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EECU controlled viscous fan
General
The radiator fan is still the viscous type and the fan rotation speed is controlled by a solenoid
valve (1) instead of, as previously, by a temperature sensing bimetal.
The fan speed is continually adjustable and has a lower idling speed than previously.
Viscous fans previously had an idling speed of 600-900 r/min. Electrically controlled viscous fans have an idling speed of 200-300 r/min.
Control of fan speed is by a signal (2) from the engine's control unit — EECU (Engine Manageme-nt System).
EECU is a common name for the control unit and includes hardware, software and data sets for
Volvo's engines.
EECU controlled fans have a fail-safe mechanism. If there is an electrical fault on the fan or its
connections, the fan will run fully connected at the highest possible speed. The aim of this is to
avoid the engine overheating even though an electrical fault has occurred. In some cases, for
example in cold climates, the fan can be disconnected completely and rotate at the lowest
possible speed, if there is an electrical fault.
The driver is warned by a yellow light on the dashboard coming on that shows there is
an electrical fault on the fan or its connections.
EECU controlled fans are equipped with a rotational speed sensor which sends information to the control unit on fan speed at any point in time. Fan speed is affected by a number of different
parameters.
The following systems can send requests for fan speed to the EECU:
Coolant temperature
Pneumatic system
AC system
Charge air temperature
Retarder
EECU temperature
Note: Among the systems that request activation of the fan, it is always the system that requests
the highest speed, that will have its request implemented. It is always the EECU that determines
which system will be prioritised and which fan speed will be set.
Coolant temperature
Coolant temperature is the most important parameter that controls coolant fan speed.
This is to maintain an even coolant temperature.
There is a lowest fan speed for any given temperature.
This is so that the fan is prepared for higher speed actuation. The fan has an acceleration time
that is too long if it is started from idling speed.
Pneumatic system
Via the vehicle ECU, the compressed air system can request activation of the fan. The fan is
activated to lower the temperature in the compressor's cooling coil when the compressor
charges the system. The function is used to ensure the cooling of compressed air before it enters the air drier.
For the function to be activated, the following conditions must be met:
The compressor is charging.
Engine speed exceeds a specific level.
Vehicle speed is below a specific level.
Inlet temperature exceeds a specific level.
An eval uation of whether the compressor charges or not is carried out in three different ways,
dependent on the type of air drier and suspension system.
Vehicles with electrically controlled air driers
The compressor is controlled, via the air drier, directly by the vehicle ECU, which means that the vehicle ECU knows whether the compressor is charging or not.
Vehicles with pneumatically controlled air driers and air suspension
Eval uation is carried out via the existing system pressure sensor which is connected to the
vehicle ECU. The compressor is considered to be charging if:
System pressure is below a specific level.
If system pressure rises & the pressure is between a specific lowest and specific highest level.
Vehicles with pneumatically controlled air driers and leaf spring suspension
Eval uation is carried out via a pressure switch located in the pneumatic control line between the
air drier and the compressor.
The pressure switch, which is connected to the vehicle ECU, registers when the control line is
without pressure (= the compressor starts to charge).
AC system
For the AC system to request activation of the fan, the vehicle speed, ambient temperature and
engine speed must fulfil specific requirements and the AC must be activated. If the pressure in
the AC system is too high, the system can request activation of the fan irrespective of vehicle
speed, ambient temperature and engine speed. This function is to ensure that the AC operates
correctly.
Charge air temperature
If charge air temperature exceeds a specific level and the requested engine torque also exceeds a specific level, the charge air temperature requests the activation of the fan. As charge air
temperature can be affected when the engine brake is activated, there is a delay in the request for fan activation after engine braking.
Retarder
The retarder can request the activation of the fan to generate increased cooling.
Compact retarder
The request for fan activation requires the following conditions are met:
Retarder must be activated.
The drive shaft speed should be above a specific level.
Coolant temperature or the temperature of the retarder oil should exceed specific levels.
Powertronic retarder
The implementation of a request for fan activation requires one of the following conditions to be
met:
Retarder must be activated.
or
Oil temperature, gearbox, should be above a specific level.
or
Oil temperature, retarder, should be above a specific level.
EECU temperature
In extreme conditions, the EECU can request the activation of the fan if the temperature in the EECU unit exceeds a specific level.
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http://kr.blog.yahoo.com/rainwood65/trackback/3498526/1241021
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 hello 2009.02.12 19:26 [218.4.185.213]
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I am very interested in this product, can i talk to you?
I am from China.
답글쓰기
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hi 2009.02.12 19:28 [218.4.185.213]
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My email: michael.tan21cn@gmail.com
0086 13818338065
답글쓰기
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When assembling the gauge: Cover the intake hole with your finger so that no fluid is pressed out.
Note: Any possible excess reaction fluid must not be poured back into the bottle.
(A) Upper chamber
(B) Lower chamber
(1) O-ring
(2) Max. volume marking
(3) Valve stem
Storage
The carbon monoxide gauge must always be kept lying horizontally in the storage box in a
location where no exhaust gases or cigarette smoke occur.
Sensitivity check
After each test with subsequent regenerating, refilling of reaction fluid or cleaning of the gauge,
check that fluid has not been rendered unusable.
Keep the intake nozzle approx. 3 cm in front of the mouth. The press on the rubber bladder once
and at the same time breathe out slowly until the rubber bladder is filled with air.
This minimal amount of carbon dioxide should be sufficient to colour the fluid yellow.
Regenerating of the reaction fluid
After each test, the reaction fluid can be regenerated by sucking in fresh air several times using
the bladder. As soon as the fluid has regained the blue-green colour the apparatus can be used
again.
It the reaction fluid's sensitivity is reduced or if the coolant, fuel or any another fluid has got into the gauge, the gauge must be cleaned and the fluid changed.
Cleaning of the gauge
The gauge is disassembled and the valve stem (3) is removed.
All parts are washed using clean tap water and the supplied cleaning fluid (793–3), not with
battery water, washing or cleaning agents, soap or soda.
Dry with compressed air.
Note: It must not be dried by blowing air with the mouth, since exhaled air contains carbon
monoxide. Neither should it be dried with pieces of cloth, since the cloth may contain remnants
of finishing oil, soap mm. Individual water droplets do not cause any damage.
After washing and before the assembly, the valve stem is fitted (3) into the lower chamber with a
slight pressure. If the pipe pressed too hard, the valve's function will be too stiff. The rubber
bladder when pressed should be filled with air within 3–6 seconds.
After filling up with reaction fluid a sensitivity check must be carried out.
(A) Upper chamber
(B) Lower chamber
(1) O-ring
(2) Max. volume marking
(3) Valve stem
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http://kr.blog.yahoo.com/rainwood65/trackback/3498526/1241020
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Operation
Injection point adjustments
Low-speed engine (point adjustment - solenoid valve closed)
The oil under pressure for the engine lubrication system is conducted up to the engine oil intake (10) The oil in the pressure channels (8) and (11) is distributed around the flanges (4) and (5) through grooves located in the bearing bushings, thus lubricating the regulator rotation unit.
The chamber between the rear flange (5) and the piston (7) is also filled with oil through the inlet channel (8), although without pressure since the oil flows through the command sleeve (16) grooves. The oil is also pressed through the rear flange channel (5), thus penetrating between the flange and the command sleeve (15).
The oil goes then between the rear groove around the command sleeve (15).
The pressure created through the command sleeve is too low to overcome the compression spring (19)strength. So, the command sleeve is not impelled upwards, from its extreme position against the rear flange (5).
The oil pressure entering the rear flange (5) and the piston (7) is also too low to move the piston from its seat, since the grooves in the command sleeve (16) let the oil go through between the bushing and the piston.
Due to the piston lack of displacement against the rear flange, there is no angle variation between the flanges (4) and (5).
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http://kr.blog.yahoo.com/rainwood65/trackback/3498526/1240998
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hambuger 2005.08.27 10:36 [211.204.6.141]
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뭐가 뭔지 하나도 몰르겠어요. 화나면 자동차공부를 해버릴까부네요.
답글쓰기
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Design
The regulator for the injection point is lubricated by the oil in the engine lubrication system through channels in the cylinder block. The returning oil is delivered through channels located in the regulator bottom and behind the engine regulator gears. Through the oil flow adjustment in the distribution regulator, the oil pressure is formed and used to change the adjustment angle between the input and output shafts.
The injection point regulator is mainly bearing housing (2) in which the control unit works at. The regulator gear is connected to the front flange (4). The point adjustment is transmitted through the rear flange (5) to the injector pump coupling. There is a grooved piston (7) fastened between the grooved flanges (4) and (5) from the injection regulator which, through its axial movement and helical grooves, makes the flanges turn to each other.
The oil control in the engine lubrication system acts on the command sleeve (15) and on the piston (7). Depending on the oil pressure against the command sleeve, the piston moves towards the front or rear flange. When the solenoid valve (9) is open, the oil in the chamber is kept in a constant pressure before the oil channel (10). The pressure in the chamber sets the command sleeve(15) in motion, pressing the compression spring (19) against the adjustment sleeve, which turns out to be the injection point adjustment. The front flange (4) and the rear flange (5) are axially connected by a connection rod (12).
The maximum rotation (variation angle) between the flanges is determined by the adjustment sleeve thickness (20), which limits the piston axial displacement (7) towards the front flange (4).
The strength of the compression spring for the adjustment sleeve (20)determines in which regimen the angle variation is started, as well as what the angle variation will be at a certain regimen by means of the balance the pressure spring exerts on the adjustment sleeve displacement against the front flange.
The adjustment sleeve (20) and the piston compression spring (18), may vary between the regulators for the different engines, depending on the variant specifications of the engine in question.
1. Axial bearing
2. Bearing housing
3. Front bearing housing
4. Front flange
5. Rear flange
6. Rear bearing housing
7. Piston
8. Oil inlet for the solenoid valve
9. Solenoid valve
10. Engine oil inlet
11. Solenoid valve oil outlet
12. Connection rod
13. Retainer
14. Oil return channel
15. Command sleeve
16. Command sleeve grooves (four)
17. Piston sealing
18. Piston compression spring
19. Command sleeve compression spring
20. Adjustment sleeve
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http://kr.blog.yahoo.com/rainwood65/trackback/3498526/1240997
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General
The regulator for the injection point is installed on the distribution cap. Its function is to advance the injection angle in the engine highest speed regimen.
The injector pump gear is fastened to the distribution regulator front flange. The regulator rear flange is connected to the injector pump through a coupling.
Depending on the engine's specifications, the control for the compression spring and the piston adjustment joint may vary. In all other cases, the regulators for the injection point are similar to one another both internally and externally.
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