Fan control method and vehicle

Abstract

The application belongs to the technical field of vehicles, and discloses a fan control method and a vehicle. The fan control method is characterized in that: an engine is in driving connection with a gearbox, and a retarder is arranged at an output end of the gearbox; the engine is in driving connection with a fan through a silicone oil clutch; the fan control method comprises the following steps: determining whether the retarder is started; if yes, determining whether the fan rotates at full speed according to the engine cooling water temperature and the retarder heat dissipation power. According to the fan control method, whether the fan rotates at full speed is determined in combination with the engine cooling water temperature and the retarder heat dissipation power, so that the cooling water temperature of the engine can be reasonably controlled while the heat dissipation requirement is ensured, the engine is ensured to be in the best working state, and the power consumption when the fan is disconnected from the engine can be reduced.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of vehicles, in particular to a fan control method and a vehicle. BACKGROUND

[0002] When the hydraulic retarder works, the oil of the whole vehicle transmission shaft is stirred to generate damping, so as to achieve the braking effect. The heat generated by the oil stirring of the hydraulic retarder is taken away by the engine cooling system. The fan is in transmission connection with the output shaft of the engine through a silicone oil clutch. The fan is used for cooling the engine cooling system. When the fan needs to be controlled to rotate, the electromagnetic valve is opened, the silicone oil flows from the oil storage cavity of the silicone oil clutch into the working cavity, and the engine drives the fan to rotate through the friction between the silicone oils. The existing control logic is that after any one of the five gears of the hydraulic retarder is opened, a CM1 message is sent to the ECU, and then the ECU controls the fan to rotate at full speed. However, the existing control logic drives the fan to rotate at full speed as long as the hydraulic retarder is opened. When the retarder is opened on a downhill, no matter how large the braking power is, how long the retarder works, and how much the water temperature is, the fan will rotate at full speed, which will cause the cooling water temperature of the engine to be too low. Moreover, when the retarder is exited and the silicone oil clutch needs to be disconnected from the fan and the engine, more time is needed, which causes additional fuel consumption during the disconnection of the fan. SUMMARY

[0003] The present application aims to provide a fan control method and a vehicle to solve the problem that the existing control logic drives the fan to rotate at full speed as long as the hydraulic retarder is opened, which causes the cooling water temperature of the engine to be too low, and more time is needed when the silicone oil clutch needs to be disconnected from the fan and the engine, which causes additional fuel consumption during the disconnection of the fan.

[0004] To achieve this purpose, the present application adopts the following technical solutions:

[0005] A fan control method, an engine and a gearbox are in transmission connection, and a retarder is arranged at the output end of the gearbox; the engine and the fan are in transmission connection through a silicone oil clutch; the fan control method comprises the following steps:

[0006] S1: determining whether the retarder is opened;

[0007] If yes, S2 is performed;

[0008] S2: determining whether the fan rotates at full speed according to the engine cooling water temperature and the retarder heat dissipation power.

[0009] As a preferred solution of the above-mentioned fan control method, the cooling water outlet of the retarder is communicated with the first port of the thermostat, the second port of the thermostat is communicated with the cooling water inlet of the radiator, the third port of the thermostat is communicated with the cooling water inlet of the engine, and the first port can be communicated with the second port or the third port.

[0010] According to the engine cooling water temperature and the retarder heat dissipation power, it is determined whether the fan rotates at full speed, comprising:

[0011] S21: judging whether the engine cooling water temperature is greater than or equal to the thermostat full opening temperature;

[0012] If yes, S22 is performed;

[0013] S22: judging whether the retarder heat dissipation power is greater than or equal to the set heat dissipation power;

[0014] If yes, the timing is started;

[0015] S23: judging whether the timing time is greater than or equal to the set time;

[0016] If yes, the fan rotates at full speed.

[0017] As a preferred solution of the above-mentioned fan control method, the retarder heat dissipation power is determined according to the cooling water temperature difference between the inlet and outlet of the retarder and the cooling water flow rate out of the retarder.

[0018] As a preferred solution of the above-mentioned fan control method, the retarder heat dissipation power is determined according to the cooling water temperature difference between the inlet and outlet of the retarder and the cooling water flow rate out of the retarder, comprising:

[0019] The retarder heat dissipation power is determined according to the formula:

[0020] Wherein, P is the retarder heat dissipation power; C P is the specific heat capacity of the cooling water; Q is the cooling water flow rate out of the retarder; ρ is the density of the cooling water; Δt is the cooling water temperature difference between the inlet and outlet of the retarder.

[0021] As a preferred solution of the above-mentioned fan control method, the cooling water temperature difference between the inlet and outlet of the retarder is equal to the cooling water temperature out of the retarder minus the cooling water temperature into the retarder.

[0022] The application also provides a vehicle adopting the above-mentioned fan control method, comprising:

[0023] An engine;

[0024] A transmission and a retarder, the engine is drivingly connected with the transmission, and the retarder is arranged at the output end of the transmission;

[0025] The engine is connected with the fan through a silicon oil clutch.

[0026] As a preferred solution of the above vehicle, the vehicle further comprises:

[0027] A first cooling pipeline, one end of the first cooling pipeline is communicated with a cooling water outlet of the engine, and the other end is communicated with a cooling water inlet of the retarder;

[0028] A second cooling pipeline, a thermostat and a radiator, one end of the second cooling pipeline is communicated with a cooling water outlet of the retarder, and the other end is communicated with a first port of the thermostat, a second port of the thermostat is communicated with a cooling water inlet of the radiator, a third port of the thermostat is communicated with a cooling water inlet of the engine, and a cooling water outlet of the radiator is communicated with a cooling water inlet of the engine;

[0029] When the thermostat is closed, the first port of the thermostat is communicated with the third port; when the thermostat is fully opened, the first port of the thermostat is communicated with the second port.

[0030] As a preferred solution of the above vehicle, the vehicle further comprises a flow meter, which is arranged in the second cooling pipeline.

[0031] As a preferred solution of the above vehicle, the vehicle further comprises a first temperature sensor and a second temperature sensor, the first temperature sensor is arranged in the first cooling pipeline, and the second temperature sensor is arranged in the second cooling pipeline.

[0032] As a preferred solution of the above vehicle, the vehicle further comprises an expansion tank, which is communicated with the radiator.

[0033] The present application has the following beneficial effects:

[0034] The present application provides a fan control method and a vehicle, the fan control method comprising: judging whether the retarder is opened or not; if yes, determining whether the fan rotates at full speed according to the engine cooling water temperature and the retarder heat dissipation power. Compared with the prior art, the fan is driven to rotate at full speed after the hydraulic retarder is opened, which may excessively lower the engine cooling water temperature, causes the engine cooling water temperature to be too low to affect the engine operation, and the silicon oil clutch needs a long time to disconnect the fan rotating at full speed from the engine and has high power consumption. The fan control method determines whether the fan rotates at full speed in combination with the engine cooling water temperature and the retarder heat dissipation power, can reasonably control the engine cooling water temperature while ensuring the heat dissipation requirement, ensures the engine to be in the best working state, and can reduce the power consumption when the fan is disconnected from the engine. BRIEF DESCRIPTION OF DRAWINGS

[0035] Figure 1 is a flow chart of a fan control method provided by specific embodiments of the present application;

[0036] Figure 2 is a partial structure schematic diagram of a vehicle provided by specific embodiments of the present application.

[0037] in the figure:

[0038] 1, engine; 2, transmission; 3, retarder; 4, thermostat; 5, fan; 6, radiator; 7, first cooling pipeline; 8, second cooling pipeline; 9, expansion tank; 10, flow meter; 11, second temperature sensor; 12, first temperature sensor. DETAILED DESCRIPTION

[0039] The present application will be further described below in conjunction with the accompanying drawings and embodiments. It can be understood that the specific embodiments described herein are only used to explain the present application, but not to limit the present application. In addition, it should be noted that, for the convenience of description, only the parts related to the present application are shown in the drawings, but not all the structures.

[0040] In the description of the present application, unless otherwise explicitly specified and limited, the terms "connected", "connected", "fixed" should be understood broadly, for example, it can be fixedly connected, or it can be detachably connected, or it can be integrated; it can be mechanically connected, or it can be electrically connected; it can be directly connected, or it can be indirectly connected through an intermediate medium; it can be the internal communication of two elements or the interaction relationship between two elements. For those skilled in the art, the specific meaning of the above terms in the present application can be understood according to the specific circumstances.

[0041] In the present application, unless otherwise explicitly specified and limited, the "upper" or "lower" of the first feature to the second feature can include that the first and second features are in direct contact, or that the first and second features are not in direct contact but are in contact through another feature between them. Moreover, the "upper", "above" and "on" of the first feature to the second feature includes that the first feature is directly above and obliquely above the second feature, or only indicates that the horizontal height of the first feature is higher than that of the second feature. The "below", "under" and "under" of the first feature to the second feature includes that the first feature is directly below and obliquely below the second feature, or only indicates that the horizontal height of the first feature is less than that of the second feature.

[0042] In the description of the present embodiment, the terms "upper", "lower", "right", and the like, orientation or positional relationship shown in the drawings, is only for the convenience of description and simplification of operation, and does not indicate or imply that the device or element referred to must have a particular orientation, be constructed and operated in a particular orientation, and therefore cannot be understood as a limitation on the present application. In addition, the terms "first", "second" are only used to distinguish in the description, and have no special meaning.

[0043] The present application provides a fan control method, such as Figure 1 and Figure 2 As shown in the figure, the engine 1 is drivingly connected with the gearbox, and the retarder 3 is arranged at the output end of the gearbox; the engine 1 is drivingly connected with the fan 5 through the silicon oil clutch; the fan control method comprises:

[0044] S1: judging whether the retarder 3 is started; if yes, S2 is performed. When the hydraulic retarder 3 is started, the hydraulic retarder 3 sends a CM1 braking request message to the ECU.

[0045] S2: determining whether the fan 5 rotates at full speed according to the engine cooling water temperature and the retarder heat dissipation power.

[0046] Wherein, the cooling water outlet of the retarder 3 is in communication with the first port of the thermostat 4, the second port of the thermostat 4 is in communication with the cooling water inlet of the radiator 6, the third port of the thermostat 4 is in communication with the cooling water inlet of the engine 1, and the first port can be in communication with the second port or the third port.

[0047] Specifically, the specific steps of determining whether the fan 5 rotates at full speed according to the engine cooling water temperature and the retarder heat dissipation power comprise:

[0048] S21: judging whether the engine cooling water temperature is greater than or equal to the thermostat full opening temperature; if yes, S22 is performed. The engine cooling water temperature is the temperature of the cooling water in the engine 1. When the temperature of the cooling water flowing through the thermostat 4 does not reach the thermostat 4 opening temperature, the thermostat 4 is closed, and the engine cooling system is in small circulation without passing through the radiator 6. When the temperature of the cooling water flowing through the thermostat 4 reaches the full opening temperature of the thermostat 4, the thermostat 4 is fully opened, and the engine 1 cooling system is in large circulation through the radiator 6.

[0049] S22: judging whether the retarder heat dissipation power is greater than or equal to the set heat dissipation power; if yes, start timing.

[0050] Wherein, the retarder heat dissipation power is determined according to the temperature difference of the cooling water in and out of the retarder 3 and the cooling water flow out of the retarder 3 by the formula: P=C (T1-T2) Q; wherein, P is the retarder heat dissipation power; C is the retarder heat dissipation coefficient; T1 is the temperature of the cooling water in the retarder 3; T2 is the temperature of the cooling water out of the retarder 3; Q is the cooling water flow out of the retarder 3. PQ is the cooling water flow rate out of the retarder 3; p is the cooling water density; and At is the cooling water temperature difference between the cooling water flowing into and out of the retarder 3.

[0051] Specifically, the cooling water temperature difference between the cooling water flowing into and out of the retarder 3 is equal to the cooling water temperature out of the retarder 3 minus the cooling water temperature into the retarder 3.

[0052] S23: determining whether the timing time is greater than or equal to the set time; if yes, the fan 5 rotates at full speed. It can be understood that the timing time is the duration during which the retarder heat dissipation power is greater than or equal to the set heat dissipation power.

[0053] The fan control method, when simultaneously satisfying the four conditions that the ECU receives the CM1 brake request message sent by the hydraulic retarder 3, the engine cooling water temperature is greater than or equal to the thermostat full opening temperature, the retarder heat dissipation power is greater than or equal to the set heat dissipation power, and the duration during which the retarder heat dissipation power is greater than or equal to the set heat dissipation power is greater than or equal to the set time, the fan 5 rotates at full speed. Compared with the prior art in which the fan 5 is driven to rotate at full speed after the hydraulic retarder 3 is turned on, it is possible to excessively cool the engine 1 cooling water, causing the engine cooling water temperature to be too low to affect the operation of the engine 1, and the time required for the silicone oil clutch to disconnect the fan 5 rotating at full speed from the engine 1 is long and the power consumption is high. The fan control method, in combination with the engine cooling water temperature and the retarder heat dissipation power, determines whether the fan 5 rotates at full speed, which can ensure the heat dissipation requirement while reasonably controlling the engine 1 cooling water temperature, ensuring that the engine 1 is in the best working state, and reducing the power consumption when the fan 5 is disconnected from the engine 1.

[0054] The application also provides a vehicle adopting the above-mentioned fan control method. The vehicle comprises an engine 1, a transmission 2, a retarder 3, a silicone oil clutch, a fan 5, a first cooling pipeline 7, a second cooling pipeline 8, a thermostat 4 and a radiator 6, the engine 1 is in transmission connection with the transmission, the retarder 3 is arranged at the output end of the transmission, the engine 1 is in transmission connection with the fan 5 through the silicone oil clutch, one end of the first cooling pipeline 7 is in communication with the cooling water outlet of the engine 1, the other end is in communication with the cooling water inlet of the retarder 3, one end of the second cooling pipeline 8 is in communication with the cooling water outlet of the retarder 3, the other end is in communication with the first port of the thermostat 4, the second port of the thermostat 4 is in communication with the cooling water inlet of the radiator 6, the third port of the thermostat 4 is in communication with the cooling water inlet of the engine 1, and the cooling water outlet of the radiator 6 is in communication with the cooling water inlet of the engine 1; when the thermostat 4 is closed, the first port of the thermostat 4 is in communication with the third port; when the thermostat 4 is fully opened, the first port of the thermostat 4 is in communication with the second port. The silicone oil clutch controls the connection and disconnection of the fan 5 and the engine 1. The thermostat 4 controls whether the cooling water for cooling the engine 1 passes through the radiator 6, and when the thermostat 4 is fully opened, the cooling water passes through the radiator 6.

[0055] Optionally, the vehicle further comprises a flow meter 10, which is arranged in the second cooling pipe 8. The flow meter 10 is used to measure the flow rate of the cooling water flowing out of the retarder 3.

[0056] Optionally, the vehicle further comprises a first temperature sensor 12 and a second temperature sensor 11, which are arranged in the first cooling pipe 7 and the second cooling pipe 8, respectively. The first temperature sensor 12 is used to detect the temperature of the cooling water flowing into the retarder 3, and the second temperature sensor 11 is used to detect the temperature of the cooling water flowing out of the retarder 3.

[0057] Optionally, the vehicle further comprises an expansion tank 9, which is in communication with the radiator 6. The expansion tank 9 can input cooling water into the radiator 6, so as to supplement the cooling water in the cooling system and maintain the pressure of the cooling system stable.

[0058] Obviously, the above embodiments of the present application are merely exemplary and are not intended to limit the embodiments of the present application. Various obvious changes, rearrangements and substitutions can be made by those skilled in the art without departing from the scope of the present application. It is not necessary or possible to enumerate all the embodiments. Any modification, equivalent replacement and improvement made within the spirit and principle of the present application shall be included in the protection scope of the claims of the present application.

Claims

1. A fan control method, characterized by, An engine (1) is drivingly connected with a transmission, a hydraulic retarder (3) is arranged at an output end of the transmission; the engine (1) is drivingly connected with a fan (5) through a silicone oil clutch; the fan control method comprises: S1: judging whether the retarder (3) is started; if yes, S2 is performed; after the hydraulic retarder (3) is started, the hydraulic retarder (3) sends a CM1 braking request message to an ECU; S2: determining whether the fan (5) rotates at full speed according to an engine cooling water temperature and a retarder heat dissipation power; a cooling water outlet of the retarder (3) is communicated with a first port of a thermostat (4), a second port of the thermostat (4) is communicated with a cooling water inlet of a radiator (6), a third port of the thermostat (4) is communicated with a cooling water inlet of the engine (1), and the first port can be communicated with the second port or the third port; determining whether the fan (5) rotates at full speed according to an engine cooling water temperature and a retarder heat dissipation power comprises: S21: judging whether the engine cooling water temperature is greater than or equal to a thermostat full opening temperature; if yes, S22 is performed; S22: judging whether the retarder heat dissipation power is greater than or equal to a set heat dissipation power; if yes, timing is started; S23: judging whether the timing time is greater than or equal to a set time; if yes, the fan (5) rotates at full speed.

2. The fan control method according to claim 1, characterized by, The retarder heat dissipation power is determined according to a cooling water temperature difference between inlet and outlet of the retarder (3) and a cooling water flow rate out of the retarder (3).

3. The fan control method according to claim 2, wherein The retarder heat dissipation power is determined according to a cooling water temperature difference between inlet and outlet of the retarder (3) and a cooling water flow rate out of the retarder (3) comprises: The retarding device heat dissipation power is determined according to the formula: ​ where P is the retarding device heat dissipation power; C P is the specific heat of the cooling water; Q is the cooling water flow rate out of the retarding device (3); p is the cooling water density; and At is the cooling water temperature difference between the inlet and outlet of the retarding device (3).

4. The fan control method according to claim 2, wherein the cooling water temperature difference between inlet and outlet of the retarder (3) is equal to the cooling water temperature out of the retarder (3) minus the cooling water temperature into the retarder (3).

5. Vehicle, characterized in that The fan control method of any one of claims 1-4 comprises: an engine (1); a transmission (2) and a retarder (3), the engine (1) is drivingly connected with the transmission, and the retarder (3) is arranged at an output end of the transmission; a silicone oil clutch and a fan (5), the engine (1) is drivingly connected with the fan (5) through the silicone oil clutch.

6. The vehicle of claim 5, wherein, The vehicle further comprises: a first cooling pipeline (7), one end of the first cooling pipeline (7) is communicated with a cooling water outlet of the engine (1), and the other end is communicated with a cooling water inlet of the retarder (3); a second cooling pipeline (8), a thermostat (4) and a radiator (6), one end of the second cooling pipeline (8) is communicated with a cooling water outlet of the retarder (3), the other end is communicated with a first port of the thermostat (4), a second port of the thermostat (4) is communicated with a cooling water inlet of the radiator (6), a third port of the thermostat (4) is communicated with a cooling water inlet of the engine (1), and a cooling water outlet of the radiator (6) is communicated with a cooling water inlet of the engine (1); when the thermostat (4) is closed, the first port of the thermostat (4) is communicated with the third port; when the thermostat (4) is fully opened, the first port of the thermostat (4) is communicated with the second port.

7. The vehicle of claim 6, wherein The vehicle further comprises a flow meter (10) arranged in the second cooling pipe (8).

8. The vehicle of claim 6, wherein, The vehicle further comprises a first temperature sensor (12) arranged in the first cooling pipe (7) and a second temperature sensor (11) arranged in the second cooling pipe (8).

9. The vehicle of claim 6, wherein, The vehicle further comprises an expansion tank (9) in communication with the radiator (6).

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