DE102009057153A1 - Method for conditioning an interior of a vehicle - Google Patents

Abstract

The invention relates to a method for conditioning an interior of a vehicle (1) by means of a heat sink (23) assigned to the interior.
To allow for improved air conditioning, the heat sink is controlled according to at least one of the following criteria: activating the heat sink (23) if a signed humidity difference (59) of a set indoor humidity (33) minus an actual indoor humidity (31) has a threshold (47) activating the heat sink (23) if a dew point (35) of the interior is greater than an actual disk temperature (45) of a disk delimiting the interior, activating the heat sink (23), if any, by applying an increase operator to the dew point ( 35) detectable safety dew point (67) is greater than the actual wheel temperature (45), deactivating the heat sink (23) if an evaporator temperature difference (85) of a maximum adjustable target evaporator temperature (39) of the heat sink (23) minus an existing actual Evaporator temperature (29) of the heat sink (23) is less than a dew point difference (83) of the disk temperature (45) minus the Dew point (35), deactivating the heat sink (23) if an evaporator temperature safety difference (81) detectable by applying another increase operator to the evaporator temperature difference (85) is less than the dew point difference (83), deactivating the heat sink (23) if the humidity difference ( 59) is greater than the evaporator temperature difference (85) or the evaporator temperature safety difference (81).

Description

The invention relates to a method for air-conditioning an interior of a vehicle and to a vehicle equipped with a process-operated air conditioning system.

Methods for air conditioning are known. Such systems may be designed, for example, for regulating a temperature of the interior. Furthermore, it is known to take into account or interfere with disturbance variables, such as, for example, an outside temperature or a radiation intensity which causes a heat input into the interior. For example, the influencing of a blower voltage, a blow-out temperature and / or a flap position for influencing an air distribution are known as adjusting possibilities. Furthermore, air-conditioning systems are known which influence a state of the interior, for example with regard to the temperature and a humidity of the interior. From the EP 0 316 545 B1 discloses an air conditioning system for a motor vehicle with devices suitable for dehumidification in the air duct, which can be controlled by a microcomputer, at which values measured by sensors for outside temperature, inside temperature and inside humidity are obtained. The microcomputer calculates the limit humidity as the ratio of the saturation vapor pressure inside the disc and the saturation vapor pressure of the inside air from the values for outside temperature, inside temperature and inside humidity and, if the difference between the limit humidity and the inside humidity falls below a certain value, the devices for dehumidification. From the DE 10 2004 025 010 B3 a device for detecting fog on a surface of a vehicle is known. The surface may be an inside of a pane of the vehicle, a thermal coupling of the moisture sensor to the surface is made by means of conductors, the conductors having second plug contact elements for electrical connection to first plug contact elements and mechanical support of a circuit board to the external conductors are provided. Further. is from the DE 10 2007 007 440 A1 a method for controlling an evaporator temperature, in which after reaching a target temperature in the vehicle interior, the evaporator temperature is increased until a predetermined indoor humidity or the temperature in the vehicle interior is greater than the target temperature.

The object of the invention is to enable improved air conditioning of an interior of a vehicle, in particular to provide the most energy-efficient possible air conditioning of the interior.

The object is solved with the features of the independent claims.

In a method for air-conditioning an interior of a vehicle by means of a heat sink associated with the interior, the object is achieved by non-activating or deactivating the heat sink, if it is determined that it is to be expected that there is no fogging when the heat sink is not activated or deactivated occur from the interior windows of the vehicle, a target interior temperature, a target outlet temperature reached and / or a target indoor humidity, is not exceeded in the existing interior temperature. The determination can be made by calculating or estimating. With the invention it is possible to control the heat sink as needed.

Furthermore, a control of the heat sink according to at least one of the following criteria is provided: Activating the heat sink, if a signed moisture difference of a target indoor humidity minus an actual indoor humidity falls below a threshold, activating the heat sink, if a dew point of the interior is greater than an actual Disk temperature of a disk delimiting the interior, activating the heat sink if a safety dew point of the interior determined by applying an increase operator to the dew point is greater than the actual disk temperature, deactivating the heat sink if an evaporator temperature difference of a maximum settable target evaporator temperature of the heat sink minus an existing one Actual evaporator temperature of the heat sink is less than a dew point difference of the pulley temperature minus the dew point, deactivating the heat sink, if any, by applying another boost operator to the penalty calculator temperature difference determinable evaporator temperature safety difference is less than the dew point difference, deactivating the heat sink if the humidity difference is greater than the evaporator temperature difference or the evaporator temperature safety difference.

The heat sink has a compressor as well as a downstream evaporator. The non-activation or deactivation of the heat sink can be done by not activating or deactivating the compressor. Under the interior, an entire delimited interior of the vehicle, such as a passenger compartment, be understood. However, it is also conceivable that under the interior of a climate zone, which is influenced separately in the sense of a controlled system, is understood. Furthermore, it is conceivable to understand an only partially enclosed space of a vehicle, as it results, for example, in a convertible. It is conceivable to apply the method to an interior which is subdivided into different climate zones to be influenced separately, wherein, for example, minimum values can be formed for influencing the temperature so that, for example, the heat sink can be controlled so that in any case the climatic zone with the greatest cooling and / or dehumidification requirement can be regulated to a desired degree.

The air conditioning can be designed so that after a first start, for example, an activation of a corresponding drive source, such as an internal combustion engine, an electric motor and / or a combination of both in the sense of a hybrid drive initially the heat sink is not activated. Immediately after activation of the drive source of the vehicle then takes place according to at least one of the above criteria for activation optionally activation of the heat sink instead. Advantageously, it can be ensured that the heat sink, which is supplied by means provided by the drive source or energy storage energy is activated only in a real need and thus advantageously causes the lowest possible energy consumption. It is conceivable to check two or more of the mentioned criteria for activation and to associate them, for example, with an OR element, so that the heat sink is activated as soon as one of the conditions is fulfilled. Advantageously, such a compromise between a minimum energy consumption and maximum safety, for example by a fog-free held disc can be guaranteed. In order to keep the operation of the heat sink as short as possible, in particular in order to advantageously minimize wear and / or energy consumption, it can be deactivated again when the deactivation criteria apply. It is conceivable, in order to ensure maximum safety, to check at least two of the criteria or all of the criteria with an AND element and to deactivate the heat sink only if the correspondingly linked criteria are met in the same way.

In one embodiment of the method, a determination of the actual interior humidity of the interior is provided by means of a humidity sensor device assigned to the interior. Advantageously, the interior humidity can be determined by means of conventional sensors, for example in percent relative humidity, as vapor pressure or as dew point by means of the moisture sensor device.

In a further embodiment of the method, a determination of the dew point is provided by means of the actual interior humidity and an actual interior temperature of the interior. The dew point can be determined by means of a suitable device, for example a calculation device of the air conditioning.

In a further embodiment of the method, predetermining or determining the desired interior humidity and / or predetermining or determining the threshold value and / or specifying or determining the desired evaporator temperature and / or predetermining or determining the desired evaporator temperature and / or Prescribing or determining the increase operator and / or predetermining or determining the further increase operator provided. Advantageously, the variables mentioned may be at least partially or all together part of a control for conditioning the interior of the vehicle, which may be controlled or self-controlled variable of a corresponding control circuit and / or possibly command variable for a downstream control loop.

In a further embodiment of the method, an adjustment of the actual evaporator temperature is provided. This can be done advantageously by means of a heat sink controlling the controller.

In a further embodiment of the method, it is provided that the heat sink has an air-conditioning compressor and an evaporator downstream thereof. The air conditioning compressor can be powered by means of the power source or energy storage provided energy, such as electrical and / or mechanical energy. By means of the downstream evaporator, a cooling capacity of the heat sink can be provided. It is conceivable that the climate compressor and / or the evaporator further adjusting elements, for example, a controllable expansion valve for adjusting the cooling capacity and / or the actual evaporator temperature are assigned.

In a further embodiment of the method, determining the pane temperature is provided by means of a pane temperature measuring device assigned to the pane. Advantageously, the disk temperature can be measured by means of the measuring device and provided to a corresponding downstream control and / or control device of the air conditioning.

In another embodiment of the method, applying the enhancement operator as an additive offset and / or applying the enhancement operator as a factor applied to an absolute temperature scale and / or applying the further enhancement operator as an additive offset and / or applying the enhancement operator other than one absolute temperature scale applied factor provided. Advantageously, an offset can be added to the corresponding signals in a simple manner. By means of the offset can be a safety margin, for example, to secure a fog-free kept slice of the interior.

For example, the absolute or relative temperature scale may be a temperature scale in units of Kelvin.

The object is also achieved in a vehicle with an air conditioning of the interior of the vehicle by means of a heat sink associated with the interior, wherein the air conditioning is set up, constructed and / or designed for performing a method described above. This results in the advantages described above.

The invention can be used in particular in the technical context of automatic climate control machines. Up to now, the air conditioning compressor has been operated in "AUTO mode" as soon as the outside temperature exceeds a limit value. In the temperate outside temperature range (2 ... 18C °), the air sucked in by the air conditioner is cooled and then heated by a heat exchanger. For externally controlled compressors, a maximum evaporator temperature of approx. 10 ° C can be achieved. For older models, it is always regulated to 2 ° C downstream of the evaporator. According to the externally controlled compressor z. B. at an outside temperature of 18 ° C and a target outlet temperature of 20 ° C, the incoming air is cooled to 10 ° C and then heated again by 10 K. The air is dehumidified only when the external humidity is so high that the dew point is below 10 ° C (highest possible temperature at the evaporator). If the driver wants to switch off the compressor, he has to deactivate the compressor manually. Occurs below compressor fitting without compressor operation or the desired interior temperature or indoor humidity is exceeded, the driver must manually re-activate the compressor. It is understood that such manual activation and deactivation results in increased energy consumption.

In order to reduce the energy consumption and thus the C02 emission generated by the vehicle, the invention restricts the switch-on times for the air-conditioning compressor to a measure which guarantees a safe driving operation and is necessary for achieving / obtaining climate comfort.

Further advantages, features and details will become apparent from the following description in which - where appropriate, with reference to the drawings - at least one embodiment is described in detail. Described and / or illustrated features form the subject of the invention, or independently of the claims, either alone or in any meaningful combination, and in particular can additionally also be the subject of one or more separate invention (s). The same, similar and / or functionally identical parts are provided with the same reference numerals. Show it:

1 a schematic view of a principle of operation of an air conditioning of an interior of a vehicle; and

2 a schematic view of a switching logic for activating or deactivating a compressor of in 1 shown air conditioning.

1 indicates for by means of the reference numeral 1 indicated vehicle a schematic view of a climate control unit (air conditioning) 3 for an interior of the vehicle, not shown 1 , The air conditioning 3 points as an entrance 5 as interference a sun intensity 7 and an outside temperature 11 on. The reference variable is a temperature difference 9 from a target interior temperature and an actual interior temperature of the interior of the vehicle 1 intended. The interference quantities sun intensity and outside temperature can be determined by means of suitable sensor devices of the vehicle 1 determined and / or estimated and are on the temperature difference 9 switched. The entrance 5 gets to a regulator 13 forwarded, this converts it into a control code, for example, between 0 and 255. By means of the control code of the controller 13 becomes an exit 15 controlled. The exit 15 has a blower voltage as manipulated variables 17 , a target evaporator temperature 19 an evaporator of air conditioning 3 as well as a flap position 21 for controlling an air distribution of the interior of the vehicle 1 on. At the target evaporator temperature 19 it may alternatively and / or additionally also be a discharge temperature at the interior associated blow-out for blowing air into the interior. However, as an approximation, it can be assumed that the target evaporator temperature 19 the blow-off temperature plus a constant or variable Nacherwärmungsoffset. To set a corresponding actual evaporator temperature or the resulting discharge temperature, a corresponding, not shown, reference controller for controlling the heat sink or not shown compressor and evaporator of the heat sink can be provided.

2 shows a schematic view of a switching logic for activating and deactivating a heat sink 23 of the vehicle 1 , The heat sink 23 has a compressor 25 and a downstream of this evaporator 27 of a refrigeration cycle. According to the specification of the controller 13 or the target evaporator temperature 19 points the evaporator 27 an actual evaporator temperature 29 on. Disabling or disabling the heat sink 23 can be done by not enabling or disabling the compressor 25 respectively.

In the switching logic is an ascertainable by means of a moisture sensor device not shown actual indoor humidity 31 one. The humidity sensor device is the interior of the vehicle, not shown 1 assigned. Furthermore, a predetermined or specifiable target indoor humidity is 33 in the in 2 represented logic. The absolute humidity or the water content can also be determined at the location of the wheel temperature. By knowing this size (s) and the interior temperature, the relative actual indoor humidity relative to the interior temperature is then determined. By means of the actual interior humidity 31 and one by means of a temperature measuring device not shown for determining an actual interior temperature of the interior of the vehicle 1 can be a dew point 35 which is also included in the 2 illustrated logic is received. To increase the dew point 35 goes an offset 37 one. Furthermore, the actual evaporator temperature go 29 and a maximum settable target evaporator temperature 39 one. Finally, go another offset 43 , a disc temperature determinable by means of a disk temperature measuring device 45 and a threshold 47 one. Furthermore, it can be provided, an activation of the compressor, if a discharge temperature is not reached without a compressor.

The heat sink 23 is by means of an activation flag 49 activated, the result of an OR member 51 is. The OR member 51 processes a first activation signal 53 and a second activation signal 55 , The first activation signal 53 is the result of a first comparison 57 that determines if a humidity difference 59 is less than the threshold 47 , In this case, the first activation signal 53 otherwise not. The moisture difference 59 is by means of a first differential element 61 as the target indoor humidity 33 minus the actual indoor humidity 31 determined.

The second activation signal 55 is the result of a second comparison 65 Determining whether a safety dew point 67 is greater than the disk temperature 45 , If so, the second activation signal becomes 55 otherwise not. The safety dew point 67 is by means of a first summing element 63 determines the dew point 35 the offset 37 added.

In the event that the first activation signal 53 or the second activation signal 55 or both activation signals are set is by means of the OR gate 51 the activation flag 49 to activate the heat sink 23 or to turn on the compressor 25 of the vehicle 1 set.

To deactivate the heat sink 23 or to turn off the compressor 25 of the vehicle 1 serves a deactivation flag 71 which can be set to turn off accordingly. The deactivation flag 71 becomes by means of an and-member 73 generates a first deactivation signal 75 and a second deactivation signal 77 processed.

The first deactivation signal 75 is done by means of a third comparison 79 provided. The third comparison 79 determines if an evaporator temperature safety difference 81 less than a dew point difference 83 , The dew point difference 83 is by means of a third difference element 41 determines that from the disk temperature 45 the dew point 35 withdraws. If the evaporator temperature safety difference 81 less than the dew point difference 83 , becomes the first deactivation signal 75 otherwise not.

The evaporator temperature safety difference 81 is by means of a second summing element 69 generated. The second summer 69 added to an evaporator temperature difference 85 the further offset 43 added. The evaporator temperature difference 85 is by means of a second differential element 87 determined. The second difference element 87 draws from the maximum settable target evaporator temperature 39 the actual evaporator temperature 29 and thus forms the evaporator temperature difference 85 ,

The second deactivation signal 77 is by means of a fourth comparator 89 provided. The fourth comparator 89 determines if the humidity difference 59 is greater than the evaporator temperature safety difference 81 , If so, the second deactivation signal becomes 77 otherwise not.

The difference between the nominal and actual internal humidity can be converted into a temperature difference (in degrees K) relative to the evaporator temperature.

The nominal indoor humidity 33 as well as the actual interior humidity 31 may be in the form of a temperature or converted into such a, before they the third differential element 41 are supplied, which then correspond to dew points. In particular, the actual indoor humidity 31 in the form of the dew point 35 available. In this case, too, the threshold value 47 present as temperature. However, it is also possible to set the threshold 47 in another unit, for example in relative humidity or as To specify vapor pressure. Accordingly, the humidity difference 59 or the actual interior humidity 31 and the target indoor humidity 33 be transferred to the appropriate unit. If necessary, the comparisons 57 and 89 be carried out in different units.

Alternatively and / or additionally, it is possible to offset 37 and / or the further offset 43 to zero or the corresponding summing terms 63 . 69 to be dropped. If necessary, it is possible to use the offsets 37 and or 43 by substituting factors for the corresponding temperature values.

The compressor 25 the heat sink 23 is after a signal 'ignition on' and shortly after an engine start of the vehicle 1 still off. At this time, a decision is made on a first startup of the compressor 25 for a corresponding upcoming driving cycle. This can be done according to the activation flag 49 happen.

To decide if the compressor 25 at all, the actual indoor humidity can be switched on 31 , the target indoor humidity 33 , the dew point 35 as well as the offset 37 to the activation signals 53 and 55 will be charged.

Only if at least one of the activation signals 53 and 55 is set, the activation flag becomes 49 for the first commissioning of the compressor 25 set. Otherwise, the compressor remains 25 switched off advantageous, so that thereby otherwise caused additional consumption and / or wear can be avoided or saved.

During the driving cycle of the vehicle 1 become the conditions of the first comparison 57 and the second comparison 65 cyclically checked, so as soon as one of the activation signals 53 or 55 is set during the driving cycle of the compressor 25 is turned on.

If so, the third comparison is cyclic 79 and the fourth comparison 89 for determining the deactivation signals 75 and 77 operated, where appropriate, if appropriate, the deactivation flag 71 to turn off the compressor 25 is set, with advantageous fuel can be saved.

At the maximum settable target evaporator temperature 39 it may be a temperature by means of a control circuit, not shown, for controlling the heat sink 23 maximum can be set, for example, 10 ° C.

The applicative implementation of the invention can be carried out as follows:

1. Request compressor

• • Eine manuelle Defrostanforderung vorliegt
• • Der Sollwert „LO” = maximales Kühlen vorliegt
• • Die angeforderte Kühlleistung ohne Kompressorbetrieb nicht erreicht wird
• • Scheibenbeschlag ohne aktiven Kompressor nicht garantiert werden kann
• • Die Sollinnenfeuchte bezogen auf die aktuelle Innenraumtemperatur ohne Kompressorbetrieb nicht erreicht wird
• • Eine hohe Anzahl von Ein- und Ausschaltvorgängen innerhalb eines Fahrzykusses überschritten wird.

The compressor is only requested or switched on by the climate control unit if:

• • There is a manual defrost request
• • The setpoint "LO" = maximum cooling is present
• • The requested cooling capacity is not reached without compressor operation
• • Window fitting without active compressor can not be guaranteed
• • The target internal humidity based on the current interior temperature without compressor operation is not reached
• • A high number of on and off operations within a driving cycle is exceeded.

If the compressor was requested, it remains on for at least a defined period of time.

There is no request activated when the compressor by a higher prioritized shutdown criterion z. B. manual deselection of the compressor operation is turned off by the customer.

Furthermore:

Request compressor for cooling capacity requirement

• • Requirement of the compressor if the set outlet temperature is not reached The compressor is to be requested if the difference between the setpoint and actual outlet temperature (blowout ABL_EPS) exceeds a defined threshold (eg -1.66 K, special case convertible open: -5 K). ,
• • The respective (signed) smallest blow-out symbol of all control zones is considered.
• • The request is only activated if at the same time the temperature flap angle of the requesting zone is a parameter value that can be parameterized (1%) and the request condition is longer than the parameterizable debounce time (10 sec, special case convertible open: 20 sec). ABL_EPSmin <limit value && temp flap angle <limit value && debounce time expired

Request compressor in case of risk of window fogging

• • The compressor is requested if a specified safety distance of the disc temperature is undershot to the actual dew point determined by the humidity sensor
• • The safety distance to the dew point is determined via characteristic curves depending on factors influencing the fogging probability (outdoor temperature, recirculation damper angle, compressor status in the last drive cycle, wiper operation, sun intensity, travel speed, etc.) Dew point + safety distance> window temp && debounce time expired

Request compressor if comfort humidity is exceeded

• • The compressor is requested when the actual internal humidity determined via the humidity sensor exceeds a set indoor humidity relative to the vehicle interior temperature (specification of a setpoint humidity as a function of the inside sensor temperature) by a parameterizable threshold value (eg 0%).
• • The threshold value must be continuously exceeded for a configurable period of time (45 sec) before the compressor is switched on Relative nominal internal humidity <Relative actual internal humidity (both related to the interior temp) && Debounce time expired

Compressor request because minimum on-time has not yet been exceeded

• • If the compressor has been requested, a parameterizable minimum run time (eg 120 sec) of the compressor must be observed before it can be switched off again, even if all other requirements criteria are no longer met.

All other compressor shutdown z. As in the case of failure, high or low pressure detection, too low outside temperature, manual deselection of the compressor by the customer or shutdowns via engine control unit and in the active start-stop operation have priority over a requirement as described above.

2. Reset the compressor request or switch off the compressor

• • Keine manuelle Defrostanforderung mehr vorliegt
• • kein Sollwert „LO” = maximales Kühlen vorliegt
• • kein manueller oder automatischer Umluftbetrieb vorliegt

und wenn errechnet oder abgeschätzt werden kann, das:

• • ohne Kompressorbetrieb kein Scheibenbeschlag auftritt
• • die Sollausblastemperatur auch ohne Kompressorbetrieb erreicht werden kann
• • Die Sollinnenfeuchte bezogen auf die aktuelle Innenraumtemperatur Innenraumtemperatur auch ohne Kompressorbetrieb nicht überschritten wird

sofern nicht eine vorgegebene maximaler Anzahl von Ein/Aus-Schaltvorgängen bezogen auf das oben beschriebene Handling überschritten und eine vorgegebene Kompressormindestlaufzeit nicht unterschritten sind.A compressor request can also be deactivated or canceled again in the active drive cycle if:

• • There is no longer manual defrost request
• • no setpoint "LO" = maximum cooling
• • there is no manual or automatic recirculation mode

and if it can be calculated or estimated that:

• • without compressor operation no window fitting occurs
• • the desired outlet temperature can be reached even without compressor operation
• • The nominal internal humidity, based on the current interior temperature, is not exceeded even without compressor operation

unless a predetermined maximum number of on / off switching operations based on the handling described above has been exceeded and a predetermined minimum compressor running time is not exceeded.

A request may also be withdrawn if the compressor is switched off by the outside temperature, manual deselection by the customer (AC off) or in active stop mode, provided the conditions are met.

The compressor is only switched off when there is no more compressor request.

Furthermore:

Withdrawal of the compressor requirement due to cooling capacity requirement

• • The compressor request due to the cooling capacity requirement can be withdrawn if the minimum set outlet temperature of all zones is greater than the outdoor temperature plus configurable fresh air heating offset (eg 5 K, special case convertible roof open: 2 K)
• • The compressor request is only canceled if the compressor setpoint current is lower than a parameterisable threshold (600 mA) at the same time Auablastemp_min> Outside temp + postheating offset && Compr_Strom <Limit value && debounce time expired

Withdrawal of the compressor requirement due to the danger of the disc fitting without the use of an external moisture sensor

• • The compressor requirement due to detected danger of fogging can be withdrawn if a corrected dew point distance including the specified safety distance is greater than the sum of the instantaneous dehumidifying capacity of the evaporator based on the general dehumidification potential of the evaporator and the assumed humidity potential of the outside air
• • The humidity potential of the outside air is determined by a characteristic in dependence of the Outside temperature specified and based on experience. This assumes average relative humidity (100 ... 60%) of the outside air
• • The compressor requirement due to detected danger of a fitting is withdrawn if: "the maximum set evaporator temperature" minus "evaporator actual temperature" (= instantaneous dehumidification potential of the evaporator) plus the "assumed humidity potential of the outside air" is less than the corrected dew point distance (Verd_Max_Temp - evaporator temperature) + humidity potential (= offset temperature distance) <(wheel temp - dew point + safety distance_feature) && debounce time expired

Withdrawal of the compressor requirement due to comfort humidity without the use of an external humidity sensor

• • The compressor requirement based on the detected comfort humidity relative to the interior temperature can be reduced if the evaporator temperature-related equivalent to the setpoint to actual internal humidity is greater than the sum of the preset safety distance and the instantaneous dehumidification capacity of the evaporator based on the general dehumidification potential of the evaporator and the assumed humidity potential the outside air
• • The humidity potential of the outside air is specified via a characteristic as a function of the outside temperature and is based on empirical values. This assumes average relative humidity (100 ... 60%) of the outside air. EPS_Verdampfer_Innefeuchte> (Verd_Max_Temp - evaporator temperature) + humidity potential (= offset temperature distance) + Sicherheitsabstand_Innenfeuchte && debounce time expired

3. Switch-off correction as a function of the switch-on frequency per time interval

• a) für Ausblastemperaturepsilon (Kälteleistungsbedarf) wird der Wert ”Frischluftaufheizungsoffset” um Parameter „Zusatz-Offset” (z. B. = 1 K), angehoben, bei jeder weiteren gleichen Kompressoranforderung darüber hinaus wird ”Zusatz-Offset” erneut um 1 K erhöht und damit die Wiederausschaltbedingung verschärft
• b) für Komfortfeuchte, wird der Wert ”angenommenes Feuchtepotential der Außenluft” um Parameter ”Zusatz-Offset” (default = 1 K) angehoben, bei jeder weiteren gleichen Kompressoranforderung, darüber hinaus wird ”Zusatz-Offset” erneut um 1 K erhöht und damit die Wiederausschaltdedingung verschärft
• c) für Beschlags-Feuchte, wird der Wert ”angenommenes Feuchtepotential der Außenluft” um Parameter ”Zusatz-Offset” (z. B. = 1 K) angehoben, bei jeder weiteren gleichen Kompressoranforderung, darüber hinaus wird ”Zusatz-Offset” erneut um z. B. 1 K erhöht und damit die Wiederausschaltdedingung verschärft.

If the compressor is switched on within a parameterizable period of time (eg 15 min) more than the limit value (eg one or two times) over one and the same requirement reason (fog humidity, comfort humidity or cooling capacity requirement), the relevant switch-off limit is increased ,

• a) For Ausblaststemperaturpsilon (cooling capacity), the value "fresh air heating offset" by the parameter "additional offset" (eg = 1 K), increased, with each further same compressor request beyond "additional offset" is again increased by 1 K. thus tightening the switch-off condition
• b) for comfort humidity, the value "assumed humidity potential of the outside air" is increased by the parameter "additional offset" (default = 1 K), with every further equal compressor request, moreover "additional offset" is again increased by 1 K and thus aggravates the re-shutdown condition
• c) for humidity of the fittings, the value "assumed humidity potential of the outside air" is increased by the parameter "additional offset" (eg = 1 K), with every further identical compressor request, in addition "additional offset" is changed again z. B. increases 1 K and thus exacerbated the Wiederausschaltdonditionung.

LIST OF REFERENCE NUMBERS

1

vehicle

3

Air conditioning

5

entrance

7

solar intensity

9

temperature difference

11

outside temperature

13

regulator

15

output

17

blower voltage

19

Target evaporator temperature

21

flap position

23

heat sink

25

compressor

27

Evaporator

29

Actual evaporator temperature

31

Actual interior humidity

33

Target interior humidity

35

dew point

37

offset

39

Target evaporator temperature

41

third differential element

43

offset

45

disc temperature

47

threshold

49

activation flag

51

OR gate

53

first activation signal

55

second activation signal

57

first comparison

59

humidity difference

61

first difference element

63

first summing element

65

second comparison

67

Security stagnation point

69

second summing element

71

Deaktivierungsflag

73

AND gate

75

first deactivation signal

77

second deactivation signal

79

third comparison

81

Evaporator temperature safety difference

83

Dew point

85

Evaporator temperature difference

87

second differential element

89

fourth comparator

QUOTES INCLUDE IN THE DESCRIPTION

This list of the documents listed by the applicant has been generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Cited patent literature

• EP 0316545 B1 [0002]
• DE 102004025010 B3 [0002]
• DE 102007007440 A1 [0002]

Claims (11)

Method for air conditioning an interior of a vehicle ( 1 ) by means of a heat sink associated with the interior ( 23 ), with control of the heat sink ( 23 ), characterized in that a non-activation or deactivation of the heat sink ( 23 ), if it is determined that it is to be expected that when the heat sink is deactivated ( 23 ) no fitting of interior windows of the vehicle ( 1 ) occurs, reaches a desired interior temperature, a desired outlet temperature and / or a desired indoor humidity is not exceeded in the existing interior temperature. Method according to claim 1, with control of the heat sink ( 23 ) according to at least one criterion of the following group: - activating the heat sink ( 23 ), if a signed difference in humidity ( 59 ) a desired indoor humidity ( 33 ) minus an actual indoor humidity ( 31 ) a threshold ( 47 ), - activating the heat sink ( 23 ), if a dew point ( 35 ) of the interior is greater than an actual disk temperature ( 45 ) a disk delimiting the interior, - activating the heat sink ( 23 ), if one by applying a raise operator to the dew point ( 35 ) determinable safety dew point ( 67 ) is greater than the actual disk temperature ( 45 ), - deactivating the heat sink ( 23 ), if an evaporator temperature difference ( 85 ) a maximum settable target evaporator temperature ( 39 ) of the heat sink ( 23 ) minus an existing actual evaporator temperature ( 29 ) of the heat sink ( 23 ) is less than a dew point difference ( 83 ) the disk temperature ( 45 ) minus the dew point ( 35 ), - deactivating the heat sink ( 23 ), if any, by applying a further increase operator to the evaporator temperature difference ( 85 ) Evident evaporator temperature safety difference ( 81 ) is less than the dew point difference ( 83 ), - deactivating the heat sink ( 23 ), if the humidity difference ( 59 ) is greater than the evaporator temperature difference ( 85 ) or the evaporator temperature safety difference ( 81 ). Method according to the preceding claim, comprising: determining the actual interior humidity ( 31 ) of the interior by means of a humidity sensor device associated with the interior or a humidity sensor device at the location of the detection of the disk temperature by calculation Method according to one of the preceding claims, with - determining the dew point ( 35 ) by means of the actual indoor humidity ( 31 ) and an actual interior temperature of the interior. Method according to one of the preceding claims, comprising: - predetermining or determining the desired interior humidity ( 33 ), - predetermining or determining the threshold value ( 47 ), - predetermining or determining the desired evaporator temperature ( 19 ), - predetermining or determining the increase operator, - specifying or determining the further increase operator. Method according to one of the preceding claims, comprising: - adjusting the actual evaporator temperature ( 29 ). Method according to one of the preceding claims, wherein the heat sink ( 23 ) a compressor ( 25 ) and a downstream of this evaporator ( 27 ) having. Method according to one of the preceding claims, comprising: - determining the temperature of the disk ( 45 ) by means of a disc temperature measuring device associated with the disc. Method according to one of the preceding claims, comprising: - applying the enhancement operator as an additive offset ( 37 ), - applying the enhancement operator as a factor applied to an absolute or relative temperature scale, - applying the further enhancement operator as another additive offset ( 43 ), - applying the further increase operator as a factor applied to an absolute or relative temperature scale. Method according to one of the preceding claims, with - not activating or deactivating the heat sink ( 23 ) by not activating or deactivating one of the heat sinks ( 23 ) to ordered compressor ( 25 ). Vehicle ( 1 ) with air conditioning ( 3 ) of an interior of the vehicle ( 1 ) by means of a heat sink associated with the interior ( 23 ), the air conditioning ( 3 ) is set up, constructed and / or designed to carry out a method according to one of the preceding claims.

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