Intermittent Cooling Fan Control

The present invention relates generally to electronic engine controls, and more specifically, to an electronic engine cooling fan control that selectively turns the cooling fan on and off in response to predetermined parameters.

Electronic engine controls are known in the prior art. Such engine controls typically input signals from one or more engine parameter sensors and output an injection signal or fuel delivery signal that causes fuel to be introduced into the engine cylinders in accordance with a predetermined fuel delivery schedule.

Engine fans are typically driven by the engine through a series of belts and pulleys or other means. The rotating cooling fan draws air through a radiator, which transfers heat from the engine coolant in the radiator to the air, thereby extracting heat from, and reducing the temperature of, the engine coolant. In this manner, the engine fan helps keep the engine within normal operating temperatures.

In engines equipped with a turbocharger, the fan is often used to draw air through an air-to-air aftercooler. The fan draws air through the aftercooler thereby reducing the temperature of the compressed air as it exits the turbocharger and before it enters the intake manifold. In this manner, the air entering the intake manifold can be maintained within normal operating temperatures.

The power required to operate the cooling fan is sometimes referred to as parasitic power because that power does not contribute to the work output of the engine. To improve the overall efficiency of the engine, it would therefore be desirable to decrease the parasitic power required to operate the cooling fan, or to eliminate entirely the power required by the fan in those instances where the fan is not required to keep the engine within a range of normal operating temperatures.

The present invention is directed to overcoming this and other problems associated with electronic engine controls.

According to one aspect of the present invention, a control for use with an internal combustion engine is disclosed. The control includes a microprocessor, a memory device electrically connected to said microprocessor, and engine cooling means for drawing air through said radiator, said engine cooling means being electrically connected to said microprocessor. An engine brake is associated with at least one of said combustion cylinders and is electrically connected to said microprocessor. A coolant temperature sensor is attached to said radiator and is electrically connected to said microprocessor. An intake manifold pressure sensor is connected to said intake manifold and is electrically connected to said microprocessor. The microprocessor engages the engine cooling means as a function of inputs from the coolant temperature sensor, the intake manifold pressure sensor, and the engine speed sensor and as a function of an output to the engine brake.

According to another aspect of the present invention, a method of operating an electronic fan control for use with an internal combustion engine is disclosed. The electronic fan control and engine include a plurality of combustion cylinders, an intake manifold, a radiator, a microprocessor, a memory device, engine cooling means for drawing air through said radiator, said engine cooling means being electrically connected to said microprocessor, an engine brake associated with at least one of said combustion cylinders and electrically connected to said microprocessor, a coolant temperature sensor attached to said radiator and electrically connected to said microprocessor, an intake manifold pressure sensor connected to said intake manifold and electrically connected to said microprocessor, and an engine speed sensor electrically connected to said microprocessor. The method includes the steps of comparing said engine speed signal to a value corresponding to a first predetermined engine speed value and disengaging said engine cooling means in response to said engine speed signal exceeding said value corresponding to the first predetermined engine speed value.

FIG. 1, is a schematic block diagram illustration of a preferred embodiment of the electronic cooling fan control of the present invention; and

FIGS. 2(a) and 2(b ) show a flowchart of the software control implemented in a microprocessor of a preferred embodiment of the electronic cooling fan control of the present invention.

Referring to FIG. 1, a block diagram of a preferred embodiment of the electronic cooling fan control 10 of the present invention is shown. The cooling fan control 10 includes an internal combustion engine 15, which is connected to a drive wheel 20 or other drive means, through a transmission 25 and drive shaft 30. As is known to those skilled in the art, the engine power is transmitted through the transmission 25 and the drive shaft 30 to a differential or other device (not shown in the figure) which transmits power from the drive shaft 30 to the drive wheel 20 or other drive means causing the drive wheel 20 to rotate, thereby propelling the vehicle. Typically, such systems include a transmission controller that controls shifting between a plurality of gear ratios associated with the transmission 25. Such transmission controllers are well known in the art and are not described further herein.

The engine 15 is connected to a radiator 45 through a hose 50 or other suitable conduit through which engine coolant flows. A cooling fan 55 is connected to the engine 15 through a fan clutch 60. As is known in the art, the cooling fan 55 draws air through the radiator 45 to extract heat from the engine coolant, thereby decreasing the temperature of the engine coolant and the engine.

The cooling fan control 10 includes an electronic controller 35, which in a preferred embodiment comprises a microprocessor 40. In a preferred embodiment, the microprocessor is a Model No. 68HC11, , as manufactured by Motorola, Inc. of Schaumburg, Il. Those skilled in the art will understand that many different commercially available microprocessors may be readily and easily used in connection with the present invention. The present invention is therefore not limited to use of a single model of microprocessor, but instead includes all suitable microprocessors that may be used in connection with the cooling fan control as defined by the appended claims.

The engine 15 may include a turbocharger 16 which is connected to the engine in a conventional manner, as is known in the art. The turbocharger 16 is connected to an air filter 17 via a conduit 22. The turbocharger 16 draws air through the air filter 17 and produces a higher pressure air at the outlet side 18 of the turbocharger 16. The compressed air then flows through a conduit 19 to an air-to-air aftercooler 20 which reduces the temperature of the compressed air, as is known in the art. The cooled compressed air then enters the intake manifold 65 via a conduit 21. The intake manifold 65 transmits air or an air/fuel mixture from a turbocharger or carburetor (not shown) to the individual engine cylinders. Included in the intake manifold 65 is an intake manifold pressure sensor 70 and an intake manifold temperature sensor 75. The intake manifold pressure sensor 70 produces an electrical signal that is a function of the "boost" or air pressure in the intake manifold 65. The "boost" pressure signal is an input to the microprocessor 40 over an electrical conduit 71. Many suitable pressure sensors are known in the art, any one of which may be used in connection with the present invention. In a preferred embodiment, the pressure sensor used is a Model No. 2CP-3-6 manufactured by Texas Instruments, Inc.

Similarly, the intake manifold temperature sensor 75 produces an electrical signal that is a function of the temperature of the air in the intake manifold 65. The air temperature signal is an input to the microprocessor 40 over an electrical conduit 76. Many temperature sensors are known in the art, any one of which may be used in connection with the cooling fan control of the present invention.

A coolant temperature sensor 80 is attached to the radiator 45. The coolant temperature sensor 80 produces an electrical signal that is a function of the temperature of the engine coolant temperature. The engine coolant temperature signal is an input to the microprocessor 40 over an electrical conduit 81.

An engine speed sensor 85 is attached to the engine and produces an electrical signal that is a function of the engine speed. The engine speed signal is an input to the microprocessor 40 over an electrical conduit 86. Many suitable engine speed sensors are known in the art, any one of which may be readily and easily implemented in connection with the present invention. In a preferred embodiment, the engine speed sensor 85 is a sensor as disclosed in U.S. Pat. No. 4,972,332 issued to Luebbering, on Nov. 20, 1990.

Attached to the engine 15 is an engine brake 90. In a preferred embodiment, the engine brake 90 includes a plurality of individual engine brakes 90a,b,c. Each individual engine brake 90a,b,c is associated with two engine cylinders. Although the present invention is described in connection with three individual engine brakes 90a,b,c it should be recognized that fewer than three or more than three such brakes could be readily and easily used without deviating from the scope of the present invention as defined by the appended claims. Such engine brakes are commercially available devices that are known to those skilled in the art. Typically, such engine brake decrease engine speed by causing a piston to compress air in the engine cylinder during the compression stroke, then release the compressed air prior to an expansion stroke. The compressed air is released from the engine cylinder through the exhaust valve to thereby release the stored energy before the energy is returned to the piston during the expansion stroke. Many suitable commercial engine brakes are available, any one of which could be used in connection with the present invention.

The individual engine brakes 90a,b,c are controlled by the microprocessor 40. The microprocessor 40 issues individual brake signals over electrical conduits 91a,b,c to the respective individual engine brakes 90a,b,c to cause the individual brakes 90a,b,c to be engaged. The individual engine brakes 90a,b,c may be engaged individually or in unison according to a predetermined engine braking strategy. Such predetermined braking strategies are known in the art and do not, of themselves, comprise part of the present invention. Thus, the particular braking strategies will not be further discussed.

In a preferred embodiment of the present invention, three levels of engine braking are available. Those levels are a low braking mode, a medium braking mode, and a high braking mode. In the low braking mode, only one of the individual engine brakes 90a,b,c is engaged during engine braking. In the medium braking mode, two of the individual engine brakes 90a,b,c are engaged during engine braking. And, in the high braking mode, all three individual engine brakes 90a,b,c are engaged during engine braking.

As shown in FIG. 1, the microprocessor 40 is connected to a memory device 95 by an electrical connector 96. As shown in the figure, there is a single connector 96. However, as is known in the art the connection may comprise either a parallel or serial connection, and therefore, may include more than a single connector. The present invention is not limited to the use of a single electrical connector 96 between the microprocessor 40 and the memory 95, but to the contrary, includes all other possible connections that may fall within the scope and spirit of the appended claims. Although FIG. 1 shows the microprocessor 40 and the memory device 95 as distinct devices, microprocessors that include memory are known in the art. The present invention, as defined by the appended claims, is not limited solely to the use of microprocessors and distinct memory devices, but instead includes the use of microprocessors that include memory devices.

Referring now to FIG. 2, a flowchart of the software control implemented by the microprocessor 40 is described. The software depicted in the flowchart is particularly well suited for use in connection with the microprocessor of the preferred embodiment. The software may be readily and easily written by those skilled in the art from the flowchart using the instruction set for that microprocessor. As would be clear to those skilled in the art, other suitable microprocessors exist which can be used in connection with the present invention and the necessary software may be readily and easily written from the flowchart using the instruction set associated with those other suitable microprocessors. Creating such software from the flowchart is a mechanical step for those skilled in the art.

In block 200, the microprocessor determines whether an engine speed signal produced by the engine speed sensor 85 corresponds to an engine speed that exceeds a first predetermined engine speed value (FPESV). In a preferred embodiment, the FPESV corresponds to an engine speed value of about 2300 revolutions per minute although it should be readily apparent that other values could be easily used. If the engine speed signal exceeds FPESV, then software control passes from block 200 to block 300. In block 300, the microprocessor issues a first signal to the fan clutch 60 over an electrical conduit 61 that activates the fan clutch 60, thereby disengaging the fan 55. In a preferred embodiment of the present invention, the microprocessor delivers either a first signal or a second signal to the fan clutch 60 over the electrical conduit 61. The first signal corresponds to a voltage level sufficient to activate the fan clutch 60 and thereby disengage the fan 55 from the engine 40. The second signal corresponds to a voltage level that deactivates the fan clutch 60 and thereby engages the fan 55 with the engine 15. In a preferred embodiment, the first signal is a voltage level that is greater than approximately 2.3 volts and the second signal is a voltage level that is less than approximately 0.7 volts. However, other voltage levels could be substituted for these values without deviating from the scope of the present invention. From block 300 control passes to block 400 where software control returns to the main program.

If the engine speed signal corresponds no an engine speed of less than FPESV then software control passes from block 200 to block 210. In block 210, the microprocessor determines whether the engine speed signal corresponds to an engine speed of less than a second predetermined engine speed value (SPESV). Inn a preferred embodiment, the SPESV corresponds to an engine speed of about 2250 RPM. However, other engine speed values can be readily used. If the engine speed signal does not correspond to an engine speed of less than about SPESV then control passes from block 210 to block 310. In block 310, the microprocessor 40 does not change the operating state of the cooling fan 55. Thus, if the cooling fan 55 is engaged prior to software control passing to block 310, then the fan will remain engaged through block 310. Likewise, if the fan is disengaged when software control passes to block 310, then the fan will remain disengaged. From block 310, control passes to block 400 and back to the main program.

If the engine speed signal corresponds to an engine speed of less than SPESV, then control passes from block 210 to block 220. In block 220, the microprocessor determines whether the coolant temperature sensor 80 or electrical conduit 81 has malfunctioned. In a preferred embodiment, the coolant temperature sensor normally produces an electrical signal that falls within the range of 0.7 to 4.3 volts depending on the sensed temperature. If the coolant temperature sensor is malfunctioning, the coolant temperature signal may fall outside that normal voltage range. If the signal produced by the coolant temperature sensor is less than about 0.7 volts or greater than about 4.3 volts, then it is assumed that the coolant temperature sensor or its electrical conduit is malfunctioning. The microprocessor then produces a coolant temperature sensor fault signal and control passes from block 220 to block 320. In block 320, the microprocessor issues the second signal to the fan clutch 60 which causes the fan clutch 60 to deactivate, thereby engaging the fan 55. From block 320, control passes to block 400 and back to the main program.

If there is no coolant temperature sensor fault in block 220, then software control passes to block 230. In block 230, the microprocessor determines whether the coolant temperature signal corresponds to a coolant temperature of greater than a first predetermined coolant temperature (FPCT). In a preferred embodiment, the FPCT value corresponds to a coolant temperature of about 96 degrees centigrade, although other values could be readily and easily used. If the engine coolant temperature exceeds the FPCT, then control passes to block 320. In block 320, the microprocessor issues the second signal, which causes the fan clutch 60 to deactivate, thereby engaging the cooling fan 55. From block 320, software control passes to block 400 and back to the main program. If the coolant temperature sensor signal corresponds to a coolant temperature of less than about the FPCT, then control passes from block 230 to block 240.

In block 240, the microprocessor determines whether the air temperature signal produced by the intake manifold temperature sensor 75 corresponds to a temperature of more than a third intake manifold temperature value (TIMTV). In a preferred embodiment, the TIMTV corresponds to a temperature of about 87 degrees centigrade, although other values may be used. If the signal from the intake manifold temperature sensor corresponds to a temperature greater than TIMTV, then control passes from block 240 to block 320. In block 320, the microprocessor issues the second signal, which deactivates the fan clutch 60 and thereby engages the fan 55. Otherwise control passes from block 240 to block 250.

In block 250, the microprocessor determines whether the air temperature signal produced by the intake manifold temperature sensor 75 corresponds to a temperature of more than a first intake manifold temperature value (FIMTV) and whether the boost pressure signal corresponds to a boost pressure exceeding the FPBV. In a preferred embodiment, the FIMTV corresponds to a temperature of about 66 degrees centigrade. If both conditions are satisfied then control passes to block 320. In block 320, the microprocessor issues the second signal to the fan clutch 60, which deactivates the fan clutch 60 and engages the cooling fan 55. From block 320, software control passes to block 400 and back to the main program. If both conditions are not satisfied, then control passes from block 250 to block 260.

In block 260, the microprocessor determines whether the engine brake is active in the high mode and has been engaged for more than a first predetermined time period (FPT) and whether the coolant temperature signal corresponds to a coolant temperature exceeding a second predetermined coolant temperature (SPCT). In a preferred embodiment, the FPT value corresponds to a length of time of about 10 seconds and the SPCT value corresponds to a coolant temperature of about 80 degrees centigrade. However, other values could be readily and easily substituted for these values. If these conditions are satisfied then software control passes to block 320. In block 320, the microprocessor issues the second signal to the fan clutch 60, which deactivates the fan clutch 60 and engages the cooling fan 55. From block 320, software control passes to block 400 and back to the main program. If both conditions are not satisfied, then control passes from block 260 to block 270.

In block 270 the microprocessor determines whether the engine speed signal produced by the engine speed sensor 85 corresponds to an engine speed exceeding a third predetermined engine speed value (TPESV) for more than a second predetermined time period (SPT). In a preferred embodiment the TPESV is about 800 RPM and the SPT is about 2 seconds, although other values could be easily and readily used. If both conditions are not satisfied, then software control passes to block 320. In block 320, the microprocessor issues the second signal to the fan clutch 60, which deactivates the fan clutch 60 and engages the cooling fan 55. From block 320, software control passes to block 400 and back to the main program. If the engine speed signal corresponds to an engine speed that exceeds TPESV for more than SPT, then control passes from block 270 to block 280.

In block 280, the microprocessor determines whether the following conditions (a) through (e) are satisfied:

(a) coolant temp<TPCT;

(b) No Manifold Temp Sensor Fault;

(c) Manifold Temp<SIMTV;

(d) Fan has been on for more than TPT; and

(e) Engine Coolant Temp<FoPCT or Engine brake is not engaged in High Mode.

TPCT and FoPCT represent a third and fourth predetermined coolant temperature, respectively; SIMTV represents a second intake manifold temperature; and TPT represents a third predetermined time period. In a preferred embodiment, the TPCT is about 92 degrees centigrade, the FoPCT is about 75 degrees centigrade, the SIMTV is about 60 degrees centigrade, and the TPT is about 30 seconds, although other suitable values could be readily and easily substituted without deviating from the scope of the present invention. If conditions (a) through (e) are satisfied, then software control passes to block 300. In block 300, the microprocessor 40 generates the first signal, which causes the fan clutch 60 to activate thereby disengaging the cooling fan 55. If, on the other hand, the conditions (a) through (e) have not been satisfied, then software control passes to block 310. In block 310 the fan operating state remains the same. From block 310 software control passes to block 400 and returns back to the main program.

As noted above, engaging the cooling fan 55 draws power from the engine 15. The power necessary to run the cooling fan is sometimes referred to as parasitic power, because that power is used internally to operate the engine and is not an output that can be used to propel a vehicle or other device. Thus, by turning the fan off in those instances where there is sufficient engine cooling, the present invention significantly reduces the parasitic power required by the cooling fan and, among other advantages, increases engine performance, gas mileage, and power output of the engine.