Fan control unit for the cooling system of VAZ vehicles with an injection engine. Encyclopedia of radio electronics and electrical engineering

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The author proposes to improve the engine cooling system in order to reduce the load on the on-board network by rationally reducing the speed of the fan electric motor at low speed and turning it off at a speed of more than 40 km/h by installing an additional unit available for repetition by most motorists.

In the hot season, at a low speed of the car, in traffic jams, its engine operates at elevated temperatures. Periodically turning on the fan electric motor (EDV) of the cooling system at full power and then turning it off reduces the temperature of the engine, but not by much and not for long. EDV turns on at a temperature of 93 ° C of the coolant in the radiator, and turns off at 87 ° C. Since at low speed, especially in traffic jams, the oncoming air flow to the radiator is small or absent, the car engine heats up quickly after the EDV is turned off. There is a frequent switching on of the electric motor, the current consumption of which is 7,5 A. In addition, the crankshaft rotates at low speeds, which means that the electric generator is not able to give full power (current) to the on-board network. Therefore, part of the load is taken over by the battery, which leads to unwanted discharge.

The proposed cooling fan control unit solves these problems. At a vehicle speed of less than 40 km/h, the control unit turns on the electric motor only by a third of the power, reducing the load on the on-board network. This value is determined experimentally. In this mode, the temperature of the car engine is in the range of 85 ... 89 ° C, and the current consumed by the fan electric motor is 2,5 A. In the cabin, the noise from the switched on EDV becomes inaudible. At a vehicle speed of more than 40 km / h, the electric motor is turned off, since the oncoming air flow is sufficient for normal radiator cooling. Temperature control was carried out by the on-board computer State Unikomp 400L.

Rice. 1 (click to enlarge)

The diagram of the control unit is shown in fig. 1. Voltage pulses from the speed sensor (DS) installed in the gearbox are fed to the rectifier on the elements C1, VD1, VD2, R1, C2, R2. Capacitor C2 at the output of the rectifier is charged from voltage pulses from the DC. The higher the speed, the higher the constant voltage it charges. This voltage, proportional to the speed, is fed through an additional integrating circuit R7C3 to the non-inverting input (pin 2) of the DA1 comparator. Capacitor C1 galvanically decouples the input of the comparator from the signal from the Hall sensor installed in the DS, when the magnet on the DS shaft is opposite the Hall sensor when the car is stationary. An exemplary voltage of about 3 V is supplied to the inverting input (pin 1) of the comparator DA4 from the engine of the resistor R6 through the resistor R3.

At a vehicle speed of less than 40 km / h, the voltage at the non-inverting input of the comparator is less than at the inverting one. At its output (pin 7), a low voltage will be established. Output 1 (-U) of the DA2 timer is connected to a common wire. At the output of the timer (pin 3), a pulsed voltage appears with a duty cycle of 1,5 and a repetition period of 4 ms, which is applied to the gate of the transistor VT1. The fan motor turns on at a third of the power.

At a speed of more than 40 km / h, the voltage at the non-inverting input of the comparator is greater than at the inverting one. A high voltage level will be set at its output. The timer will be de-energized and a high voltage level will also be set at its output, the transistor VT1 will close. The EDV will stop rotating, but to purge the cooling radiator so that the car engine does not overheat, there will be enough oncoming air flow.

The voltage on the engine of the resistor R4 determines the switching threshold of the comparator. More voltage - at a higher speed, the radiator blower will turn off, and vice versa.

The +14 V supply voltage is supplied to the unit from the output "61" of the generator. The designations of the contacts are given in accordance with the diagram of the VAZ-21074 model. The same voltage feeds its excitation winding. The voltage at this output appears only after the car engine is started. When the engine is off and it is started by a starter, the reverse biased diode VD4 and resistor R11 block the galvanic connection of the VT1 gate with a common wire. Transistor VT1 is securely closed, EDV is disabled. The glow of the HL1 LED informs about the inclusion of the EDV. The LED and resistor R12 are mounted outside the block and are shown in red in the diagram.

Fig. 2

The printed circuit board is made of one-sided foil fiberglass with dimensions of 50x55 mm. The drawing of the board and the location of the elements on it are shown in fig. 2. The printed conductors of the drain and source circuits of the transistor VT1 must be duplicated with a piece of copper wire with a diameter of 0,8 ... 1 mm. Resistors MLT, OMLT or imported are used. Capacitor C4 - K50-35 or imported, the rest - ceramic, for example, the KM series. Chip DA2 KR1006VI1 - imported analogue of NE555. We will replace the KS207V (VD3) zener diode with any low-power one for a voltage of 12 V. The VD6 diode is any one designed for a direct current of at least 10 A and a voltage of 50 V. The VT1 transistor is powerful, with an open channel resistance of not more than 0,02 Ohm, a drain voltage source more than 50 V. ХР1, ХР2 - knife terminals "fork". The case RN14.121.3702 is taken from the voltage regulator of the VAZ-2106 car. The printed circuit board is designed for this case. The aluminum base of the housing serves as a heat sink for the transistor VT1. When assembling, it is necessary to install an insulating gasket between the case and the transistor. The electrical contact of the common wire of the printed circuit board with the case is carried out through two M3 fixing screws pressing the transistor to the aluminum base.

Four wires are removed from the case. Two short wires with a cross section of 0,5 ... 1 mm2 with knife terminals "fork" at the ends are soldered: one - to the contact DS, the other - to the contact G "61" (+14 V) of the printed circuit board (Fig. 2). Through the mating terminals "socket" with two wires of the required length, they must be connected, respectively, to the output of the speed sensor and the positive terminal of the generator G "61". Two more wires with a cross section of 1,5 mm. Install a fusible link (FU2-1 A) in the holder into the break in the wire going to the positive terminal.

The mounted block is installed on the left wing of the car in a convenient place. In this case, it is necessary to ensure reliable electrical contact between the base of the block body and the car body, and fasten the four wires that have been brought out to the body. LED HL1 is embedded, for example, in the scale of the engine temperature gauge. The cathode terminal is connected with a piece of insulated wire in a convenient place to the car body. One terminal of the resistor R12 is soldered to the anode of the LED and the soldering point is isolated with a piece of heat shrink tubing. A piece of wire with a cross section of 0,5 ... 0,75 mm2 is soldered to the other terminal of the resistor, the soldering point is insulated in the same way. The free end of the wire is connected to the wire going from XP2 to the red power wire + EDV "XT1-1".

The assembled and installed unit must be adjusted. To do this, you will need to conduct a temporary wire from the connection point of the capacitor C2 with the resistors R1, R2, R7 of the unit to the car interior. Next, connect the positive probe of the multimeter to this wire. Connect the negative probe to the car body. At a vehicle speed of 40 km / h, measure the voltage, then set the same voltage on the resistor R4 engine in the block with the engine running, and then remove the temporary wire. The speed of the fan motor can be adjusted by selecting the resistor R9, if necessary.

After installing this block, the temperature of the car engine did not rise above 90 ° C even in the hot season and was in the range of 85 ... 89 ° C with a calm driving style. EDV never turned on from the standard cooling system at full power.

Author: V. Dolgodrov

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