Fan control system and method for vehicle

Abstract

The invention relates to a fan control system and method for a vehicle. A fan control system for a vehicle may include: a vehicle speed sensor for sensing a vehicle speed; the engine cooling liquid temperature sensor is used for sensing the temperature of engine cooling liquid; the fan is arranged adjacent to the engine coolant radiator and is used for providing flowing air for the engine coolant radiator; and a controller configured to determine whether the vehicle is in an idle state based on a vehicle speed sensed by the vehicle speed sensor, determine whether a temperature of the cooling liquid is in a first temperature range based on a temperature of the cooling liquid sensed by the engine cooling liquid temperature sensor when the vehicle is in the idle state and the fan is not operating, and control the engine cooling liquid when the vehicle is in the idle state and the fan is not operating. And when the temperature of the cooling liquid is within the first temperature range, whether a fan forced operation condition is met or not is determined, and when the fan forced operation condition is met, the fan is made to operate for first preset time.

Description

Technical Field

[0001] The present invention relates to a fan control system and method for vehicles, and more specifically, to a fan control system and method for preventing the phenomenon that appears to be emitting "white smoke" from the front of a vehicle. Background Technology

[0002] When using a high-pressure water gun to clean the vehicle's external condenser and engine coolant radiator, or when the vehicle is driving in the rain, water can flow onto the surface of the engine coolant radiator through gaps in the front of the vehicle (such as the air intake grille of the front bumper or the gap between the hood and the front bumper) because the front of the vehicle is not sealed.

[0003] For engine cooling systems using thermostats, the thermostat will only allow coolant to enter the radiator when the coolant temperature is high enough. If there is water on the surface of the radiator at this time, the water will evaporate due to the high temperature of the coolant inside. The resulting steam may escape from the front of the vehicle through gaps, causing the front of the vehicle to appear to be emitting "white smoke."

[0004] When this occurs, the operation of the fan can help draw the steam generated on the surface of the engine coolant radiator into the engine compartment, and then disperse it from different locations in the vehicle through gaps distributed throughout the body, thus making the phenomenon less noticeable or even disappearing.

[0005] However, the operation of the fan typically depends on the operation of the air conditioning and the temperature of the engine coolant. That is, the fan will only operate when the air conditioning is running or the engine coolant temperature reaches a specific level. Therefore, if the air conditioning is not running and the engine coolant temperature has not reached the predetermined level, even if the engine coolant temperature is sufficient to evaporate water and produce steam, the fan will not operate. In this case, the front of the vehicle may appear to be emitting "white smoke."

[0006] The information disclosed in the background section of this invention is intended only to enhance the understanding of the general background of the invention and should not be construed as an admission or in any way implying that the information constitutes prior art known to those skilled in the art. Summary of the Invention

[0007] The purpose of this invention is to provide a fan control system and method for vehicles, which can solve the above-mentioned problems existing in the prior art.

[0008] To achieve the above objectives, one embodiment of the present invention provides a fan control system for a vehicle. The system may include: a vehicle speed sensor, an engine coolant temperature sensor, a fan, and a controller. The vehicle speed sensor is used to sense the vehicle speed; the engine coolant temperature sensor is used to sense the temperature of the engine coolant; the fan is disposed adjacent to the engine coolant radiator to provide airflow to the engine coolant radiator; the controller is configured to: determine whether the vehicle is idling based on the vehicle speed sensed by the vehicle speed sensor; when the vehicle is idling and the fan is not running, determine whether the coolant temperature is within a first temperature range based on the coolant temperature sensed by the engine coolant temperature sensor; when the coolant temperature is within the first temperature range, determine whether a forced fan operation condition is met; and when the forced fan operation condition is met, cause the fan to run for a first predetermined time.

[0009] In an exemplary embodiment of the present invention, the controller may be configured to: determine whether a fan stop condition is met after the fan has been running for a first predetermined time, and stop the fan when the fan stop condition is met.

[0010] In an exemplary embodiment of the present invention, the fan control system for a vehicle may further include: an intake air humidity sensor for sensing the intake air humidity of the engine. The controller may be configured to: acquire an initial intake air humidity via the intake air humidity sensor and monitor the real-time intake air humidity via the intake air humidity sensor to determine the difference between the real-time intake air humidity and the initial intake air humidity; when the difference between the real-time intake air humidity and the initial intake air humidity is greater than a first predetermined value, and the real-time intake air humidity is greater than or equal to the first predetermined humidity, determine that the forced operation conditions for the fan are met, and cause the fan to run for a first predetermined time.

[0011] In an exemplary embodiment of the present invention, the controller may be configured to: after the fan has been running for a first predetermined time, if the real-time intake humidity is less than the first predetermined humidity for a second predetermined time, determine that the conditions for stopping the fan are met, and stop the fan from running.

[0012] In an exemplary embodiment of the present invention, the fan control system for a vehicle may further include: an intake airflow sensor, an ambient temperature sensor, and an atmospheric pressure sensor, wherein the intake airflow sensor is used to sense the intake airflow of the engine; the ambient temperature sensor is used to sense the ambient temperature; and the atmospheric pressure sensor is used to sense the atmospheric pressure. The controller may be configured to: acquire the ambient temperature via the ambient temperature sensor and acquire the atmospheric pressure via the atmospheric pressure sensor to determine the target intake airflow of the engine based on the ambient temperature and atmospheric pressure; monitor the actual intake airflow via the intake airflow sensor and determine the difference between the actual intake airflow and the target intake airflow; when the difference between the actual intake airflow and the target intake airflow is greater than a second predetermined value, determine that the forced operation conditions of the fan are met, and cause the fan to run for a first predetermined time.

[0013] In an exemplary embodiment of the present invention, the controller may be configured to: after the fan has been running for a first predetermined time, if the difference between the actual intake flow rate and the target intake flow rate is less than a third predetermined value for a second predetermined time, determine that the fan stop operation condition is met, and stop the fan operation.

[0014] In an exemplary embodiment of the present invention, the controller may be configured to: when an additional load is generated on the engine, acquire the ambient temperature through an ambient temperature sensor and acquire the atmospheric pressure through an atmospheric pressure sensor, so as to determine the additional intake air flow of the engine based on the ambient temperature, atmospheric pressure and additional load, determine the difference between the actual intake air flow and the sum of the target intake air flow and the additional intake air flow, and when the difference between the actual intake air flow and the sum of the target intake air flow and the additional intake air flow is greater than a second predetermined value, determine that the forced operation conditions of the fan are met, and cause the fan to run for a first predetermined time.

[0015] In an exemplary embodiment of the present invention, the controller may be configured to: after the fan has been running for a first predetermined time, if the difference between the actual intake flow rate and the sum of the target intake flow rate and the additional intake flow rate is less than a third predetermined value for a second predetermined time, determine that the fan stop operation condition is met, and stop the fan operation.

[0016] Another embodiment of the present invention provides a fan control method for a vehicle, the method comprising: determining whether the vehicle is idling based on the vehicle speed sensed by a vehicle speed sensor; when the vehicle is idling and the fan located near the engine coolant radiator is not running; determining whether the coolant temperature is within a first temperature range based on the coolant temperature sensed by an engine coolant temperature sensor; when the coolant temperature is within the first temperature range; determining whether a forced fan operation condition is met; and when the forced fan operation condition is met, causing the fan to run for a first predetermined time.

[0017] In an exemplary embodiment of the present invention, the fan control method for a vehicle may further include: after the fan has been running for a first predetermined time, determining whether a fan stop condition is met, and when the fan stop condition is met, stopping the fan.

[0018] In an exemplary embodiment of the present invention, the fan control method for a vehicle may further include: acquiring an initial intake humidity through an intake humidity sensor and monitoring the real-time intake humidity through the intake humidity sensor to determine the difference between the real-time intake humidity and the initial intake humidity; when the difference between the real-time intake humidity and the initial intake humidity is greater than a first predetermined value and the real-time intake humidity is greater than or equal to the first predetermined humidity, determining that the forced operation condition of the fan is met; and in response to determining that the forced operation condition of the fan is met, causing the fan to run for a first predetermined time.

[0019] In an exemplary embodiment of the present invention, the fan control method for a vehicle may further include: after the fan has been running for a first predetermined time, if the real-time intake air humidity is less than the first predetermined humidity for a second predetermined time, determining that the fan stop operation condition is met, and in response to determining that the fan stop operation condition is met, stopping the fan.

[0020] In an exemplary embodiment of the present invention, a fan control method for a vehicle may further include: acquiring an ambient temperature via an ambient temperature sensor, acquiring an atmospheric pressure via an atmospheric pressure sensor, determining a target intake airflow rate for the engine based on the ambient temperature and atmospheric pressure, monitoring the actual intake airflow rate via an intake airflow sensor, and determining the difference between the actual intake airflow rate and the target intake airflow rate; determining that a forced fan operation condition is met when the difference between the actual intake airflow rate and the target intake airflow rate is greater than a second predetermined value; and, in response to determining that the forced fan operation condition is met, causing the fan to operate for a first predetermined time.

[0021] In an exemplary embodiment of the present invention, the fan control method for a vehicle may further include: after the fan has been running for a first predetermined time, if the difference between the actual intake airflow and the target intake airflow is less than a third predetermined value for a second predetermined time, determining that the fan stop operation condition is met, and in response to determining that the fan stop operation condition is met, stopping the fan.

[0022] In an exemplary embodiment of the present invention, the fan control method for a vehicle may further include: when an additional engine load is generated, acquiring an ambient temperature via an ambient temperature sensor and acquiring an atmospheric pressure via an atmospheric pressure sensor, to determine an additional intake airflow of the engine based on the ambient temperature, atmospheric pressure, and additional load; determining the difference between the actual intake airflow and the sum of the target intake airflow and the additional intake airflow; when the difference between the actual intake airflow and the sum of the target intake airflow and the additional intake airflow is greater than a second predetermined value, determining that a forced fan operation condition is met; and in response to determining that the forced fan operation condition is met, causing the fan to run for a first predetermined time.

[0023] In an exemplary embodiment of the present invention, a fan control method for a vehicle may further include: after the fan has been running for a first predetermined time, if the difference between the actual intake flow rate and the sum of the target intake flow rate and the additional intake flow rate is less than a third predetermined value for a second predetermined time, determining that a fan stop operation condition is met, and stopping the fan in response to determining that the fan stop operation condition is met. Attached Figure Description

[0024] Figure 1 A block diagram illustrating a fan control system for a vehicle according to a first exemplary embodiment of the present invention;

[0025] Figure 2 A block diagram illustrating a fan control system for a vehicle according to a second exemplary embodiment of the present invention;

[0026] Figure 3 A flowchart illustrating a fan control method for a vehicle according to a first exemplary embodiment of the present invention;

[0027] Figure 4 A flowchart illustrating a fan control method for a vehicle according to a second exemplary embodiment of the present invention is provided.

[0028] It should be understood that the accompanying drawings are not drawn to scale, but rather illustrate various features that are presented in a slightly simplified manner to explain the basic principles of the invention. In the accompanying drawings of this invention, the same reference numerals denote the same or equivalent parts of the invention. Detailed Implementation

[0029] Reference will now be made in detail to various embodiments of the invention, examples of which are shown in the accompanying drawings and described below. Although the invention will be described in conjunction with exemplary embodiments thereof, it will be understood that this specification is not intended to limit the invention to those exemplary embodiments. On the contrary, the invention is intended to cover not only the exemplary embodiments thereof, but also various alternatives, modifications, equivalents, and other embodiments included within the spirit and scope of the invention as defined in the appended claims.

[0030] In the following description, various exemplary embodiments of the present invention will be described in more detail with reference to the accompanying drawings.

[0031] Figure 1 A block diagram illustrating a fan control system for a vehicle according to a first exemplary embodiment of the present invention.

[0032] like Figure 1 As shown, a fan control system for a vehicle may include a sensor unit 100, a fan 200, and a controller 300.

[0033] In a first exemplary embodiment, the sensor unit 100 may include: a vehicle speed sensor 101, an engine coolant temperature sensor 102, and an intake air humidity sensor 103.

[0034] Vehicle speed sensor 101 can be used to sense vehicle speed. Engine coolant temperature sensor 102 can be installed in the coolant passage of the engine cooling system to sense the temperature of the engine coolant. The engine coolant temperature sensed by engine coolant temperature sensor 102 is substantially equal to the temperature of the coolant flowing into the engine coolant radiator.

[0035] The intake air humidity sensor 103 can be installed in the engine intake manifold to sense the intake air humidity of the engine. Here, the intake air humidity can be relative humidity, and the unit can be %. The intake air humidity sensed by the intake air humidity sensor 103 can directly reflect whether the ambient humidity around the engine is high, thereby determining whether it is possible for the front of the vehicle to appear to be emitting steam. Here, situations with high ambient humidity around the engine can include: driving in the rain, idling after washing the car, and / or idling for a long time.

[0036] When a vehicle is driven in the rain and / or washed, although the ambient humidity is very high, if the engine coolant temperature is high and the fan is running, the phenomenon of "white smoke" appearing to be coming out of the front of the vehicle will not occur. Alternatively, even if steam is generated, due to the rapid airflow relative to the vehicle during driving, the steam will not be concentrated and expelled from the front of the vehicle, thus preventing the appearance of "white smoke." However, when the vehicle is idling after being driven in the rain and / or washed, the engine coolant temperature may not be high enough for the fan to operate, and the fan may not run. Water that previously flowed onto the radiator surface may evaporate, potentially causing the appearance of "white smoke" from the front of the vehicle.

[0037] Alternatively, when a vehicle is idling for an extended period, the engine speed is low, and the engine coolant temperature has not reached the desired level, causing the fan to stop operating. In this case, it may appear as if "white smoke" is emanating from the front of the vehicle.

[0038] Fan 200 can be positioned adjacent to the engine coolant radiator to provide airflow to the engine coolant radiator. When the engine coolant temperature reaches a first predetermined temperature, the thermostat allows engine coolant to enter the engine coolant radiator. However, fan 200 does not operate immediately. Fan 200 only operates when the coolant temperature inside the engine coolant radiator rises further to a second predetermined temperature.

[0039] Preferably, the first predetermined temperature can be 103°C, and the second predetermined temperature can be 106°C.

[0040] At the same time, the fan 200 can also be installed near the external condenser of the air conditioner to provide airflow to the external condenser. Therefore, the fan 200 will also run when the air conditioner is running.

[0041] In an exemplary embodiment of the present invention, the fan 200 can also be used to draw steam generated on the surface of the engine radiator into the engine compartment, thereby preventing the phenomenon that the front of the vehicle appears to be emitting "white smoke".

[0042] Traditionally, when the engine coolant temperature is within a first temperature range that is higher than a first predetermined temperature and lower than a second predetermined temperature, and the air conditioner is not running, the fan 200 will not operate. In this case, if steam is generated, the front of the vehicle may appear to be emitting "white smoke" because the fan 200 is not running.

[0043] To enable the fan 200 to operate while generating steam, the controller 300 according to an exemplary embodiment of the present invention can be configured to determine whether a first forced fan operation condition is met. When the first forced fan operation condition is met, the fan 200 can be forced to operate, thereby preventing the phenomenon that the front of the vehicle appears to be emitting "white smoke". Furthermore, the controller 300 can be configured to stop the fan 200 from operating when a first forced fan operation condition is met, thereby saving power.

[0044] Specifically, controller 300 can be configured to determine whether the vehicle is idling based on the vehicle speed sensed by vehicle speed sensor 101. Furthermore, controller 300 can be configured to determine whether fan 200 is running.

[0045] When it is determined that the vehicle is idling and the fan 200 is not running, the controller 300 can be configured to determine whether the coolant temperature is within a first temperature range that is higher than a first predetermined temperature and lower than a second predetermined temperature based on the coolant temperature sensed by the engine coolant temperature sensor 102.

[0046] When the coolant temperature is within the first temperature range, the controller 300 can be configured to determine whether the first fan forced operation condition is met.

[0047] At this time, the controller 300 can be configured to acquire the initial intake air humidity A0 through the intake air humidity sensor 103, and then continuously monitor the real-time intake air humidity A1 through the intake air humidity sensor 103 to determine the difference between the real-time intake air humidity A1 and the initial intake air humidity A0. The initial intake air humidity A0 refers to the intake air humidity sensed by the intake air humidity sensor 103 at the moment when the controller 300 determines that the vehicle is in an idling state and the fan 200 is not running.

[0048] A high real-time intake air humidity A1 only indicates that the ambient humidity around the engine is high, but it cannot determine whether the high ambient humidity is caused by water evaporation on the surface of the engine coolant radiator. For example, if the initial intake air humidity A0 is high, the high ambient humidity may not be due to water evaporation on the surface of the engine coolant radiator.

[0049] Therefore, to determine that the high ambient humidity is caused by water evaporation on the surface of the engine coolant radiator, two conditions must be met simultaneously: the difference between the real-time intake air humidity A1 and the initial intake air humidity A0 must be greater than a first predetermined value, and the real-time intake air humidity A1 must be greater than or equal to the first predetermined humidity. When the difference between the real-time intake air humidity A1 and the initial intake air humidity A0 is greater than the first predetermined value and the real-time intake air humidity A1 is greater than or equal to the first predetermined humidity, the controller 300 can be configured to determine that the first forced fan operation condition is met, and to cause the fan 200 to run for a first predetermined time.

[0050] Preferably, the first predetermined value can be 15%, the first predetermined humidity can be 80%, and the first predetermined time can be 5 minutes.

[0051] After the fan 200 has been running for a first predetermined time, the controller 300 can be configured to determine whether the first fan stop condition has been met.

[0052] Specifically, after the fan 200 has been running for a first predetermined time, the controller 300 can be configured to continue monitoring the real-time intake humidity A1 via the intake humidity sensor 103. If the real-time intake humidity A1 remains lower than the first predetermined humidity for a second predetermined time, the controller 300 can be configured to determine that the first fan stop condition has been met and to stop the fan 200 from running.

[0053] Conversely, if the real-time intake humidity A1 is less than the first predetermined humidity for a second predetermined time after the fan 200 has been running for a first predetermined time, the controller 300 can be configured to determine that the first fan stop condition is not met and to allow the fan 200 to continue running.

[0054] Preferably, the second predetermined time can be 2 minutes.

[0055] Figure 2 A block diagram illustrating a fan control system for a vehicle according to a second exemplary embodiment of the present invention.

[0056] Figure 1 The first exemplary embodiment shown illustrates a vehicle equipped with an intake humidity sensor 103. However, there are also vehicles that do not have an intake humidity sensor 103 installed. Figure 2 The second exemplary embodiment shown illustrates a scenario where the vehicle is not equipped with the intake humidity sensor 103.

[0057] like Figure 2 As shown, in a second exemplary embodiment, the sensor unit 100 may include: a vehicle speed sensor 101, an engine coolant temperature sensor 102, an intake air flow sensor 104, an ambient temperature sensor 105, and an atmospheric pressure sensor 106. The intake air flow sensor 104 may be disposed in the engine intake manifold for sensing the engine's intake air flow. Here, the unit of intake air flow is kg / h. The ambient temperature sensor 105 may be disposed in the vehicle for sensing the ambient temperature. The atmospheric pressure sensor 106 may be disposed in the vehicle for sensing atmospheric pressure. The ambient temperature sensor 105 and the atmospheric pressure sensor 106 may be sensors separately disposed in the vehicle, or the ambient temperature sensor 105 and the atmospheric pressure sensor 106 may be integrated into a single temperature and pressure sensor.

[0058] Water is denser than air. When air humidity increases, the mass of a unit volume of air increases; therefore, the mass of a unit volume of air can reflect the air humidity. The engine's intake airflow is related to the mass of a unit volume of air. Therefore, the engine's intake airflow can indirectly reflect whether the ambient humidity around the engine is high, thus determining whether the phenomenon of "white smoke" coming from the front of the vehicle is possible.

[0059] Preferably, the ambient humidity around the engine can be determined by the difference between the actual intake air flow rate M1 and the target intake air flow rate M0. The actual intake air flow rate M1 can be sensed by the intake air flow sensor 104. The target intake air flow rate M0 refers to the theoretical intake air flow rate required by the engine based on the engine load. The target intake air flow rate M0 can be calculated using Equation 1 below.

[0060] Equation 1

[0061] M0 = N × L × m

[0062] Where N is the required engine speed, L is the engine displacement, and m is the mass of air per unit volume. The target engine speed N can be obtained from the engine control unit. The engine displacement L can be determined based on the engine specifications.

[0063] For dry air, the mass m of a unit volume of air is equal to the unit volume multiplied by the density of air. The density of air varies with temperature and pressure. Therefore, the mass m of a unit volume of air can be determined by the ambient temperature sensed by the ambient temperature sensor 105 and the atmospheric pressure sensed by the atmospheric pressure sensor 106. Thus, based on the determined target engine speed N, engine displacement L, and mass m of a unit volume of air, the controller 300 can calculate the target intake airflow M0 of the engine.

[0064] However, for humid air containing water vapor, the actual mass per unit volume of air is greater than the mass per unit volume of air determined based on ambient temperature and atmospheric pressure. Therefore, a large difference between the actual intake airflow rate and the target intake airflow rate indicates a high water vapor content in the air. Continuous monitoring of this difference can reveal that when it gradually increases and exceeds a specific value, the high ambient humidity is due to water evaporation on the engine coolant radiator surface.

[0065] Similar to the first exemplary embodiment, controller 300 may be configured to determine whether the vehicle is idling based on the vehicle speed sensed by vehicle speed sensor 101. Furthermore, controller 300 may be configured to determine whether fan 200 is running.

[0066] When it is determined that the vehicle is idling and the fan 200 is not running, the controller 300 can be configured to determine whether the coolant temperature is within a first temperature range that is higher than a first predetermined temperature and lower than a second predetermined temperature based on the coolant temperature sensed by the engine coolant temperature sensor 102.

[0067] When the coolant temperature is within the first temperature range, the controller 300 can be configured to determine whether the conditions for forced operation of the second fan are met.

[0068] At this time, the controller 300 can be configured to acquire the ambient temperature via the ambient temperature sensor 105 and the atmospheric pressure via the atmospheric pressure sensor 106. Further, the controller 300 can be configured to calculate the target intake airflow M0 of the engine using Equation 1 above. Simultaneously, the controller 300 can be configured to monitor the actual intake airflow M1 via the intake airflow sensor 104 to determine the difference between the actual intake airflow M1 and the target intake airflow M0.

[0069] Subsequently, the difference between the actual intake flow rate and the target intake flow rate can be continuously monitored. When the difference between the actual intake flow rate M1 and the target intake flow rate M0 shows a gradually increasing trend and exceeds a second predetermined value, the controller 300 can be configured to determine that the second forced operation condition of the fan is met, and to run the fan 200 for a first predetermined time. For example, the difference between the actual intake flow rate M1 and the target intake flow rate M0 can be measured multiple times (e.g., three times) at predetermined time intervals (e.g., 2-second intervals) to determine whether the difference between the actual intake flow rate M1 and the target intake flow rate M0 shows a gradually increasing trend.

[0070] Preferably, the second predetermined value can be 0.8.

[0071] After the fan 200 has been running for a first predetermined time, the controller 300 can be configured to determine whether the conditions for stopping the second fan have been met.

[0072] Specifically, after the fan 200 has been running for a first predetermined time, the controller 300 can be configured to continue monitoring the difference between the actual intake airflow M1 and the target intake airflow M0 of the engine. If the difference between the actual intake airflow M1 and the target intake airflow M0 is less than a third predetermined value for a second predetermined time, the controller 300 can be configured to determine that the second fan stop condition has been met and to stop the fan 200 from running.

[0073] Conversely, after the fan 200 has been running for a first predetermined time, if the difference between the actual intake flow rate M1 and the target intake flow rate M0 does not remain less than the third predetermined value for a second predetermined time, the controller 300 may be configured to determine that the second fan stop condition is not met and to allow the fan 200 to continue running.

[0074] Preferably, the third predetermined value can be 0.5.

[0075] Normally, if the oxygen content in the air remains constant, the engine intake airflow will not change unless an additional engine load is generated. An additional engine load refers to the extra engine power generated by the operation of electrical components installed in the vehicle (e.g., rear window heater, seat heater, alternator, etc.). Generating an additional engine load will cause a change in the engine intake airflow. The controller 300 can be configured to calculate the additional engine intake airflow C caused by the additional engine load using Equation 2 below.

[0076] Equation 2

[0077] C=△N×L×m

[0078] Here, ΔN represents the additional engine speed required due to the additional engine load. The required additional engine speed ΔN can be obtained from the engine control unit.

[0079] When an additional engine load is generated, the controller 300 can be configured to determine the difference between the actual intake flow rate M1 and the sum of the target intake flow rate M0 and the additional intake flow rate C.

[0080] When the difference between the actual intake flow rate M1 and the sum of the target intake flow rate M0 and the additional intake flow rate C shows a gradually increasing trend and exceeds a second predetermined value, the controller 300 can be configured to determine that the second forced operation condition of the fan is met and to run the fan 200 for a first predetermined time. For example, the difference between the actual intake flow rate M1 and the sum of the target intake flow rate M0 and the additional intake flow rate C can be measured multiple times (e.g., three times) at predetermined time intervals (e.g., 2-second intervals) to determine whether the difference between the actual intake flow rate M1 and the sum of the target intake flow rate M0 and the additional intake flow rate C shows a gradually increasing trend.

[0081] After the fan 200 has been running for a first predetermined time, the controller 300 can be configured to determine whether the conditions for stopping the second fan have been met.

[0082] Specifically, after the fan 200 has been running for a first predetermined time, the controller 300 can be configured to continue monitoring the difference between the actual intake flow rate M1 and the sum of the target intake flow rate M0 and the additional intake flow rate C. If the difference between the actual intake flow rate M1 and the sum of the target intake flow rate M0 and the additional intake flow rate C is less than a third predetermined value for a second predetermined time, the controller 300 can be configured to determine that the second fan stop condition has been met and to stop the fan 200 from running.

[0083] Conversely, if the state of the difference between the actual intake flow rate M1 and the sum of the target intake flow rate M0 and the additional intake flow rate C being less than the third predetermined value does not continue for the second predetermined time after the fan 200 has been running for the first predetermined time, the controller 300 may be configured to determine that the second fan stop operation condition is not met and allow the fan 200 to continue running.

[0084] Preferably, the controller 300 can be a controller for an engine management system.

[0085] Figure 3 A flowchart illustrating a fan control method for a vehicle according to a first exemplary embodiment of the present invention is provided. Figure 3 The fan control method shown for vehicles can be used... Figure 1 The controller 300 shown is executed.

[0086] like Figure 3 As shown, in step S101, the controller can determine whether the vehicle is idling based on the vehicle speed sensed by the vehicle speed sensor. Furthermore, the controller 300 can determine whether the fan 200 is running.

[0087] When the vehicle is idling and the fan 200 is not running (step S101 is yes), in step S102, the controller 300 can determine whether the coolant temperature is within a first temperature range that is higher than a first predetermined temperature and lower than a second predetermined temperature based on the coolant temperature sensed by the engine coolant temperature sensor.

[0088] When the temperature of the coolant is within the first temperature range (yes in step S102), in step S103, the controller 300 can obtain the initial intake air humidity A0 through the intake air humidity sensor 103.

[0089] In step S104, the controller 300 can continuously monitor the real-time intake air humidity A1 through the intake air humidity sensor 103.

[0090] In step S105, the controller 300 can determine whether the difference between the real-time intake humidity A1 and the initial intake humidity A0 is greater than a first predetermined value, and the real-time intake humidity A1 is greater than or equal to the first predetermined humidity.

[0091] When the difference between the real-time intake humidity A1 and the initial intake humidity A0 is greater than the first predetermined value, and the real-time intake humidity A1 is greater than or equal to the first predetermined humidity (yes in step S105), in step S106, the controller 300 can make the fan 200 run for a first predetermined time.

[0092] After the fan has been running for a first predetermined time, in step S107, the controller 300 can continuously monitor the real-time intake humidity A1 through the intake humidity sensor 103 and determine whether the state of the real-time intake humidity A1 being less than the first predetermined humidity continues for a second predetermined time.

[0093] When the real-time intake humidity A1 is less than the first predetermined humidity for a second predetermined time (yes in step S107), in step S108, the controller 300 can stop the fan from running.

[0094] If the real-time intake humidity A1 is less than the first predetermined humidity and the state does not last for the second predetermined time (step S107 is no), the process can return to step S106, so that the controller can make the fan continue to run.

[0095] Figure 4 A flowchart illustrating a fan control method for a vehicle according to a second exemplary embodiment of the present invention is provided. Figure 4 The fan control method shown for vehicles can be used... Figure 2 The controller 300 shown is executed.

[0096] like Figure 4 As shown, in step S101, the controller 300 can determine whether the vehicle is idling based on the vehicle speed sensed by the vehicle speed sensor 101. Furthermore, the controller 300 can determine whether the fan 200 is running.

[0097] When the vehicle is idling and the fan 200 is not running (yes in step S101), in step S102, the controller 300 can determine whether the coolant temperature is within the first temperature range based on the coolant temperature sensed by the engine coolant temperature sensor 102.

[0098] When the coolant temperature is within the first temperature range (yes in step S102), in step S103, the controller 300 can obtain the ambient temperature through the ambient temperature sensor 105 and the atmospheric pressure through the atmospheric pressure sensor 106, and calculate the target intake air flow rate M0 and the additional intake air flow rate C of the engine respectively through Equations 1 and 2 mentioned above.

[0099] In step S104, the controller 300 can monitor the actual intake flow rate M1 through the intake flow sensor 104.

[0100] In step S105, the controller 300 may measure the difference between the actual intake flow rate M1 and the sum of the target intake flow rate M0 and the additional intake flow rate C multiple times (e.g., three times) at predetermined time intervals (e.g., 2 seconds apart) to determine whether the difference between the actual intake flow rate M1 and the sum of the target intake flow rate M0 and the additional intake flow rate C shows a gradually increasing trend and is greater than a second predetermined value.

[0101] When the difference between the actual intake flow rate M1 and the sum of the target intake flow rate M0 and the additional intake flow rate C shows a gradually increasing trend and is greater than the second predetermined value (yes in step S105), in step S106, the controller 300 can make the fan 200 run for a first predetermined time.

[0102] After the fan 200 has been running for a first predetermined time, in step S107, the controller 300 can continuously monitor the difference between the actual intake flow rate M1 of the engine and the sum of the target intake flow rate M0 and the additional intake flow rate C of the engine, and determine whether the state in which the difference between the actual intake flow rate M1 of the engine and the sum of the target intake flow rate M0 and the additional intake flow rate C of the engine is less than a third predetermined value continues for a second predetermined time.

[0103] When the difference between the actual intake air flow rate M1 of the engine and the sum of the target intake air flow rate M0 and the additional intake air flow rate C of the engine is less than the third predetermined value for a second predetermined time (yes in step S107), in step S108, the controller 300 can stop the fan 200 from running.

[0104] When the difference between the engine's actual intake flow rate M1 and the sum of the engine's target intake flow rate M0 and additional intake flow rate C is less than the third predetermined value, and this state does not last for the second predetermined time (step S107 is no), the system can return to step S106, so that the controller 300 can allow the fan 200 to continue operating.

[0105] Without generating additional engine load, the additional intake airflow C can be 0.

[0106] If, during the execution of the above method, the fan 200 is running due to the operation of the air conditioner, or if the coolant temperature exceeds the first temperature range (e.g., below the first predetermined temperature or above the second predetermined temperature), the execution of the above method is terminated.

[0107] The fan control system and method for vehicles according to an exemplary embodiment of the present invention can prevent the phenomenon that appears to be emitting "white smoke" from the front of the vehicle by controlling the operation of the fan.

Claims

1. A fan control system for a vehicle, comprising: Vehicle speed sensor, used to sense vehicle speed; Engine coolant temperature sensor, which is used to sense the temperature of engine coolant; A fan, located adjacent to the engine coolant radiator, is used to provide airflow to the engine coolant radiator. as well as The controller is configured as follows: Determining whether a vehicle is idling is based on the vehicle speed sensed by a vehicle speed sensor. When the vehicle is idling and the fan is not running, the system determines whether the coolant temperature is within a first temperature range based on the coolant temperature sensed by the engine coolant temperature sensor. When the coolant temperature is within the first temperature range, determine whether the forced fan operation conditions are met. When the conditions for forced fan operation are met, the fan will run for a first predetermined time.

2. The fan control system for a vehicle according to claim 1, wherein, The controller is configured as follows: After the fan has run for the first predetermined time, determine whether the conditions for stopping the fan have been met. When the conditions for stopping the fan are met, the fan will stop running.

3. The fan control system for a vehicle according to claim 2, further comprising: Intake humidity sensor, which is used to sense the intake humidity of the engine; The controller is configured as follows: The initial intake air humidity is obtained by an intake air humidity sensor, and the real-time intake air humidity is monitored by the same sensor to determine the difference between the real-time intake air humidity and the initial intake air humidity. If the difference between the real-time intake air humidity and the initial intake air humidity is greater than a first predetermined value, and When the real-time intake humidity is greater than or equal to the first predetermined humidity, it is determined that the forced operation condition of the fan is met, and the fan is made to run for the first predetermined time.

4. The fan control system for a vehicle according to claim 3, wherein, The controller is configured as follows: If, after the fan has been running for a first predetermined time, the real-time intake humidity remains lower than the first predetermined humidity for a second predetermined time, the conditions for stopping the fan are met, and the fan is stopped.

5. The fan control system for a vehicle according to claim 2, further comprising: An intake airflow sensor is used to sense the intake airflow of the engine. An ambient temperature sensor is used to sense the ambient temperature; and Atmospheric pressure sensor, used to sense atmospheric pressure; The controller is configured as follows: The ambient temperature is obtained by an ambient temperature sensor, and the atmospheric pressure is obtained by an atmospheric pressure sensor. The target intake airflow of the engine is determined based on the ambient temperature and atmospheric pressure. The actual intake airflow is monitored by an intake airflow sensor, and the difference between the actual intake airflow and the target intake airflow is determined. When the difference between the actual intake flow rate and the target intake flow rate is greater than the second predetermined value, it is determined that the forced operation condition of the fan is met, and the fan is made to run for a first predetermined time.

6. The fan control system for a vehicle according to claim 5, wherein, The controller is configured as follows: If, after the fan has been running for a first predetermined time, the difference between the actual intake flow rate and the target intake flow rate is less than a third predetermined value for a second predetermined time, the fan is determined to meet the conditions for stopping operation, and the fan is stopped.

7. The fan control system for a vehicle according to claim 5, wherein, The controller is configured as follows: When an additional load is applied to the engine, the ambient temperature is obtained via an ambient temperature sensor and the atmospheric pressure is obtained via an atmospheric pressure sensor. Based on the ambient temperature, atmospheric pressure, and the additional load, the additional intake airflow of the engine is determined. Determine the difference between the actual intake flow rate and the sum of the target intake flow rate and the additional intake flow rate. When the difference between the actual intake flow rate and the sum of the target intake flow rate and the additional intake flow rate is greater than a second predetermined value, it is determined that the forced operation condition of the fan is met, and the fan is made to run for a first predetermined time.

8. The fan control system for a vehicle according to claim 7, wherein, The controller is configured as follows: If, after the fan has been running for a first predetermined time, the difference between the actual intake flow rate and the sum of the target intake flow rate and the additional intake flow rate is less than a third predetermined value, and this condition is maintained for a second predetermined time, then the fan is determined to be in compliance with the conditions for stopping operation, and the fan is stopped.

9. A fan control method for a vehicle, comprising: Determining whether a vehicle is idling is based on the vehicle speed sensed by a vehicle speed sensor. When the vehicle is idling and the fan located near the engine coolant radiator is not running, the system determines whether the coolant temperature is within a first temperature range based on the coolant temperature sensed by the engine coolant temperature sensor. When the coolant temperature is within the first temperature range, determine whether the forced fan operation conditions are met. When the conditions for forced fan operation are met, the fan will run for a first predetermined time.

10. The fan control method for a vehicle according to claim 9, further comprising: After the fan has run for the first predetermined time, determine whether the conditions for stopping the fan have been met. When the conditions for stopping the fan are met, the fan will stop running.

11. The fan control method for a vehicle according to claim 10, further comprising: The initial intake air humidity is obtained by an intake air humidity sensor, and the real-time intake air humidity is monitored by the same sensor to determine the difference between the real-time intake air humidity and the initial intake air humidity. When the difference between the real-time intake humidity and the initial intake humidity is greater than a first predetermined value, and the real-time intake humidity is greater than or equal to the first predetermined humidity, the forced operation condition of the fan is determined to be met. In response to determining that the conditions for forced fan operation are met, the fan is run for a first predetermined time.

12. The fan control method for a vehicle according to claim 11, further comprising: If, after the fan has run for a first predetermined time, the real-time intake air humidity remains lower than the first predetermined humidity for a second predetermined time, the fan is deemed to have met the conditions to stop operating. In response to determining that the conditions for stopping the fan are met, the fan is stopped.

13. The fan control method for a vehicle according to claim 10, further comprising: The ambient temperature is obtained through an ambient temperature sensor. Atmospheric pressure is obtained through an atmospheric pressure sensor. The target intake airflow of the engine is determined based on ambient temperature and atmospheric pressure. The actual intake airflow is monitored by an intake airflow sensor, and the difference between the actual intake airflow and the target intake airflow is determined. When the difference between the actual intake airflow and the target intake airflow is greater than the second predetermined value, the forced operation condition of the fan is determined to be met. In response to determining that the conditions for forced fan operation are met, the fan is run for a first predetermined time.

14. The fan control method for a vehicle according to claim 13, further comprising: If, after the fan has run for a first predetermined time, the difference between the actual intake airflow and the target intake airflow is less than a third predetermined value, and this condition continues for a second predetermined time, then the fan is determined to have met the conditions for stopping operation. In response to determining that the conditions for stopping the fan are met, the fan is stopped.

15. The fan control method for a vehicle according to claim 13, further comprising: When additional engine load is generated, the ambient temperature is obtained through the ambient temperature sensor and the atmospheric pressure is obtained through the atmospheric pressure sensor. The additional intake airflow of the engine is determined based on ambient temperature, atmospheric pressure, and additional load. Determine the difference between the actual intake flow rate and the sum of the target intake flow rate and the additional intake flow rate. When the difference between the actual intake flow rate and the sum of the target intake flow rate and the additional intake flow rate is greater than a second predetermined value, the forced operation condition of the fan is determined to be met. In response to determining that the conditions for forced fan operation are met, the fan is run for a first predetermined time.

16. The fan control method for a vehicle according to claim 15, further comprising: If, after the fan has been running for a first predetermined time, the difference between the actual intake flow rate and the sum of the target intake flow rate and the additional intake flow rate is less than a third predetermined value, and this condition continues for a second predetermined time, then the fan is determined to have met the conditions for stopping operation. In response to determining that the conditions for stopping the fan are met, the fan is stopped.

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