the arm of P3 is moved to the left (Fig. 2) the voltage on the inverting input of amplifier 33 is raised so that the speed of the fan will have to increase to a higher value be~ore the voltage from converter 41 will be able to , reduce it.
The gain of the amplifier 33 is controlled by the setting of a potentiometer P4 to control the response time of the fan speed feedback signal and thereby control the amount that the fan speed can : :
increase ater the amplifier 33 provides a positive out-~, 20 put voltage. ~Ihen the arm of the potentiometer P4 is adjusted in one direction the gain of the ar~plifier 33 increases so that any positive difference in voltage between the two inputs causes the~amplifier 33 to pro-vide a relatively large value of output voltage which will override any signal provided by the sensor ll and which will therefore cause an immediate reduction in fan speed. By adjusting P4 to reduce the gain of amplifi~r 33, the fan speed can increase slightly above the speed at which the feedback voltage was cut in.
The Zener diodes Zl and Z2 and resistors Rll -.. , . ~ . . . . : : , : ~. , . .. , , ., ".

and R12 provide regulated voltages for various portions of the circuit of F:igure 2. It should also be under-stood that the biasing voltage Vcc and appropriate ground leads are connected to the various amplifiers 31-34.
It can be seen that the electronic speed control system of the present invention will function to monitor the temperature of a motor coolant and use such information to drive a variable speed fan at a speed to keep the vehicle motor operating within a desired temperature range. The speed control system includes means for continuously monitoring the cooling fan speed and for limiting the maximum speed of the fan.
The present invent~on can easily provide control of fan speed over more than a 25 degree Fahrenheit range with a continuous linear relationship existing between coolant temperature and fan~speed. Thus, the system of the present invention provides a much greater range of ' control than is possible with prior art systems. -, 20 Although the best mode contemplated for ~ -carrying out the present invention has been herein shown and described, it will be apparent that modification and variation may be made without departing from what is regarded to be the subject matter of the invention.
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Claims

THE EMBODIMENTS OF THE INVENTION IN WHICH AN EXCLUSIVE
PROPERTY OR PRIVILEGE IS CLAIMED ARE DEFINED AS FOLLOWS:

1. An electronic speed control system for a variable speed fan drive for use with a material to be cooled by a fan, said control comprising: a temperature sensitive detector positioned to sense the temperature of the material, said detector having means for develop-ing an electrical signal having a value determined by the temperature of the material; a fan driver coupled to the fan to rotate the fan; means for varying the coupling between the fan and said fan driver in response to said electrical signal to thereby vary the speed of the fan;
means for sensing the speed of the fan and for develop-ing a speed signal having a frequency which is determined by the speed of the fan; a frequency converter coupled to receive said speed signal and providing a converted output indicative of fan speed; and means for comparing said converted output with a predetermined reference level and for providing an override signal when said converted output exceeds said predetermined reference level, said override signal being coupled to said coupl-ing varying means for overriding said electrical signal, thereby limiting the maximum speed of the fan.

2. An electronic speed control system as de-fined in claim 1 wherein said means for varying the coupling includes a variable coupler connected between said fan driver and the fan, and a coupling controller connected to control the operation of said coupler in response to said electrical signal.

3. An electronic speed control system as de-fined in claim 2 including means for adjusting said pre-determined reference level thereby adjusting the maximum speed of the fan.

4. An electronic speed control system as de-fined in claim 1 wherein said means for varying the coupl-ing includes a variable coupler connected between the fan and said fan driver, an electronic control unit having means for developing a fan control signal in response to said electrical signal and a coupling controller con-nected to control the operation of said coupler in re-sponse to said fan control signal.

5. An electronic speed control system as de-fined in claim 1 wherein said means for varying the coupl-ing includes means for connecting the fan to said driver for maximum speed when said detector or said means for varying the coupling fails to operate.

6. An electronic speed control system as de-fined in claim 1 including means for providing a pre-determined fan speed when the temperatures of the material increases to a predetermined value from a lower value and for providing substantially the same predetermined fan speed when the temperature of the material decreases to said same predetermined value from a higher value.

7. An electronic speed control system as de-fined in claim 1 including means for controlling the fan speed over at least a 25° Fahrenheit range of temperature with a change in temperature producing a corresponding linear change in fan speed.

8. An electronic speed control system as de-fined in claim 7 wherein said means for varying the coupl-ing includes means for adjusting the range of temperature and the range of fan speeds over which said control system operates.

9. An electronic speed control system as de-fined in claim 1 wherein said means for comparing includes means for adjusting said predetermined reference, thereby adjusting the maximum speed of said fan.

10. An electronic speed control system for a cooling fan on a motor vehicle having a coolant to be cooled, said control system comprising: a temperature sen-sitive detector positioned to sense the temperature of the coolant, said detector having means for developing an electrical signal having a value determined by the coolant temperature; an amplifier receiving said electrical signal and providing a control signal output; means for selecting a bias level for said amplifier; a rotatable drive unit; means for varying the coupling between said drive unit and the fan; means responsive to said control signal output for controlling said coupling varying means and thereby the speed of the fan relative to the speed of said drive unit; whereby said means for selecting the bias level operates to determine the temperature range over which the coolant is controlled, and, means for develop-ing a speed signal having a value which is determined by the speed of the fan, and means connected between said last named means and said means for controlling said coupling varying means to limit the maximum speed of the fan.

11. An electronic control system as defined in claim 10 wherein said means for varying the coupling in-cludes a variable coupler connected between the fan and said drive unit, and a coupling controller connected to control the operation of said coupler directly in response to said control signal output.