Control system and method for a fan

Abstract

A control system and method for a fan. According to one example, the system can include an engine and a fan for varying a measured engine temperature of the engine during operation. A vehicle controller having one or more processors can also be provided that can be configured to, in response to the measured engine temperature being above a predetermined first engine threshold temperature, operate the fan in a forward direction to cool the engine, determine an icing risk characteristic of the engine, and operate the fan in a reverse rotation based at least in part on the icing risk characteristic.

Description

[0001] Cross-references to related applications

[0002] This application claims priority to U.S. Provisional Application No. 63 / 074,626, filed on September 4, 2020, entitled “Control System and Method for a Fan”, the entire contents of which are incorporated herein by reference. Technical Field

[0003] The subject matter described relates to a system and method for operating and / or controlling a fan. Background Technology

[0004] Some engines may include a cooling system to enable efficient engine operation. The cooling system may include a cooling fan to remove heat from the engine, inverter circuitry to power the engine, or similar components.

[0005] When a vehicle is driving in an area where the ambient temperature is below freezing, fan usage may decrease due to the natural cooling effect of the surrounding air. Unfortunately, when not in use, moisture in the air can freeze on the fan. Similarly, during snow or ice storms, ice can form on the blades of the cooling fan. Ice forming on the fan can cause additional load and power required to rotate it. In some cases, ice may fill the gap between the fan blades and the housing, thus hindering and / or preventing the fan from rotating. As a result, the current flowing to the fan to rotate it can surge when the fan motor attempts to turn it and break the ice.

[0006] Overload and current surges caused by ice buildup on a fan can lead to fan wear and shorten its lifespan. In some cases, fan failure may occur. Fan failure can result in improper cooling and damage to other components. Therefore, ice buildup on a fan can increase maintenance time, component wear, and costs. Different systems and methods than currently available may be required. Summary of the Invention

[0007] In one or more embodiments, a fan control system is provided, which may include a controller having one or more processors that can determine temperature characteristics and operate the fan to cool components based at least in part on the temperature characteristics, and can operate the fan to rotate in reverse based on the temperature characteristics.

[0008] In one or more embodiments, a fan control system is provided, the control system including one or more processors that determine an icing risk characteristic of an engine, operate a fan to cool the engine based on the icing risk characteristic, and operate the fan to rotate in reverse when the measured engine temperature is below a predetermined first engine threshold temperature based on the icing risk characteristic.

[0009] In one or more embodiments, a control method for a fan is provided that can include determining an icing risk characteristic of an engine, operating the fan to cool the engine based on the icing risk characteristic, and operating the fan in a reverse rotation based on the icing risk characteristic. BRIEF DESCRIPTION OF DRAWINGS

[0010] The subject matter can be understood by reading the following description of non-limiting embodiments with reference to the appended drawings, wherein:

[0011] Figure 1 is a schematic diagram illustrating a vehicle system according to embodiments of the present application;

[0012] Figure 2 is a schematic diagram illustrating a control system according to embodiments of the present application;

[0013] Figure 3 is a schematic diagram illustrating a controller according to embodiments of the present application;

[0014] Figure 4 is a schematic block diagram illustrating a method according to embodiments of the present application. DETAILED DESCRIPTION

[0015] Embodiments of the subject matter described herein relate to a system and method for controlling and / or operating a fan. In embodiments, a controller monitors temperature and / or humidity levels. In embodiments, the component is an engine. A measured engine temperature is obtained, and when the engine is below a predetermined first engine threshold temperature and no fan is used to cool the engine, and the temperature and / or humidity readings indicate that ice can form on the fan blades. At this time, the vehicle controller can cause the fan to reverse rotation. This can be done at a relatively low speed. By rotating the fan, moisture does not settle on the fan blades. This can reduce or prevent ice formation on the blades. By reversing the fan, and by closing a shutter between the fan and the engine, unintended and undesirable cooling of the engine can be reduced or prevented.

[0016] As the measured engine temperature increases and approaches a temperature at which the fan can be used to cool the engine, the first engine threshold temperature is exceeded, and the vehicle controller commands the fan to no longer operate in reverse. The shutter can also be opened at this time. When the engine reaches a second engine threshold temperature, the fan is rotated in a forward direction to cool the engine. By stopping the fan from reversing before the fan is run in a forward direction, a spike in current due to switching the fan running direction from reverse to forward can be avoided. Thus, by operating the fan in reverse at a low speed, the fan reduces icing on the fan blades, reduces fan load, increases fan life, and reduces maintenance and cost of the fan and engine.

[0017] Figure 1A schematic view of a vehicle system 100 is shown. The vehicle system can travel along a route 104 on a trip from a start or departure location to an end or arrival location. The vehicle system can include a propulsion-generating vehicle 108 and a non-propulsion-generating vehicle 110 that are mechanically interconnected to one another to travel together along the route. The vehicle system can include at least one propulsion-generating vehicle, and optionally, one or more non-propulsion-generating vehicles. In an example, the single vehicle can be a hybrid truck. As a hybrid truck, it can be equipped with a multi-fuel engine.

[0018] The propulsion-generating vehicle can generate tractive effort to propel (e.g., pull or push) the non-propulsion-generating vehicle along the route. The propulsion-generating vehicle can include a propulsion subsystem that includes one or more traction motors that generate tractive effort to propel the vehicle system.

[0019] In the illustrated embodiment, the control system 112 can be disposed entirely on the propulsion vehicle. However, in other embodiments, one or more components of the control system can be distributed among several vehicles, e.g., the vehicles that make up the vehicle system. For example, some components can be distributed among two or more propulsion vehicles that are coupled together to form a consist or consist of vehicles. In alternative embodiments, at least some components of the control system can be located remotely from the vehicle system, e.g., at a dispatch location. Remote components of the control system can be in communication with the vehicle system (and components of the control system disposed thereon).

[0020] In the illustrated embodiment, the vehicle system is a rail vehicle system and the route is a track formed by one or more rails. The propulsion vehicle is a locomotive and the car is a railcar that carries passengers and / or cargo. In other embodiments, the propulsion vehicle can be another type of rail vehicle other than a locomotive. In other embodiments, other suitable vehicle systems can include an automobile, a watercraft, an aircraft, a mining vehicle, an agricultural vehicle, or other off-highway vehicle (OHV) system (e.g., a vehicle system that is not permitted and / or designed to travel on a highway), etc. Although some examples provided herein describe the route as a track, not all embodiments are limited to rail vehicles that travel on rails. One or more embodiments can be used in conjunction with non-rail vehicles and routes other than tracks (e.g., roads, paths, waterways, etc.).

[0021] In Figure 1 In an example, the vehicles of the vehicle system each include a plurality of wheels 120 that engage the route and at least one axle 122 that couples left and right wheels together Figure 1The vehicle system can include one or more vehicles 100, 102, 104, 106, 108, 110, 112, 114, 116. The vehicles can be mechanically coupled to each other, such as through a coupler 123. For example, the propulsion vehicle 100 can be mechanically coupled to the car 102 through the coupler 123. Alternatively, the vehicles in the vehicle system can not be mechanically coupled to each other, but can be logically or virtually coupled to each other. For example, multiple vehicles can be logically coupled to each other through vehicle-to-vehicle communication to coordinate movement of the vehicles with each other such that the multiple vehicles travel together in a vehicle system as a vehicle fleet or platoon.

[0022] Figure 2 A control system 200 for a vehicle system of Figure 1 The control system can include a vehicle controller 202, which can communicate with an engine controller 204, such as an engine control unit (ECU), an auxiliary power controller 206. The vehicle controller can communicate with the engine controller and the auxiliary power controller directly or through a network 210, such as, in an example, an Ethernet network, a cellular network, over-the-air communication, etc.

[0023] The engine controller can be electrically coupled to an engine 212 to provide input signals and receive output signals from the engine. For example, the engine can include a temperature sensor 213 that detects a measured engine temperature. The engine can also include a plurality of sensors to determine a temperature of a working fluid within the engine or a temperature of a circuit board within the engine. A suitable engine can be a combustion engine, a hybrid engine, an electric or battery powered engine, etc. In an example, the engine can be a stationary engine that is not used in conjunction with a vehicle. In example embodiments where the engine is stationary, a stationary controller can be used to control the engine.

[0024] In each example, the temperature sensor can provide a freezing risk characteristic. Such a characteristic can include the measured engine temperature, the temperature reading itself, a current level that can determine the temperature, an air temperature around the engine, etc. Based on the freezing risk characteristic, the engine controller, the vehicle controller, etc. can have one or more processors that determine a measured engine temperature based on the freezing risk characteristic. The determination can be made using a lookup table, an algorithm, a mathematical equation, etc.

[0025] In an example, the auxiliary power controller can be a fan controller that can be operatively coupled to an input device 214, such as one or more inverters. In an example, the input device can be electrically coupled to a direct current (dc) power source 216 or a dc link. The input device can provide input to a first fan 218 and a second fan 220. In an example, the first fan can be an intercooler fan that can be actuated to cool the engine or components of the engine. At the same time, the second fan can be a radiator fan that can be used to draw heat away from the engine. In particular, the first fan and the second fan can operate as a heat exchange system, with the intercooler fan providing air for cooling and the radiator fan receiving the heated air.

[0026] In an example, both the first fan and the second fan are variable speed fans, where the speed of the fan can be varied. Alternatively, non-variable speed fans can be configured, where the fan can have a plurality of settings, each setting being a particular speed, and the fan can not be able to maintain a speed between the plurality of settings. In an embodiment, both the first fan and the second fan can be selectively operated in both forward and reverse directions. Each fan can be operated in reverse. Each fan can be operated at a relatively low speed. In an example, each fan can be operated in reverse at a speed in a range from about twenty-five revolutions per minute (25 rpm) to about fifty revolutions per minute (50 rpm). In an example, each fan can be operated in reverse at a speed in a range from about fifty revolutions per minute (50 rpm) to about seventy-five revolutions per minute (75 rpm). In another example, the speed of rotation of each fan can be lower than the normal full speed forward fan rotation capability. In an embodiment, the controller can operate the fan in a pulsing manner to shake water off the fan. In an embodiment, the controller can operate the fan at a speed sufficient to expel water from the fan.

[0027] The vehicle controller can be operatively coupled to a valve 221 (e.g., a solenoid valve, also referred to as a MAG valve) that is itself coupled to a shutter 222. The valve can be actuated to open and close the shutter. The shutter can be disposed between the fan and the engine or component of the engine to be cooled. In particular, the shutter can act to reduce or prevent air flow from the fan to the engine or component of the engine, such that if the fan is operating when the engine or component of the engine does not need to be cooled, the shutter blocks and resists the air flow from the fan to the engine or component of the engine. Thus, the valve can be operated to open and close the shutter based on the measured engine temperature.

[0028] In operation, the vehicle controller receives an anti-icing strategy. The vehicle controller also receives input from the engine controller related to icing risk characteristics. The icing risk characteristics can include a measured engine temperature, a temperature of a fluid of the engine, an ambient temperature of the vehicle, a temperature of a circuit board or component on the circuit board, etc. Then, based on the icing risk characteristics, one or more fans are commanded to operate accordingly.

[0029] For example, if the ambient temperature is below freezing and the engine is below a predetermined first engine threshold temperature, the fan can be commanded to run in reverse at a low speed. By providing this motion, it is less likely that ice will form on the blades of the fan, thereby preventing ice buildup that can cause additional stress on the fan operation. When the measured engine temperature increases above the predetermined first engine threshold temperature, it is an indication that the engine will soon need to be cooled. Accordingly, when the first engine threshold temperature is exceeded, the vehicle controller can command the fan controller to stop operation of the fan in operation. Then, when a predetermined second engine threshold temperature is reached, cooling is required. Accordingly, the vehicle controller can command the valve to open the shutter and the fan controller to rotate the fan in a forward direction to begin cooling the engine.

[0030] Figure 3 An example controller 300 that can be used within a vehicle system is shown. In an example, the vehicle system is a vehicle system of Figure 1 In another example, the controller can be the same as or different from the controller described with respect to Figure 2 a vehicle controller, an engine controller, an auxiliary power controller, etc.

[0031] The controller can have one or more processors 302, a storage unit (e.g., memory 304), and a transceiver 306 that can be used to send and receive communication signals. In an example, the transceiver can receive communication signals from an engine controller, an auxiliary power controller, a remote control, a sensor, etc. The controller can include a plurality of sensors 308, 310, and 312. While three sensors are shown, in some examples, the controller can not include any sensors and can use only information communicated from another controller or stored within a storage device. In other embodiments, more than three sensors can be provided. Each sensor can be used to monitor and receive information. The information can relate to icing risk characteristics, ambient temperature, and / or humidity levels. A humidity sensor can provide information about precipitation. To this end, the sensors can monitor ambient temperatures around the vehicle, ambient temperatures around the engine, temperatures of fluids within the engine, temperatures of circuit boards or circuit board components of the engine, current used to rotate the fan, etc. In other examples, the sensors can be used to determine a rotational speed of the fan, a rotational direction of the fan, a position of the shutter, etc. In embodiments, information about ambient temperatures, ambient humidity, and precipitation levels near the fan can be provided remotely (from outside the vehicle).

[0032] The controller can not only monitor or receive the icing risk characteristic, the controller can also analyze the signal to determine the measured engine temperature or corresponding vehicle. The controller can make the determination by using a lookup table, an algorithm, a mathematical process or calculation, modeling, etc. By making the temperature determination, the controller can operate the fan to reduce and prevent icing on the fan while not causing a spike in current due to trying to make the fan in reverse rotation forward rotation.

[0033] Figure 4 A method 400 for reducing ice on a fan is shown. In examples, a vehicle, engine, control system, controller, sensor, etc. for implementing the method are described in Figures 1 to 3 .

[0034] At step 402, an engine temperature characteristic including an icing risk characteristic is determined. The icing risk characteristic can be a measured engine temperature, an ambient temperature, a predicted trip average ambient temperature, an engine fluid temperature, a circuit board temperature, a circuit board component temperature, a current to an auxiliary device, etc. The characteristic can be determined by receiving a signal from a sensor, from within a trip plan, from a controller, etc. and using a lookup table, an algorithm, a mathematical process or calculation, modeling, etc. In one example, the icing risk characteristic can be determined from the measured engine temperature itself, or from a characteristic related to the measured engine temperature.

[0035] At step 404, the fan is operated to rotate in reverse based on the engine temperature characteristic including the icing risk characteristic when the fan is not running to cool the engine. In examples, the fan can be a cooling fan of the engine, while in another example, the fan is a radiator fan of the engine. Alternatively, the fan includes both a cooling fan and a radiator fan. By rotating the fan in reverse, air that would provide unwanted cooling to the engine can be reduced by being drawn away from the engine. In examples, the fan is rotated at a low speed, such as less than 75 rpm. In another example, the fan is rotated at a speed in a range between 25 rpm and 75 rpm. In yet another example, the fan can be a variable speed fan, while in other examples, the fan is a non-variable speed fan. By rotating the fan at a low speed, the amount of condensation on the fan can be reduced or removed by the rotational motion, thereby reducing the amount of ice that can form on the fan blades.

[0036] At step 406, a shutter is closed based on the engine temperature characteristic including the icing risk characteristic. In examples, the shutter is closed when the measured engine temperature is below a first engine threshold temperature. Specifically, the shutter is closed to prevent air from flowing through the engine or components of the engine when the fan is running to rotate in reverse, undesirably cooling the engine.

[0037] At step 408, the fan stops reverse operation based on the engine temperature characteristic including the icing risk characteristic. As the engine operates, and the measured engine temperature increases to a temperature near which the cooling fan is to operate in a forward direction to cool the engine, the vehicle controller sends a command signal to stop the fan from reverse rotation. Thus, at a predetermined first engine threshold temperature, the fan stops reverse rotation so that when a second engine threshold temperature is reached, the fan can begin forward rotation.

[0038] At step 410, a shutter is opened based on the engine temperature characteristic including the icing risk characteristic. In an example, the shutter is opened when a predetermined first engine threshold temperature is reached in anticipation of the fan rotating in a forward direction for cooling. Alternatively, the shutter is opened when a second engine threshold temperature is reached as the fan begins forward rotation. In yet another example, the shutter is opened at a time between the predetermined first engine threshold temperature and the second engine threshold temperature. By opening the shutter at a time between the first engine threshold temperature and the second engine threshold temperature, time is provided for the fan to stop reverse rotation and cool the engine in advance, while ensuring that the shutter is open when the fan begins forward rotation.

[0039] At step 412, the fan operates to cool the engine based on the engine temperature characteristic including the icing risk characteristic. In an example, the fan operates when a second engine threshold temperature is reached. Thus, the fan operates almost continuously when there is a possibility of icing. The term "almost continuously" refers to the fan rotating in a reverse or forward direction, except during a time when the measured engine temperature is between the first engine threshold temperature and the second engine threshold temperature. Since the fan rotates almost continuously when operating, water can be removed from the fan blades and icing can be reduced and / or prevented. Thus, when operating in a forward direction, ice does not cause additional load on the blades of the fan, thereby reducing wear on the fan. This increases the life of the fan, reduces the need for maintenance of the fan, and ensures that the engine can be cooled, preventing engine failure and unexpected shutdowns on the road or route. In an embodiment, the fan operation is not full load operation, but rather in a slower "idle" or "freewheeling" mode. In this mode, the fan rotates at a speed sufficient to expel water, snow, and / or ice, but not as fast as it would operate to cool components.

[0040] In one or more embodiments, a system of a fan is provided that can include a controller that can have one or more processors that can determine a component (e.g., engine) temperature characteristic, operate the fan to cool the component based on the temperature characteristic, and operate the fan in a reverse rotation according to the temperature characteristic.

[0041] Optionally, the controller can determine a measured engine temperature based on the icing risk characteristic and reverse the fan rotation when the measured engine temperature is below a predetermined first engine threshold temperature, stop operation when the measured engine temperature is equal to or above the predetermined first engine threshold temperature and below a second engine threshold temperature, and forward the fan rotation when the measured engine temperature is equal to or above the second engine threshold temperature. Optionally, the one or more processors of the vehicle controller can receive a signal from a temperature sensor coupled to a vehicle that houses the engine, a sensor coupled to a fluid system coupled to the engine.

[0042] Optionally, the one or more processors of the vehicle controller can determine the icing risk characteristic from an itinerary input or communicated to the vehicle controller. Optionally, the one or more processors of the vehicle controller can communicate with a fan controller that can operate the fan. Optionally, the one or more processors of the vehicle controller can communicate with an engine controller to receive a signal from the engine for determining the icing risk characteristic of the engine. Optionally, the system can further include a shutter disposed between the fan and the engine to reduce air flow from the fan through the engine. Optionally, the one or more processors of the vehicle controller can communicate with a valve that can operate the shutter to close the shutter below a first engine threshold temperature of the engine and open the shutter above the first engine threshold temperature. Optionally, the fan can be a variable speed fan. Optionally, the fan can include a cooling fan and a radiator fan.

[0043] In one or more embodiments, a control system for a fan is provided that can include one or more processors that can determine an icing risk characteristic of an engine, operate the fan to cool the engine based on the icing risk characteristic, and operate the fan to reverse rotation based on the icing risk characteristic when a measured engine temperature is below a predetermined first engine threshold temperature. Optionally, the one or more processors can determine the measured engine temperature based on the icing risk characteristic, stop operation of the fan when the measured engine temperature is equal to or above the predetermined first engine threshold temperature and below a second engine threshold temperature, and forward the fan rotation when the measured engine temperature is equal to or above the second engine threshold temperature.

[0044] Optionally, the one or more processors can receive a signal from a temperature sensor to determine the icing risk characteristic. Optionally, the one or more processors can determine the icing risk characteristic from an itinerary input or communicated to the one or more processors. Optionally, the one or more processors can close a shutter located between the engine and the fan below a predetermined first engine threshold temperature and open the shutter above the first engine threshold temperature.

[0045] In one or more embodiments, a method of controlling a fan can be provided that can include determining an icing risk characteristic of an engine, operating the fan to cool the engine based on the icing risk characteristic, and operating the fan in a reverse rotation based on the icing risk characteristic. Optionally, the icing risk characteristic can be a measured engine temperature, or a parameter used to determine a measured engine temperature.

[0046] Optionally, the method can include receiving a signal from at least one temperature sensor and / or humidity sensor to determine the icing risk characteristic. Optionally, the method can include communicating with an engine controller to receive a signal from the engine for determining the icing risk characteristic. Optionally, the method can include receiving an input from a remote control at an interface or communication port to determine the icing risk characteristic.

[0047] As used herein, the terms "processor" and "computer" and related terms, such as "processing device," "computing device," and "controller," can not be limited to just those integrated circuits referred to in the art as a computer, but can refer to a microcontroller, a microcomputer, a programmable logic controller (PLC), a field programmable gate array, an application specific integrated circuit, and other programmable circuits. Suitable memory can include, for example, computer-readable media. Computer-readable media can be, for example, random access memory (RAM), computer-readable non-volatile media, such as flash memory. The term "non-transitory computer-readable media" represents a tangible computer-based device for short-term and long-term storage of information such as computer-readable instructions, data structures, program modules, and sub-modules, or other data. Accordingly, the methods described herein can be encoded as executable instructions embodied in a tangible, non-transitory, computer-readable medium, including, without limitation, a storage device and / or a memory device. Such instructions, when executed by a processor, cause the processor to perform at least a portion of the methods described herein. The term encompasses non-transitory computer- readable media, including without limitation, volatile and non-volatile media, and removable and non-removable media, such as firmware, physical and virtual storage, CD-ROMs, DVDs, and other digital resources such as the Internet or Intranet.

[0048] The singular forms "a," "an," and "the" include plural referents unless the context clearly dictates otherwise. "Optional" or "optionally" mean that the subsequently described event or circumstance can or can not occur, and that the description can include instances where the event or circumstance occurs and instances where it does not. Approximating language can be used to modify any quantitative representation that could permissibly vary without resulting in a change in the basic function expressed by the representation. Accordingly, a value modified by a term or terms, such as "about," "substantially," or "approximately,” can not be limited to the precise value specified, in at least some instances. In at least some instances, the approximating language can correspond to the precision of an instrument for measuring the value. Where particular examples could be reasonably described by the approximation, an appropriate range of values is provided in some instances. In the event of a contradiction, the range of values takes precedence over the approximation.

[0049] This written description uses examples to disclose embodiments, including the best mode, and also to enable any person skilled in the art to practice the embodiments, including making and using any devices or systems and performing any incorporated methods. The patentable scope of the present disclosure is defined by the claims, and can include other examples that occur to those skilled in the art. Such other examples are intended to fall within the scope of the claims if they have structural elements that do not differ from the literal language of the claims, or if they include equivalent structural elements with insubstantial differences from the literal languages of the claims.

Claims

1. A fan control system, comprising: A controller having one or more processors, used for: In response to a measured engine temperature exceeding a predetermined first engine threshold temperature, the fan is activated in the forward direction to cool the engine. Determine the icing risk characteristics of the engine; The fan is operated in reverse rotation, at least in part, based on the aforementioned icing risk characteristic. The controller is used to operate the fan in a pulsed manner sufficient to shake off the water on the fan, causing it to rotate in the opposite direction.

2. The system according to claim 1, wherein, The controller is used for: Determine the measured engine temperature; In response to the measured engine temperature not exceeding the predetermined first engine threshold temperature, the fan is activated to rotate in reverse. In response to the measured engine temperature being at least as high as the predetermined first engine threshold temperature but lower than the predetermined second engine threshold temperature, the operation of the fan is stopped; and The fan rotates in the forward direction when the measured engine temperature is at least as high as the predetermined second engine threshold temperature.

3. The system according to claim 1, wherein, The controller is used to receive signals from a temperature sensor coupled to the vehicle equipped with the engine and a sensor coupled to a fluid system coupled to the engine.

4. The system according to claim 1, wherein, The controller is used to determine the icing risk characteristic based at least in part on one or two of the following: The trip plan input into the controller, or Information transmitted from outside the vehicle to the controller.

5. The system according to claim 1, wherein, The controller is used to make the fan operate at a speed slower than the fan's full speed capability, but sufficient to discharge the water from the fan.

6. The system of claim 1 further includes a shutter disposed between the fan and the engine to reduce airflow from the fan through the engine.

7. The system of claim 6, wherein the controller is configured to close the shutter in response to the measured engine temperature being lower than the first engine threshold temperature, and to open the shutter in response to the measured engine temperature being at least as high as the first engine threshold temperature.

8. The system according to claim 1, wherein, The fan is a variable speed fan.

9. The system according to claim 1, wherein, The fan is one of a plurality of fans, and the plurality of fans includes cooling fans and radiator fans.

10. A fan control system, comprising one or more processors, for: Determine the icing risk characteristics of the engine; When the measured engine temperature is higher than a predetermined first engine threshold temperature, the fan is activated to cool the engine. When the measured engine temperature is below the predetermined first engine threshold temperature, the fan is operated to rotate in reverse, at least in part, based on the icing risk characteristics, to prevent icing on the fan. The fan is operated in a pulsed manner sufficient to shake off the water on the fan, causing it to rotate in the opposite direction.

11. The control system according to claim 10, wherein, The one or more processors are used to receive signals from temperature sensors to determine the icing risk characteristics.

12. The control system according to claim 10, wherein, The one or more processors are used to determine the icing risk characteristic based at least in part on one or both of the following: The travel plan is input into the control system; or Information transmitted remotely to the one or more processors.

13. The control system according to claim 10, wherein, The one or more processors are used for: When the temperature is below the first engine threshold temperature, the shutter located between the engine and the fan is closed; and The shutter is opened when the temperature is above the first engine threshold temperature.

14. A method for controlling a fan, comprising: Determine the icing risk characteristics of the engine; When the measured engine temperature is higher than a predetermined first engine threshold temperature, the fan is activated to cool the engine. The fan is operated in reverse rotation, at least in part, based on the icing risk characteristics, to prevent icing on the fan. The fan is operated in a pulsed manner sufficient to shake off the water on the fan, causing it to rotate in the opposite direction.

15. The method according to claim 14, wherein, The icing risk characteristics are based at least in part on the measured engine temperature, the parameters used to determine the measured engine temperature, the ambient temperature adjacent to the engine, and the ambient humidity level adjacent to the engine.

16. The method of claim 14, further comprising: Signals are received from at least one temperature sensor to determine the icing risk characteristics, the measured engine temperature, or both.

17. The method of claim 14, further comprising: It communicates with the engine controller to receive signals used to determine the icing risk characteristics.

18. The method of claim 14, further comprising: Receive input from a remote source at the interface or communication port to determine the icing risk characteristics.

19. The method of claim 14, further comprising: When the temperature is below the first engine threshold temperature, the shutter located between the engine and the fan is closed; as well as The shutter is opened when the temperature is above the first engine threshold temperature.

Images