METHOD FOR CONTROLLING A POWER ENGINE FAN

Abstract

Method for controlling a power engine fan (92), the method comprising: Discontinuation of the operation of the engine fan (92) in response to condensation in an intercooler (18), characterized in that the condensation includes a quantity or rate of condensation, or that adjusting the operation of the engine fan includes changing the fan's direction of rotation.

Description

Background / Summary

[0001] Turbocharged engines use a condensing air cooler (CAC) to cool compressed air from the turbocharger before it enters the engine. Ambient air from outside the vehicle passes through the CAC to cool the intake air passing through its interior. When the ambient air temperature drops, or during humid or rainy weather conditions where the intake air is cooled below the water dew point, condensation can form in the CAC. If the intake air contains recirculated exhaust gases, the condensate can become acidic and corrode the CAC housing. This corrosion can lead to leaks between the air charge, the atmosphere, and, in the case of water-to-air coolers, potentially the coolant. The condensate can collect at the bottom of the CAC and then be drawn into the engine all at once during acceleration (or pedal pressure), increasing the likelihood of engine misfiring.

[0002] Other attempts to address condensation include throttling the intake air passing through the CAC or throttling the ambient airflow to the CAC. An exemplary approach is presented by Craig et al. in US 6,408,831 B1. In this approach, the intake air temperature is controlled by an ambient airflow throttling system and an intake airflow throttling system. A controller defines the position of these throttling devices and is connected to several sensors that measure various variables, such as ambient air and intake air temperature.

[0003] FR 2 930 634 A1 discloses a method and a device for controlling the condensation of gas flowing in a heat exchanger, in which a heat transfer fluid is drawn into the heat exchanger for heat exchange with the gases, the temperature of the gases is measured, and the amount of heat exchanged between the gases and the heat transfer fluid is controlled as a function of the measured temperature. The measurement of the gas temperature allows for an estimation of the condensation risk, thus enabling control of the amount of heat exchanged in the exchanger.

[0004] However, the inventors of the present invention have recognized potential problems with these systems. Specifically, the above control of throttling devices in response to inlet or ambient air temperature can decrease the overall condensate level while potentially increasing the acid concentration in the condensate that forms. Maintaining temperatures at a certain level in such a way that condensate formation is low can cause throttling to be maintained for a period of time. This keeps the effectiveness of the CAC at a level that causes the dew point to remain close to a specific location within the CAC. This can lead to an increased acid concentration at that location, which in turn creates a higher risk of corrosion.This is because the risk of corrosion is greatest in the area of ​​the CAC where the charge air temperature falls below the dew point and water begins to condense, especially when the condensate level is kept low, creating a highly concentrated water and acid solution.

[0005] According to the invention, the problems described above are solved by a method according to claim 1, by a method according to claim 2, by a method according to claim 11, and by a method according to claim 13. Advantageous embodiments of the invention are specified in the dependent claims. The method may include: adjusting the fan speed or direction of rotation in response to a location of condensate in an intercooler remaining within a position range for more than a threshold duration. The fan may be adjusted to move the location of condensate toward an inlet of the intercooler during a first set of conditions (e.g., by increasing the speed), and may be adjusted to move the location of condensate toward an outlet of the intercooler during a second, different set of conditions (e.g., by decreasing the speed or stopping the rotation).In this way, for example, the risk of corrosion at any given location from the inlet to the outlet of the charge air cooler can be reduced by moving the point of condensation within the charge air cooler back and forth, for example, if the point starts to stagnate.

[0006] Besides responding to condensation, the engine fan can be adjusted in response to engine cooling parameters, ambient weather conditions, and vehicle states such as deceleration. Engine fan settings can be coordinated with the operation of the radiator grille louvers to optimize condensation control, engine cooling, and fuel economy. For example, the inventors have identified approaches that allow the engine fan and radiator grille louvers to be adjusted in a way that improves fuel economy (by reducing resistance) while also maintaining engine coolant temperature control to prevent overheating and reducing condensation.

[0007] More precisely, it may be possible to pre-cool the engine coolant during deceleration by opening the radiator grille vents and turning on the engine fan, so that a subsequent acceleration operation can keep the radiator grille vents closed for a longer period without causing the coolant to overheat.

[0008] However, this pre-cooling operation can also worsen the potential for condensation, as the charge air cooler can be cooled to a greater extent. Therefore, in one example, the engine fan speed or direction could be changed in response to condensation during deceleration.

[0009] Naturally, the above summary is provided to introduce, in simplified form, a selection of concepts that are further described in the detailed description. It is not intended to identify any principal or essential features of the claimed subject matter, the scope of protection of which is clearly defined by the patent claims following the detailed description. Furthermore, the claimed subject matter is not limited to implementations that resolve any disadvantages mentioned above or in any part of this disclosure. Brief description of the drawings Fig. Figure 1 shows a schematic diagram of a radiator grille system, an engine fan system, an engine and associated components in a vehicle. Fig. Figure 2 shows an example of the positions of the CAC, radiator, engine fan and engine within a vehicle in relation to the radiator grille panels and the associated ambient airflow. Fig. Figure 3 shows a schematic example of the position of the dew point and its movement within the CAC. Fig. Figure 4 shows a high-level flowchart of a procedure for controlling an engine fan and adjusting the position of the radiator grille panels based on a state of a non-powered vehicle, condensation in the CAC, outside weather conditions, and engine temperatures. Fig. Figure 5 shows a flowchart of a procedure for controlling an engine fan and adjusting the position of the radiator grille panels based on condensation within the CAC. Fig. Figure 6 shows a flowchart of a procedure for adjusting the position of the radiator grille panels based on condensation conditions determined from external weather conditions. Fig. Figure 7A shows a graphical example comparison of the operation of the engine fan and the radiator grille panels with regard to the engine coolant temperature and the vehicle speed, independent of condensation. Fig. Figure 7B shows a graphical example comparison of the operation of the engine fan and the radiator grille panels with regard to the engine coolant temperature, the vehicle speed, the condensation, and the outside weather conditions. Fig. Figure 8 shows four operating modes for the engine fan and for the radiator grille panels. Detailed description

[0010] The following description refers to systems and methods for adjusting a vehicle engine fan in response to engine cooling parameters, condensation in a CAC (Cooling Air Conditioning System), and the conditions of a vehicle without power. The operation of the engine fan can be linked to the operation of the radiator grille panels for a vehicle engine system such as the one in Fig. The engine system shown in section 1 is coordinated to increase engine cooling, reduce condensation in the CAC, and optimize vehicle fuel economy. Opening the radiator grille panels, such as the one shown in [reference missing], can be used to achieve this. Fig. Figure 2 shows that the airflow through the front of the vehicle increases, supplying a cooling airflow to a radiator and a CAC. Furthermore, adjusting the operation of the engine fan changes the airflow to the CAC. Changing the speed or direction of rotation of the engine fan can alter the effectiveness of the CAC by changing the location of the dew point (such as in Fig. (shown in section 3) moves, thus reducing corrosion. A power machine controller can be used to execute a control routine, such as the routines from Fig. 46. ​​The engine fan operation can be configured to adjust based on the state of the vehicle being stationary, condensation in the CAC, ambient weather conditions, and engine temperatures. This can reduce condensation, corrosion of the CAC, and engine misfire. Exemplary operating modes of the engine fan in response to engine coolant temperature, vehicle speed, condensation, and ambient weather conditions are shown in the following. Fig. 7 described.

[0011] Fig. Figure 1 shows an exemplary embodiment of a radiator grille system 110 and a power engine system 100 in a schematically depicted motor vehicle 102. The power engine system 100 can be included in a vehicle, such as a road vehicle, among other vehicle types. Although the exemplary applications of the power engine system 100 are described in relation to a vehicle, it should be noted that various types of power engines and vehicle propulsion systems, including passenger cars, trucks, etc., can be used.

[0012] In the illustrated embodiment, the engine 10 is a turbocharged engine coupled to a turbocharger 13, which includes a compressor 14 driven by a turbine 16. More precisely, fresh air is introduced into the engine 10 via an air filter 11 along an inlet channel 42 and flows to the compressor 14. The compressor can be a suitable intake air compressor, such as an engine-driven or drive shaft-driven supercharger. In the engine system 100, the compressor is shown as a turbocharger compressor mechanically coupled to the turbine 16 via a shaft 19, with the turbine 16 being driven by the expanding engine exhaust. In one embodiment, the compressor and the turbine can be coupled to a twin-scroll turbocharger.In another embodiment, the turbocharger can be a variable geometry exhaust gas turbocharger (VGT), in which the turbine geometry is actively changed depending on the engine speed and other operating conditions.

[0013] As in Fig. As shown in Figure 1, the compressor 14 is coupled to the throttle valve 20 via the charge air cooler (CAC) 18. The throttle valve 20 is coupled to the engine intake manifold 22. The compressed air flows from the compressor through the charge air cooler and the throttle valve to the intake manifold. The charge air cooler can be, for example, an air-to-air or an air-to-water heat exchanger. In the Fig. In the embodiment shown in Figure 1, the pressure of the air charge within the inlet manifold is detected by the manifold manifold pressure sensor (MAP sensor) 24. A compressor bypass valve (not shown) can be connected in series between the inlet and outlet of the compressor 14. The compressor bypass valve can be a normally closed valve configured to open under selected operating conditions to relieve excess boost pressure. For example, the compressor bypass valve can open during conditions of decreasing engine speed to prevent compressor surge.

[0014] The inlet manifold 22 is coupled to a series of combustion chambers 31 via a series of inlet valves (not shown). Furthermore, the combustion chambers are coupled to the exhaust manifold 36 via a series of exhaust valves (not shown). In the illustrated embodiment, a single exhaust manifold 36 is shown. However, in other embodiments, the exhaust manifold may contain multiple exhaust manifold sections. Configurations with multiple exhaust manifold sections can allow the exhaust flow from different combustion chambers to be directed to different locations in the powertrain system.

[0015] As in Fig. As shown in Figure 1, exhaust gas from one or more exhaust manifold sections is directed to the turbine 16 to drive the turbine. If reduced turbine torque is desired, some exhaust gas can instead be directed through a boost pressure control valve (not shown), bypassing the turbine. The combined flow from the turbine and the boost pressure control valve then flows through the emission control device 70. In general, the one or more emission control devices 70 can include one or more exhaust aftertreatment catalysts configured for the catalytic treatment of the exhaust flow, thereby reducing the amount of one or more substances in the exhaust flow.

[0016] All or part of the treated exhaust gas from the emission control device 70 can be released into the atmosphere via the exhaust line 35. Depending on the operating conditions, however, some exhaust gas can be diverted via the EGR cooler 50 and the EGR valve 52 to the compressor inlet 14 instead of to the EGR passage 51. In this way, the compressor is configured to draw in exhaust gas diverted from a point on the outlet side of the turbine 16. The EGR valve can be opened to allow a controlled amount of cooled exhaust gas to the compressor inlet for desired combustion and emission control performance. In this way, the engine system 100 is designed to provide external low-pressure EGR (LP-EGR). The rotation of the compressor, in addition to the relatively long LP-EGR flow path in the engine system 100, provides excellent homogenization of the exhaust gas in the intake air charge.Furthermore, the arrangement of the EGR take-off and mixing point provides effective cooling of the exhaust gas for increased available EGR mass and improved performance.

[0017] Furthermore, the motor vehicle 102 includes a cooling system 104 that circulates coolant over the internal combustion engine 10 to absorb waste heat and distributes the heated coolant via the coolant line 82 or 84 to the radiator 80 and / or to the heater core 90. In particular, it shows Fig. 1 The cooling system 104, which is coupled to the engine 10, circulates engine coolant from the engine 10 via the engine-driven water pump 86 to the radiator 80 and back to the engine 10 via the coolant line 82. The engine-driven water pump 86 can be coupled to the engine via a front-end accessory drive (FEAD) 88 and can be rotated proportionally to the engine speed via a belt, chain, etc. More precisely, the engine-driven water pump 86 circulates coolant through channels in the engine block, cylinder head, etc., to absorb thermal energy, which is then transferred to the ambient air via the radiator 80. In an example where the engine-driven water pump 86 is a centrifugal pump, the generated pressure (and the resulting generated flow) can be proportional to the crankshaft speed, which in the example in Fig. 1 is directly proportional to the engine speed. In another example, a motor-controlled pump can be used, which can be adjusted independently of the engine speed. The coolant temperature can be regulated by a thermostatic valve 38 arranged in the cooling line 82, which can be kept closed until the coolant reaches a threshold temperature.

[0018] Furthermore, an engine fan 92 can be coupled to a radiator 80 to maintain airflow through the radiator 80 when the vehicle 102 is moving slowly or when it is stopped while the engine is running. The fan speed or direction of rotation can be controlled by a controller 12, which is described in more detail below. Alternatively, the engine fan 92 can be coupled to an engine accessory drive system driven by the engine crankshaft.

[0019] The coolant can flow, as described above, through coolant line 82 and / or coolant line 84 to the heater core 90, where the heat can be transferred to the passenger compartment 106 and the coolant flows back to the engine 10. In some examples, a water pump 86 driven by the engine can circulate the coolant through both coolant lines 82 and 84.

[0020] Furthermore, it shows Fig. 1. A control system 28. The control system 28 can be coupled to various components of the power machine system 100 via communication in order to execute the control routines and actions described here. For example, the control system 28 can, as in Fig. As shown in Figure 1, the electronic digital controller 12 is included. The controller 12 can be a microcomputer containing a microprocessor unit, input / output ports, an electronic storage medium for executable programs and calibration values, read / write memory, buffer memory, and a data bus. As shown, the controller 12 can receive input from several sensors 30, which may include user input and / or sensors (such as gear position, accelerator pedal input, brake input, gear selector position, vehicle speed, engine speed, mass airflow through the engine, ambient temperature, ambient humidity, intake air temperature, fan speed, etc.), cooling system sensors (such as coolant temperature, fan speed, passenger compartment temperature, ambient humidity, etc.), and sensors of the CAC 18 (such as intake air temperature and inlet pressure of the CAC, outlet air temperature and outlet pressure of the CAC, etc.).) and others. Furthermore, the controller can receive data from the GPS 34 and / or from the vehicle's on-board communication and entertainment system 26.

[0021] The onboard communication and entertainment system 26 can communicate with a wireless communication device 40 via various wireless protocols, such as wireless networks, cellular tower transmissions, and / or combinations thereof. Data received from the onboard communication and entertainment system 26 can include real-time weather information and weather forecast information. Weather conditions such as temperature, precipitation (e.g., rain, snow, hail, etc.), and humidity can be obtained via various wireless communication device applications and weather forecast websites. Data received from the onboard communication and entertainment system can include current and forecasted weather conditions for the current location as well as for future locations along a planned route.In one embodiment, where the on-board communication and entertainment system includes a GPS, current and future weather data can be correlated with current and future routes displayed on the GPS. In an alternative embodiment, where the vehicle system includes a dedicated GPS 34, both the GPS and the on-board communication and entertainment system can communicate with the wireless communication device 40 and with each other to transmit current and future weather data along with current and future routes. For example, the entertainment system can access various weather maps stored on the internet or in other cloud computing systems. The stored weather maps can contain rain, humidity, precipitation, and / or temperature information, presented, for example, as contour maps.In one example, the wireless communication device 40 can transmit real-time humidity data to the onboard communication and entertainment system 26 and / or the GPS 34, which is then forwarded to the controller 12. The controller 12 compares the received humidity data with threshold values ​​and determines the appropriate setting of the engine fan and the radiator grille louvers. For example, one or more of the radiator grille louvers can be closed and the engine fan can be switched off if the humidity is higher than a defined threshold.

[0022] Furthermore, the controller 12 can communicate with various actuators 32, which may include power engine actuators (such as fuel injection devices, an electronically controlled intake air throttle valve, spark plugs, etc.), cooling system actuators (such as air preparation vents and / or air diverter valves in the passenger compartment air conditioning system, etc.), and others. In some examples, the storage medium may be programmed with computer-readable data representing instructions that can be executed by the processor to perform the procedures described below, as well as other variations that are anticipated but not specifically listed.

[0023] As noted here, the amount of waste heat transferred from the engine to the coolant can vary with operating conditions, thereby affecting the amount of heat transferred to the airflow. For example, the amount of waste heat generated can be reduced proportionally as the engine output torque or fuel flow is reduced.

[0024] Furthermore, the motor vehicle 102 includes a radiator grille 112, which provides an opening (e.g., a radiator grille opening, a bumper opening, etc.) for receiving the airflow 116 through or near the front of the vehicle and into the engine compartment. This airflow 116 can then be used by the radiator 80, the engine fan 92, and other components to keep the engine and / or transmission cool. The airflow 116 can also dissipate heat from the vehicle's air conditioning system and improve the performance of turbocharged / supercharged engines equipped with a CAC 18, which lowers the temperature of the air entering the intake manifold / engine. The engine fan 92 can be adjusted to further increase or decrease the airflow to the engine components.Furthermore, the power machine system may include a dedicated CAC and be used to increase or decrease the airflow to the CAC.

[0025] Fig. Figure 2 shows an example of the locations of the CAC 18, the radiator 80, the engine fan 92, and the engine system 100 within a vehicle 102 in relation to the radiator grille panels and the associated ambient airflow 116. Other components under the hood (fuel system, batteries, etc.) can also utilize the cooling airflow. Thus, the radiator grille panel system 110 and the engine fan 92 can assist the cooling system 104 in cooling the internal combustion engine 10. The radiator grille panel system 110 comprises one or more radiator grille panels 114 configured to adjust the amount of airflow received through the radiator grille 112.

[0026] The radiator grille louvers 114 can cover a frontal area of ​​the vehicle, extending, for example, from directly under the hood to the lower end of the bumper. By covering the CAC inlet, resistance is reduced, thus decreasing the entry of external cooling air into the CAC. In some embodiments, all radiator grille louvers can be moved in a coordinated manner by the controller. In other embodiments, the radiator grille louvers can be divided into sub-areas, and the controller can independently adjust the opening / closing of each area. For example, one area might contain grille louvers that primarily affect resistance, while another affects the entry of air into the CAC.In one example, the first sub-area can extend from directly under the hood to the top of the bumper, while the second sub-area can extend from the top of the bumper to the bottom of the bumper. Each sub-area can contain one or more grille panels. In some examples, each area can contain the same number of grille panels, while in other examples, one sub-area contains more than the others. In one embodiment, the first sub-area can contain multiple grille panels, while the second sub-area contains one grille panel. In an alternative embodiment, the first sub-area can contain only one grille panel, while the second sub-area contains multiple grille panels.

[0027] The radiator grille panels 114 are movable between an open and a closed position and can be held in either position or in several intermediate positions. In other words, the opening of the radiator grille panels 114 can be adjusted so that the grille panels 114 are partially open, partially closed, or cycle between an open and a closed position to provide an airflow for cooling engine compartment components with the lowest loss of fuel economy. This is because closing and / or partially closing the radiator grille panels 114 reduces the amount of airflow received by the radiator grille 112 and thus reduces drag on the vehicle.Keeping the radiator grille louvers in an open position allows for adequate engine cooling; however, this can also increase drag on the vehicle and reduce fuel economy. Conversely, closing the radiator grille louvers reduces drag and improves fuel economy; however, this may not provide sufficient engine cooling. Thus, the control of the radiator grille louvers can be based on several vehicle operating conditions, which will be discussed further below. In some embodiments, the radiator grille louvers may only be used for condensate control of the CAC (Cooling Air Control). In this case, operating the radiator grille louvers may offer little to no aerodynamic benefit.

[0028] When the radiator grille panels are open, the engine fan 92 can be used to increase or decrease the cooling ambient airflow 116 to the engine components. For example, increasing the engine fan speed increases the quantity and flow rate of the airflow to the engine. Conversely, decreasing the fan speed decreases the flow rate of the airflow to the engine. The ambient airflow velocities directly affect the effectiveness of the CAC. Thus, the effectiveness of the CAC can be changed by altering the fan speed. In some embodiments, the engine fan can be a dedicated CAC fan. In other embodiments, there can be both an engine fan and a dedicated CAC fan. When the radiator grille panels are closed, little cooling ambient airflow enters the radiator grille.However, the engine fan can continue to operate to provide airflow. Besides controlling its speed, the engine fan can also change its direction of rotation. The fan blades can be designed so that rotation in a first direction directs airflow toward the engine components. In the following descriptions, this will be referred to as the normal or basic direction of fan operation. Rotation of the fan blades in a second direction, opposite to the first, can direct the airflow away from the engine components. In this way, the fan's direction of rotation can also be used to modify the cooling airflow reaching the engine components and, consequently, the effectiveness of the CAC (cooling air control).

[0029] In some embodiments, the control system 28 can be configured to adjust the opening of the radiator grille panels 114 in response to vehicle operating conditions. Adjusting the opening of the radiator grille panels 114 can include opening one or more of the grille panels, closing one or more of the grille panels, partially opening one or more of the grille panels, partially closing one or more of the grille panels, adjusting the opening and closing times, etc. For example, the controller 12 can be communicatively connected to the radiator grille panel system 110, and instructions for adjusting the opening of the radiator grille panels 114 can be stored therein.

[0030] Furthermore, the control system 28 can be configured to operate the engine fan 92 in response to vehicle operating conditions. Operation of the engine fan 92 can include increasing the fan speed, decreasing the fan speed, stopping the fan rotation, reversing the fan rotation direction, setting the on / off timer, etc. For example, the controller 12 can be communicatively connected to the engine fan 92 and can store instructions for setting the rotation of the engine fan 92.

[0031] The operation of the engine fan can be adjusted in response to a variety of system variables, including engine temperatures, vehicle drive conditions, condensation in the CAC, and ambient weather conditions. In some embodiments, the radiator grille louvers can be adjusted in response to all or some of these system variables. The engine fan setting can be coordinated with the operation of the radiator grille louvers to optimize CAC condensation control, engine cooling, and fuel economy. For example, the controller 12 can be communicatively connected to both the engine fan 92 and the radiator grille louver system 110.Controller 12 can store instructions for adjusting the operation of the engine fan 92 or the radiator grille system 110 based on the current state of the other system and the system variables listed above. The operation of the engine fan and the radiator grille can occur in response to one of these system variables even if other variables remain within a normal range. In this way, all variables can be evaluated to determine the optimal engine fan speed or direction of rotation, as well as the radiator grille opening for vehicle cooling, prevention of CAC corrosion, misfire protection, and increased fuel economy. Additional examples and an explanation of the operation of the engine fan and the radiator grille are provided in [reference missing]. Fig. 8 given and further explained below.

[0032] Under certain conditions, the engine fan 92 and the radiator grille system 110 can be adjusted in response to vehicle propulsion states, such as whether the vehicle is in a propelled or unpropelled state. The propelled state may include whether the wheels exert a positive force that propels the vehicle forward. The unpropelled state may include the wheels absorbing vehicle inertia and generating a negative force opposing the vehicle's forward motion. In one embodiment, the unpropelled state may include a deceleration state, a braking state, a pedal release state, a combination thereof, or any other type of state that signals that an unpropelled state is occurring or imminent. For example, a braking signal from an automatic cruise control system may also be used.Furthermore, global positioning signals can also be used to indicate a slower area ahead, an approaching gradient, etc.

[0033] In some cases, the vehicle may be switched off during deceleration, disengaging the transmission from the engine to improve fuel economy. In this situation, additional engine cooling is necessary. Opening the radiator grille vents and increasing the engine fan speed at the start of deceleration can pre-cool the engine, keeping engine temperatures low, and so on. This can also allow the radiator grille vents to remain closed for a longer period during subsequent acceleration, reducing vehicle drag and further improving fuel economy.

[0034] Furthermore, the engine fan 92 and the radiator grille system 110 can be adjusted to modify condensation within the CAC 18. Several sensors 30 can contain data from the CAC, such as inlet and outlet pressures and temperatures. A controller 12 can use this data, along with ambient air conditions (e.g., temperature and relative or specific humidity) and vehicle data (e.g., vehicle speed), to determine the rate and amount of condensation in the CAC. In some cases, it can be calculated or assumed that the relative ambient humidity is 100% under all ambient temperature conditions. This eliminates the need for a humidity sensor. However, if a humidity sensor is available, actual humidity data (e.g., real-time humidity data) can also be used.

[0035] The Controller 12 can use the sensor data described above, along with an algorithm, to calculate the amount of condensate in the CAC. The condensation calculation begins by determining the saturation vapor pressure at the CAC outlet as a function of the outlet temperature and pressure. The algorithm then calculates the mass of water at this saturation vapor pressure. Next, the mass of water in the ambient air is determined. Finally, the condensation rate at the CAC outlet is determined by subtracting the mass of water at the saturation vapor pressure at the CAC outlet from the mass of water in the ambient air. By determining the time interval between condensate measurements, the Controller 12 can calculate the amount of condensate within the CAC since the last measurement.The current amount of condensate in the CAC can be calculated by adding this value to the previous condensate value and then subtracting any condensate losses since the last calculation (amount of condensate removed). If the CAC outlet temperature has remained above the dew point, it can be assumed that the condensate losses are zero.

[0036] The controller can also track the location of the dew point within the CAC 18, as well as other corrosion risk factors (such as the time spent at the dew point at a particular location within the CAC). For example, the condensation rate can be calculated and used to control the engine fan and radiator grille panels to minimize condensation. In another example, the engine fan and one or more radiator grille panels can be adjusted in response to the dew point remaining static at a specific location within the CAC for too long. By adjusting the fan and grille panels in this way, it is possible to shift the dew point to a different location within the CAC 18, thereby reducing corrosion.For example, the position of the radiator grille louvers 114 can be changed to alter the effectiveness of the CAC 18 if the dew point remains near a location within the CAC for longer than a predetermined time limit. Alternatively, the speed or direction of rotation of the engine fan can be changed, which also alters the effectiveness of the CAC 18. In yet another example, both the position of the radiator grille louvers and the speed or direction of rotation of the engine fan can be changed to modify the efficiency of the CAC. In either case, changing the effectiveness of the CAC shifts the location of the dew point. In some examples, the engine fan and the radiator grille louvers are adjusted when the dew point occurs at the CAC outlet. In this case, the temperature of the CAC outlet air can drop below the dew point temperature.In some cases, condensate may accumulate at the CAC outlet, causing water droplets in the air to be drawn into the engine. This can lead to combustion problems such as misfires or slow burns. In other cases, the condensate within the CAC may freeze if the engine is off and exposed to freezing conditions. This can cause damage to the CAC. A further illustration of the engine fan and radiator grille control in response to condensation is shown in [reference missing]. Fig. 3 shown and described below.

[0037] Furthermore, the position of the radiator grille louvers 114 can be changed based on current or predicted weather conditions. For example, the closing of one or more radiator grille louvers 114 can be set in response to condensation-forming weather conditions. Condensation-forming weather conditions can include rain, humidity, cool temperatures, or a combination thereof. The weather conditions can be provided via the on-board communication and entertainment system 26 or via the GPS 34. Similarly, the operation of the engine fan 92 can be set in response to current or predicted weather conditions. For example, the fan rotation can be slowed or stopped in response to condensation-forming weather conditions.

[0038] Furthermore, in some embodiments, the degree of adjustment of the engine fan 92 and the radiator grille louvers 114 can depend on the state of the vehicle being unpowered, the location of the dew point, the degree of condensation-forming weather conditions, and combinations thereof. For example, during heavier deceleration, the degree of opening of the radiator grille louvers 114 can be increased and / or the timing of the opening of the radiator grille louvers 114 can be set earlier, allowing a stronger airflow that aids in cooling the engine, thus extending the subsequent acceleration with the radiator grille louvers closed. In this example, the rotational speed of the engine fan 92 can increase to a higher degree or start earlier, providing additional engine cooling.As another example, the opening of the radiator grille vents 114 can be reduced if the GPS 34 or the on-board communication and entertainment system 26 predicts a small amount of rain and only moderately humid conditions. In this case, the fan rotation can be slowed down to a certain degree or stopped, or possibly its direction reversed.

[0039] Furthermore, in some embodiments, the engine fan 92 and the radiator grille system 110 can be adjusted based on the engine temperature, the vehicle's unpowered state, and condensation within the CAC 18. For example, the controller 12 can be configured to monitor the engine temperature, such as the coolant temperature, and compare it to threshold values. In this example, the engine fan can be activated when the engine coolant temperature exceeds a threshold. However, in some embodiments, the engine fan can also activate in response to condensation within the CAC even if the engine coolant temperature has not exceeded the set threshold.In this way, the engine fan can switch on or off in response to condensation in a CAC, whereas normal fan operation in response to engine temperatures alone would have prescribed the opposite fan control. Additional procedures for adjusting the engine fan 92 and the radiator grille system 110 are described in more detail in [reference to be added]. Fig. As described in section 46, adjusting the fan and radiator grille louvers in this manner provides adequate engine cooling while reducing vehicle drag, minimizing condensation, and preventing dew point stagnation in the CAC. This can help improve fuel economy and prevent CAC corrosion and engine misfire.

[0040] Fig. Figure 3 shows a schematic example of the location and movement of the dew point within the CAC. Figure 300 shows two examples (302, 304) of a CAC with varying amounts of condensate. In the first CAC, 302, hot charge air from the compressor 306 enters the CAC, cools as it passes through the CAC, and then exits the CAC outlet 310 to pass through the throttle valve 20 and into the engine intake manifold 22. The ambient airflow 308 enters through the radiator grille openings and passes laterally through the CAC to assist in cooling the charge air. The velocity of this airflow can depend on the vehicle speed and the rotational speed of the engine fan 92. The location 312 of the dew point is near the proximal end of the CAC (the end closest to the CAC inlet).At this point, a highly concentrated water and acid solution can form, posing the most significant corrosion risk. A relatively large amount of condensate 314 forms in the CAC 302 on the outlet side of the dew point location 312. By adjusting the position of the radiator grille louvers 114 and the speed or direction of rotation of the engine fan 92, the ambient airflow 308 is altered, thus changing the effectiveness of the CAC and shifting the dew point location. In the example of the CAC 302, closing one or more of the radiator grille louvers reduces the ambient airflow 308, decreases the cooling effectiveness of the CAC 302, and shifts the dew point downstream towards the outlet in the horizontal direction towards the outlet of the CAC and the engine.Reducing the speed, stopping, or reversing the direction of rotation of the engine fan 92 (so that it blows cooling air away from the CAC) can also reduce the ambient airflow 308 and cause the dew point to move downstream toward the CAC outlet and the engine outlet. The location 316 of the new dew point is shown in the CAC 304. In this case, the charge air temperatures are higher, which reduces the amount of condensate 318 in the CAC 304.

[0041] Several approaches can be used to control the engine fan and the radiator grille louvers. Further details can be found in... Fig. As described in section 3, the fan and grille louvers can be adjusted based on the location of the condensate within a CAC. For example, the fan operation and / or the position of the grille louvers can be adjusted to shift the location of the condensate, as described here, depending on various factors, if the dew point in a CAC remains within a position range along the horizontal axis for longer than a threshold duration. This position range can be adjusted based on vehicle operating conditions. For example, this position range can be increased to allow for additional engine cooling if engine temperatures are high and require increased ambient airflow. Conversely, this position range can be decreased to prevent corrosion of the CAC if the ambient air temperature is low or if it is currently raining.The threshold duration described above can be a period of time, a number of miles, a number of engine revolutions, or another measurable parameter.

[0042] In relation to Fig. 3. The control system 28 can calculate the location of the dew point, determine the desired direction of movement along the horizontal axis, and adjust the operation of the engine fan and the position of the radiator grille louvers accordingly. For example, the fan speed can be adjusted, the radiator grille louvers can be closed, or both, to reduce cooling and move the dew point to the right (outlet side with respect to the flow through the CAC, closer to the CAC and engine outlet) if the dew point is to the left (inlet side, closer to the CAC and compressor inlet from the center point with respect to the flow through the CAC) of a given midpoint. In this case, the fan setting can include reducing the speed, stopping the rotation, or reversing the direction of rotation so that cooling air is blown away from the CAC.Conversely, the fan speed is increased, the radiator grille louvers are opened, or both, to increase cooling and to shift the dew point 320° to the left (towards the inlet with respect to the flow through the CAC, closer to the CAC inlet and the compressor) if the dew point is to the right of the specified midpoint. Thus, by shifting the dew point to the right, causing the radiator grille louvers to open and the fan speed to increase, increased engine cooling also occurs. By shifting the dew point to the left, causing the radiator grille louvers to close and the fan speed to decrease (or stop or change direction), vehicle drag is reduced, improving fuel economy.Thus, controlling the fan and radiator grille panels in this way can reduce the deterioration of the CAC, while simultaneously improving fuel economy and aiding in engine cooling.

[0043] Determining whether to adjust the fan operation, the position of the grille louvers, or both to modify the CAC's efficiency can depend on other vehicle or external conditions. For example, if the vehicle is traveling at high speed, it may only be necessary to open the grille louvers to change the CAC's efficiency. Conversely, if the vehicle speed is low, it may be necessary to open both the grille louvers and increase the fan speed to provide sufficient cooling airflow to modify the CAC's efficiency. In another example, it may be necessary to adjust the dew point while engine temperatures are high. In this case, cooling for the CAC can be reduced by turning off the fan. However, the grille louvers can remain open to allow continued engine cooling.

[0044] In some embodiments, the amount of condensate or the rate of condensation may lead to an adjustment of the engine fan and / or the radiator grille deflectors. For example, the temperature of the air at outlet 310 of the CAC may, in relation to Fig. 3. The temperature may fall below the dew point. In some examples, this may cause the fan speed to decrease and / or the radiator grille louvers to close, reducing airflow to the CAC and thus decreasing the CAC's efficiency and increasing the temperature of the CAC's outlet air. In other examples, the fan speed may decrease and / or the radiator grille louvers may close after the temperature at the CAC outlet 310 has fallen below the dew point for longer than a threshold duration. The threshold duration can be adjusted based on vehicle operating conditions. For example, the rate of condensation may increase, requiring a shorter threshold duration in this position if the vehicle speed is high. Alternatively, the threshold duration in this position can be increased if the rate of condensation is low.

[0045] The operation of the engine fan 92 and the radiator grille panel system 110 can be based on the current state of the other, along with engine temperatures, vehicle driving conditions, the amount and rate of condensation in the CAC, the location of the dew point within the CAC, and the external weather conditions. In this way, all variables can be evaluated to determine the optimal combination of engine fan operation and radiator grille panel position for vehicle cooling, CAC corrosion prevention, misfire protection, and increased fuel economy. Examples of this operation are described below. Fig. 47 described.

[0046] Now moving on to Fig. Figure 4 shows an exemplary procedure 400 for adjusting the operation of the engine fan and the position of the radiator grille louvers based on a vehicle idle state, condensation in the CAC, ambient weather conditions, and engine temperatures. In Figure 402, the routine involves estimating and / or measuring engine operating conditions. These include, for example, engine speed and load, torque demand, boost pressure, manifold pressure (MAP), manifold charge temperature (MCT), air-fuel ratio (lambda), fuel alcohol content, atmospheric pressure, ambient conditions (e.g., ambient air temperature, pressure, humidity, etc.), engine history prior to ignition, etc. In Figure 404, it can be determined, based on the estimated conditions, whether a vehicle idle state exists.Such a determination may involve detecting a state of an unpowered vehicle, such as a deceleration state, a braking state, a pedal-release state, the fact that the rate of change of the engine speed is less than a predetermined threshold, a braking signal from an adaptive cruise control system (which detects the distance to a vehicle directly in front and automatically applies the vehicle's brakes to maintain a threshold distance from the vehicle ahead), or any other type of condition indicating an unpowered vehicle. For example, an unpowered vehicle may be in a state where the amount of brake pedal depressed by the driver exceeds a threshold. Another example is when the braking effort (e.g.,A force applied to the driver's brake pedal exceeds a threshold value. Another example is a vehicle without propulsion if the brake pressure exceeds a threshold value. A further example is a vehicle without propulsion if the degree of application of the vehicle's brakes (e.g., electrically operated brakes) exceeds a threshold value.

[0047] If the vehicle is not in a state of being unpowered (e.g., if the vehicle is powered), the process continues from steps 400 to 406 and 434, where the controller sets the grille cover default state to closed and the fan default state to off. Conversely, if the vehicle is not in a state of being unpowered, the process continues from steps 400 to 408 and 436, where the controller sets the grille cover default state to open and the fan default state to on. Depending on the unpowered state, the fan speed can also be adjusted at this point. For example, the fan speed may be higher for higher deceleration levels.

[0048] In both 434 and 436, the procedure 400 to 410 is continued, where condensation in the CAC is assessed. This procedure is discussed below. Fig. 5 developed. If it is determined at 410 that no condensation is forming, procedure 400 proceeds to 412 to maintain the position of the radiator grille slats and the fan operation at their default states. If, however, it is determined at 410 that condensation is forming, procedure 400 proceeds to 414 to determine the settings of the radiator grille slats and / or the fan that are necessary to reduce or change the condensation. At 416, the setting is made and the new states are set as the radiator grille default state and the fan default state.

[0049] The routine at 418 determines the probability of condensation forming in the CAC based on the external weather conditions. This procedure is explained further below. Fig. 6 developed. If, based on weather conditions, CAC condensate is unlikely to form, the radiator grille louvers and fan are held in their set default positions. Conversely, if condensate is likely to form, the radiator grille louvers are closed, replacing the previous default position. The fan default position may be maintained. Procedure 400 continues at 424 to check engine temperatures against threshold values. For example, engine cooling assistance is required if the engine coolant temperature (ECT) exceeds a maximum value. If these temperatures do not exceed a threshold (T1), the position of the radiator grille louvers and the fan position are maintained in their set default positions, and the routine ends. Conversely, the fan is turned on if the temperatures exceed a first threshold T1.At 430, the engine temperatures are checked again. If the temperatures exceed a second threshold T2, the radiator grille louvers open and the routine ends. Otherwise, the fan remains on and the set default position of the radiator grille louvers is maintained. In some embodiments, the second threshold is higher than the first threshold. In other embodiments, the first and second thresholds may be the same.

[0050] In Fig. Figure 5 shows an exemplary procedure 500 for adjusting the operation of the engine fan and the position of the radiator grille louvers based on condensation within the CAC. At 502, the routine determines the states of the CAC. This may involve retrieving data such as the ambient air temperature, ambient air humidity, inlet and outlet charge air temperature, and inlet and outlet charge air pressure from several sensors 30. These variables are used at 504 to determine whether condensation is forming in the CAC. If no condensation is forming, the procedure maintains the current fan control and the state of the radiator grille louvers at 506 and then terminates. If, however, condensation is forming, the procedure continues at 508 to determine the location of the dew point within the CAC.Controller 12 can determine the dew point location by analyzing the states of the CAC (Condensation Acceleration Control) as described above, as well as other variables (such as vehicle speed, fan speed, grille position, etc.). The controller can use algorithms to analyze data and determine the dew point location, the duration the dew point has remained in that position (e.g., residence time), the amount of condensate within the CAC, and other values. If the time spent at the dew point at 510 does not exceed a set time limit, the procedure maintains the current fan control and the grille position at 512 and terminates. However, if the time spent at the dew point at 510 exceeds a set time limit (or a threshold duration), the procedure determines at 514 the direction in which the dew point should be moved, as described above and in [reference missing]. Fig. (as shown in Figure 3) a desired location. At 516, the controller 12 and the actuators 32 adjust the fan operation and the orientation of the radiator grille slats so that the dew point is moved to the desired location. After the fan and the radiator grille slats have been adjusted, the routine ends.

[0051] Transition to Fig. Figure 6 shows an exemplary procedure 600 for adjusting the position of the radiator grille louvers based on condensation conditions determined from external weather conditions. At 602, the controller 12 receives data from several sensors 30, a GPS 34, and the vehicle's onboard communication and entertainment system 26. The retrieved data may include ambient air temperature and humidity and predicted weather conditions for the road ahead of or along the vehicle's route. Subsequently, at 604, the controller 12 analyzes the data for the condensation conditions of the CAC (Condensation Acceleration Control). These conditions may include rain, high humidity, low air temperature, or a combination thereof. If, at 606, it is determined that the condensation conditions are above threshold values, the radiator grille louvers are closed at 610. Otherwise, the procedure maintains the current radiator grille position at 608.Threshold values ​​may include a threshold temperature, humidity percentage, or precipitation amount at which condensation is likely to form within the CAC. The routine ends after 610 and 608. If the engine temperature rises above threshold values ​​during condensation-forming weather conditions, the engine fan may be turned on to provide engine cooling while continuing to prevent condensation in the CAC.

[0052] Fig. 7A and Fig. Figure 7B shows exemplary graphs 702 and 704, which compare the operation of the engine fan and the radiator grille shutters with respect to the engine coolant temperature, vehicle speed, condensation, and ambient weather conditions. Exemplary graphs 702 and 704 compare settings of cooling system components for varying combinations of vehicle speed (VS) and ambient weather conditions (OC) as a function of time (along the x-axis). Graph 702 illustrates a first exemplary operation of an engine fan and radiator grille shutters independent of condensation (CF). The switching on / off of the engine fan and the opening and closing of the radiator grille shutters are based on the engine temperature and the state of a stationary vehicle, which are represented in this figure as an engine coolant temperature (ECT) and a vehicle speed (VS), respectively.Graph 702 contains in graphical representation 706 the engine fan status (on or off), in graphical representation 708 the status of the radiator grille panels (open or closed), in graphical representation 710 changes in engine coolant temperature (ECT), in graphical representation 712 changes in vehicle speed (VS) and in graphical representation 714 changes in condensation formation (CF).

[0053] Graph 704 illustrates a second example of an adjustable engine fan and radiator grille shutter system, in which the operation of these systems is based on the engine coolant temperature, vehicle deceleration, condensation, and ambient weather conditions. Graph 704 includes the engine fan status (on or off) in graph 716, the radiator grille shutter status (open or closed) in graph 718, the ECT in graph 720, the VS in graph 722, the CF in graph 724, and an indication of the ambient weather conditions (OC) in graph 726. In this example, the engine fan and radiator grille shutters are switched on / off or opened / closed in response to system and ambient variables.However, in some embodiments, the fan and grille controls may include settings between the on / off position and between the open / closed position. In this example, the engine fan speed and the degree of grille opening can be adjusted by the system variables shown in Figures 702 and 704. For example, the engine fan speed may increase (e.g., proportionally) as the ECT rises above a threshold. In another example, the engine fan speed may change for different degrees of deceleration or for different amounts of condensation in the CAC.

[0054] Regarding graph 702, the fan may not operate before t1. At time t1, in response to the ECT reaching a threshold temperature T1 (graph 710), the engine fan is switched on (graph 706). Condensation (CF) at the charge air cooler can be monitored. Condensation (graph 714) reaches a threshold value (CT) immediately before time t2. This threshold value CT corresponds to a value above which condensation accumulation can increase the risk of corrosion. However, at the same time, the engine coolant temperature (graph 710) exceeds a threshold value T2 (which is higher than the threshold value T1), causing the radiator grille flaps to open (graph 708).The combination of opening the radiator grille vents and rotating the engine cooling fan provides increased ambient airflow, which helps reduce the ECT and alters the effectiveness of the CAC. Specifically, it causes condensation to decrease below the threshold (CT) before corrosion risk conditions are reached (Figure 714). While the fan remains on and the radiator grille vents remain open to lower the ECT, condensation increases again above the threshold CT (Figure 714). At time t3, the engine cooling coolant temperature falls below the threshold T1 in response to whether the fan is turned off or the radiator grille vents are closed (Figure 710).At time t4, the vehicle speed indicates a deceleration or braking state (graphical representation 712), which triggers the opening of the radiator grille louvers and the activation of the engine fan. During this time, the engine coolant temperature continues to fall, and condensation rises again above the threshold CT. At time t5, the vehicle accelerates, and at 728, engine misfires occur due to increased condensation. As the vehicle continues to accelerate, the engine coolant temperature increases along with the condensation. At time t6, the engine coolant temperature reaches T1, causing the fan to activate. Shortly thereafter, at time t7, the radiator grille louvers open when the engine coolant temperature reaches T2.

[0055] With regard to graph 704, the engine fan is switched on again at time t1 (graphical representation 716) when the ECT reaches T1 (graphical representation 720). Immediately before t2, condensation increases for the duration Δt1, which is less than the set time limit, exceeding the threshold value CT (graphical representation 724). Subsequently, the radiator grille flaps open (curve 718) when the engine coolant temperature exceeds the threshold value T2 at time t2 (graphical representation 720).

[0056] As time passes, condensation increases above the threshold value CT (graphical representation 724). Until time t2', when the CF curve for the set time limit Δt2 remains above CT (graphical representation 724), the fan remains on and the radiator grille louvers remain open. At t2', the fan switches off and the radiator grille louvers close, allowing condensation to decrease again. It is noted that at t2', the fan switches off and the radiator grille louvers close due to condensation even if the engine coolant temperatures have not fallen below T1. Between t2' and t3, the ambient weather conditions change to those likely to produce condensation (graphical representation 726). Since the radiator grille louvers are already closed, they remain closed at 730.At time t4, the radiator grille louvers reopen in response to vehicle deceleration (graphical representation 722) and remain open until t4'. During this time, the fan also switches on. In response to the CF curve rising above CT for the set time limit Δt3 (graphical representation 724), the fan switches off at time t4' (graphical representation 716) and the radiator grille louvers close again (graphical representation 718). When the vehicle accelerates at time t5, the radiator grille louvers remain closed (graphical representation 722). It is important to note that in this example, no engine misfire occurs at 732 because the condensate level within the CAC was kept low due to earlier changes in the fan and radiator grille louver states. The radiator grille louvers remain closed until t7' due to the condensate-forming weather conditions 734.If the engine coolant temperature rises above T1 at t5' (graphic 720), the fan switches on. If the engine coolant temperature rises to T2 (graphic 720), the radiator grille louvers remain closed until t7'.

[0057] A comparison of graphs 702 and 704 reveals differences in condensation within the CAC. The CF curve (graphical representation 714) rises above the condensation threshold four times in graph 702, three of which represent a significant corrosion risk for the CAC (736, 738, and 740). However, in graphical representation 704, the time the CF curve (graphical representation 724) spends above the condensation threshold CT is reduced (742 and 744). Thus, controlling the engine fan and the radiator grille covers in response to condensation and external weather conditions reduces the risk of corrosion and condensation within the CAC. The radiator grille covers also remain closed for a longer period in graph 704 (durations d1, d2, and d3) than in graph 702 (d4, d5, and d6). This reduces air resistance on the vehicle and improves fuel economy.

[0058] now transitioning to Fig. Table 800 shows four operating modes for the coordinated operation of the engine fan and radiator grille shutters of an engine cooling system. The engine cooling system can operate in four basic operating modes, based on the vehicle being unpowered, condensation in the CAC (cooling air conditioning system), ambient weather conditions, and engine temperatures. In each of these cooling system operating modes, the engine fan can be turned on or off in response to the listed conditions and system variables, and the radiator grille shutters can be actuated to open or close in response to them. For example, the engine cooling system can operate in a first operating mode (Mode 1). During operation in the first operating mode (Mode 1), the engine fan is actuated to turn on, and the radiator grille shutters are actuated to open.In one example, the engine cooling system can react to the fact that the engine coolant temperatures exceed a higher threshold temperature (such as above the second threshold temperature T2, as described in ). Fig. 4 and Fig. 7) and / or that the dew point in the CAC must be moved towards the inlet of the CAC and / or that the operating condition of a non-propelled vehicle, such as deceleration, is to be operated in Mode 1. As another example, the engine cooling system can be operated in a second mode (Mode 2). During operation in Mode 2, the engine fan can be activated and the radiator grille shutters can be closed. In one example, the engine cooling system can be operated in response to the engine coolant temperatures exceeding a lower threshold temperature (such as above the first threshold temperature T1 as specified in Fig. 4 and Fig. (as shown in Figure 7) and / or during a vehicle pedal pressure or acceleration condition and / or during condensation-forming environmental conditions such as rain, the fan and radiator grille louvers can be operated in mode 2. For example, the fan and radiator grille louvers can be operated in mode 2 if it is raining, but the engine coolant temperatures are above T1. In another example, operation in mode 2 can be triggered if the dew point needs to move towards the CAC inlet, but only by a small amount (e.g., by a distance less than a threshold value).

[0059] Furthermore, the engine cooling system can operate in a third mode (Mode 3). During operation in Mode 3, the engine fan can be switched off, while the radiator grille shutters are operated to open. For example, Mode 3 operation can be initiated in response to a vehicle inactive state, such as deceleration. In another example, Mode 3 operation can be triggered if less cooling is required to modify the efficiency of the CAC, such as to shift the dew point slightly towards the CAC inlet. Finally, the engine cooling system can operate in a fourth mode (Mode 4), in which the engine fan is switched off and the radiator grille shutters are operated to close.In one example, operation in mode 4 can be initiated in response to pedal pressure or acceleration during condensation-forming conditions such as rain, or if the dew point in the CAC needs to be moved towards the CAC outlet. For example, the fan and radiator grille louvers can operate in mode 4 if the engine coolant temperatures are lower than the threshold temperature T1 and the vehicle is accelerating. In another example, the fan and radiator grille louvers can operate in mode 4 if the engine coolant temperatures are lower than the threshold temperature T1 and it is raining outside. A controller (such as control system 28 from . Fig.1) can select an operating mode for the engine coolant system, including settings for the engine fan and radiator grille panels, to optimize engine cooling, vehicle aerodynamics, and condensate management.

[0060] In this way, engine fan operation can be controlled in response to engine temperatures, vehicle driving conditions, condensation in the CAC, and ambient weather conditions. By coordinating engine fan operation with grille operation, condensation buildup in the charge air cooler can be better controlled, improving engine cooling and fuel economy. Selectively increasing engine fan speed cools engine system components while simultaneously moving the dew point within the CAC toward the CAC inlet. Additionally, grille vents can be opened concurrently to further enhance cooling by increasing ambient airflow.During other conditions, the radiator grille louvers can be closed, restricting the flow of cooling air directed towards the CAC (Cooling Air Control Unit). This allows the dew point within the CAC to shift towards an outlet. Additionally, the engine fan operation can be adjusted to modify the CAC's effectiveness by shifting the dew point within the CAC. Controlling the engine fan and radiator grille louvers in this way ensures adequate engine cooling while optimizing fuel economy, preventing engine misfires, and mitigating CAC corrosion.

[0061] As the average professional in the field will appreciate, the routines described here can represent one or more of any number of controls for adjusting the engine fan or radiator grille. Thus, various steps or functions shown can be performed in the sequence presented, performed in parallel, or, in some cases, omitted. Likewise, the sequence of controls is not strictly necessary to achieve the tasks, features, and benefits described here, but is given for the sake of clarity and description. Although not explicitly shown, the average professional in the field will recognize that one or more of the steps or functions shown may be performed repeatedly, depending on the particular strategy employed.

[0062] The subject matter of the present disclosure includes all new and non-obvious combinations and sub-combinations of the various processes, systems and configurations, as well as other features, functions, activities and / or properties disclosed herein, and all correspondences thereof. Reference symbol list 10 Power machine 11 Air filters 12 controllers 13 turbochargers 14 Compressor 16 Turbine 18 CAC 19th wave 20 Throttle valve 22 Engine intake manifold 24 Manifold air pressure sensor (MAP sensor) 26 On-board communication and entertainment system 28 Tax system 30 sensors 31 combustion chambers 32 actuators 34 GPS 35 Exhaust pipe 36 exhaust manifolds 38 Thermostatic valve 40 Communication device 42 Inlet channel 50 EGR coolers 52 EGR valve 51 EGR passage 70 Emission control device 80 coolers 82, 84 Coolant line 86 Water pump 88 Front-end accessory drive (FEAD) 90 heating heat exchangers 92 Power engine fans 100 power machine system 102 motor vehicle 104 Cooling system 106 passenger compartment 110 Radiator grille trim system 112 Radiator grille 114 radiator grille trims 116 Airflow 300, 302, 304 CAC 308 Ambient airflow 310 Outlet 312 Location of the dew point 314 Condensate quantity 318 Condensate Increase cooling by 320 and move the dew point to the left. 322 Reduce cooling and move dew point to the right 400 procedures 402 Estimating and / or measuring power machine operating conditions 404 Vehicle without power? 406, 434 Radiator grille cover default state to closed or fan default state to switched off 408, 436 Radiator grille cover default state to open and fan default state to switched on 410 determines that no condensate forms 412 To maintain the position of the radiator grille panels and the fan operation in their basic states 414 Determining the settings of the radiator grille panels and / or the fan 416 Make adjustments and set the new states as the radiator grille default state and the fan default state 418 Determine the probability that condensate will form in the CAC based on the external weather conditions. 424 Checking engine temperatures with respect to threshold values 430 Check engine temperatures again 500 procedures Determine 502 states of the CAC Use 504 variables to determine whether condensate forms in the CAC. 508 510, to determine the location of the dew point within the CAC 512 maintain the current fan control and the state of the radiator grille panels at 512 514 Determine the direction in which the dew point is to be moved 516 Adjusting fan operation and the orientation of the radiator grill panels 600 procedures 602 Controller receives data from sensors Analyze 604 data points for the condensation states of the CAC 606 Condensation states above threshold values? 608 Keep radiator grille in upright position 610 Close radiator grille covers 702, 704 graphs 706 Power Engine Fan Status 708 Status of the radiator grille panels 710 Change in engine coolant temperature 712 changes in vehicle speed 714 Changes in condensation formation 716 Engine fan status 718 Status of the radiator grille panels 720 Engine coolant temperature 722 Vehicle speed 724 Condensation 726 Outdoor weather conditions 730 radiator grille covers remain closed 732 no engine misfire 734 Weather conditions 736, 738, 740 Condensate limits 742, 744 Time duration reduced Table 800

Claims

[1] A method of controlling an engine fan (92), the method comprising: Adjusting the operation of the engine fan (92) in response to condensate formation in a charge air cooler (18), characterized by that the condensate formation includes an amount or a rate of condensate formation, or that adjusting the operation of the engine fan includes changing the direction of fan rotation. [2] A method of controlling an engine fan (92), the method comprising: Adjusting operation of the engine fan (92) in response to the location (312) of a condensate (318) in a charge air cooler (18) remaining within a location range for more than a threshold duration. [3] The method of claim 2, wherein the engine fan (92) is adjusted to move the location (312) of the condensate (318) toward an inlet of the charge air cooler (18) during a first set of conditions and to move the location (312) of the condensate (318) toward an outlet (310) during a second, different set of conditions. [4] The method of claim 3, wherein the first set of conditions includes the engine temperature being higher than a threshold and the second set of conditions includes the engine temperature being lower than the threshold. [5] The method of claim 3, wherein moving the location (312) of the condensate (318) toward the inlet includes increasing the fan speed and moving toward the outlet (310) includes decreasing the fan speed. [6] The method of claim 3, wherein the first set of conditions includes driver pedal release occurring and the second set of conditions includes engine-driven vehicle acceleration. [7] The method of claim 2, further comprising adjusting the engine cooling fan (92) in response to engine cooling parameters and driver pedal release. [8] The method of claim 6, wherein the attitude range is increased in response to an increased engine temperature. [9] The method of claim 6, further comprising applying a boost pressure to the intake air on the inlet side of the charge air cooler (18). [10] The method of claim 2, further comprising directly injecting fuel into an engine (10) of a vehicle. [11] A method of controlling a vehicle engine fan, the method comprising: Increasing the engine fan speed in response to the location (312) of condensate formation in a charge air cooler (18) and conditions of an engine temperature above a threshold or a vehicle deceleration; and Reducing the engine fan speed in response to the location (312) of condensate formation and an engine temperature below the threshold. [12] The method of claim 11, further comprising adjusting a grille (112) in response to the location (312) of condensate formation. [13] A method of controlling a vehicle engine fan, the method comprising: Adjusting operation of the engine fan (92) including increasing the engine fan speed in response to a first condition and decreasing the engine fan speed in response to a second condition different from the first condition in response to the location (312) of condensate in a charge air cooler (18) remaining stationary for more than a threshold duration. [14] The method of claim 13, wherein operation of the engine fan (92) is adjusted to move the location (312) of the condensate toward an inlet of the charge air cooler (18) during the first condition and to move the location (312) of the condensate toward an outlet (310) during the second condition. [15] The method of claim 14, further comprising adjusting operation of the engine cooling fan (92) in response to engine cooling parameters and to driver pedal release and driver pedal pressure, wherein a location range is increased in response to increased engine temperature.

Images