DE102010017670A1 - Method for preheating component of motor vehicle, involves providing operating point of control unit, at which component is preheated - Google Patents

Abstract

The method involves providing an operating point of a control unit, at which a component is preheated. The control unit obtains information over a current tariff of the electricity network. The control unit inserts a preheating device based on the obtained information, so that the component is preheated to the desired operating point. An independent claim is also included for a method for preheating a component of a motor vehicle.

Description

The present invention relates to a method for preheating at least one component of a motor vehicle, wherein a control unit an operating time at which the component is to be preheated, is predetermined, wherein the control unit at least one preheating on and off, wherein when switched preheating the component preheating device, wherein the preheating device to an electric power grid, which is located outside of the motor vehicle, is connected and electrically operated, according to the preamble of claim 1. Further, the present invention relates to a device for preheating of at least one component of a motor vehicle according to the independent claim 10.

The CA 2 618 285 A1 discloses a method and a vehicle heater, with which an engine block and possibly additionally a vehicle interior of a motor vehicle can be electrically preheated. For this purpose, a control device is provided on the dashboard of the motor vehicle. In the simplest case, a user can input into the control device the time at which the heating device is to be switched on. Alternatively, the user may specify the time of engine start, with the controller either turning on the preheater a predetermined time before that time, or depending on an outside temperature of the vehicle, determining the preheating time required and turning on the preheater accordingly. The electric power for heating is supplied from an electrical power supply outside the motor vehicle.

The disadvantage here is that a typical user usually uses his motor vehicle in the morning to drive to work and thus the motor vehicle has recently been heated in a period of time in which the power consumption usually through the morning activities of consumers, such. B. coffee, rises. Due to the fact that the electricity is traded in Germany, the electricity tariff also increases with the increasing electricity consumption (see 1 ). In future, utilities will be obliged to offer a load-variable electricity tariff that is dependent on the time of day, so that the motor vehicle must be preheated at a price peak of the electricity tariff.

It is therefore an object of the invention to provide an apparatus and a method are available in which a component of a motor vehicle can be preheated, the operating costs of preheating to be kept low.

To solve the problem, a method with all features of claim 1, in particular the characterizing part proposed. Advantageous developments of the method are specified in the dependent method claims. The object is further achieved by a device having all the features of independent claim 10, in particular of the characterizing part. Advantageous developments of the device are given in the dependent device claims. Features and details described in connection with the method according to the invention also apply in connection with the device according to the invention and vice versa. The features mentioned in the claims and in the description may each be essential to the invention individually or in combination.

According to the invention, the control unit receives at least one piece of information about a power tariff of the power grid and uses the preheater on the basis of the information obtained in such a way that the component is preheated to the desired operating time and at the same time the power costs for preheating are kept low.

In order to preheat the component of the motor vehicle, a preheating device is arranged in the motor vehicle, which receives from a lying outside of the motor vehicle electrical power grid electricity that the preheating needed to generate heat. The electricity that can be obtained from the electrical grid is available at a fluctuating electricity tariff. The electric power grid may be a public electric power grid or a local electric power grid. Information about the electricity tariff is accessible to a control unit, which is arranged in particular in the motor vehicle. The control unit utilizes the information on the electricity tariff and influences the preheater so that the component is preheated at an operating time at which a user wishes to use the motor vehicle and at the same time minimizes, in particular minimizes, the electricity costs for the preheating. By exploiting the information on the electricity tariff, the control unit can thus lower the operating costs for preheating. Preheating while reducing operating costs can also be associated with ecological benefits. Since the base load in the public power grid can increasingly be satisfied by regenerative energy sources and increasingly conventional power plants are added only at peak load times, a shift of energy consumption to times outside of peak load times, which are also characterized by a low electricity tariff, can also make ecological sense.

In the method according to the invention, it will generally not be sufficient for the control unit to determine only the lowest possible electricity tariff. In addition, the control unit must also ensure that the component is preheated to a specific, in particular desired by a user, operating time. So it will usually be the case that a favorable electricity tariff already prevails at the beginning of the night, but a preheating of the component at this time does not make sense, since the component would then cool down again too much. The control unit will therefore often have to find a compromise between the lowest possible electricity tariff and, if possible, timely preheating of the component at the time of operation.

The control unit may be a substantially automatic device. It may be that a user can indeed specify parameters for the control unit, for example the operating time, and / or whether he wishes to preheat the component at all or on which days of the week. However, the control unit decides independently when and if so how to use the preheater. In this case, "insertion" can include various processes: In the simplest case, the control unit specifies when the preheater is to be switched on and off. This can be done by a controller and / or regulation. In the case of a closed-loop control, a temperature meter may be arranged on the component which forwards the temperature of the component to the control unit, so that the control unit can use the measured temperature of the component for the control. In addition, however, it may also be that the control unit has a heating power of the preheating device, i. H. controls and / or regulates the heat that the preheater delivers to the component in a unit of time. For this purpose, the control unit, for example, set a controllable or adjustable resistance.

In an advantageous embodiment of the invention, the user can specify the operating time and / or further input parameters via mobile radio. This makes it possible for the user to have a spatial distance to the motor vehicle.

It is conceivable that the control unit obtains the information about the electricity tariff from the operator of the external electric power network. In particular, the operator may be a municipal utility, a supraregional utility or a local private provider. The control unit can obtain the information about the electricity tariff directly from the operator of the electric power network. Alternatively, the operator of the electric power network can forward the information about the electricity tariff to an intelligent electricity meter and the intelligent electricity meter in turn pass the information on to the control unit. For both alternatives, the information can be passed on to the control unit via the Internet, via the power grid itself, for example via powerline carrier (PLC), or via mobile radio, for example GSM or GPRS. The control unit has a corresponding receiving device in order to obtain the information about the electricity tariff.

The intelligent electricity meter and the control unit can be combined in a structural unit with, for example, a common processor and / or storage. Preferably, however, there are two separate units that communicate with each other. The smart meter may be located outside the motor vehicle, for example in a user's home. Alternatively, the smart meter is also located in the motor vehicle.

The information about the electricity tariff can only include the amount of the current electricity price. On the other hand, it is possible that the course of the electricity tariff for a few hours, z. B. twenty-four hours, previously set and this history is passed to the control unit. Furthermore, it may be that the control unit development trends of the current electricity tariff are communicated, for. B. different values for "rising" or "strongly sinking". Additionally or alternatively, it may be that the control unit stores the respective current electricity tariffs and itself determines a development tendency from the course. It may also be that the control unit stores the electricity tariffs of the last weeks and / or months and uses these as information about the electricity tariff and / or combined with current information.

A preheat temperature, which the component should have at the desired time of operation, can be preset. The preheat temperature can be set by the user and entered into the control unit. Alternatively, the preheat temperature in the control unit is already permanently stored as an operating parameter.

In an advantageous embodiment of the invention, the preheating temperature at the time of operation in the method according to the invention despite a generally not promptly taking place at the time of operation preheating is ensured by the fact that the component is first preheated to a final temperature above the preheating and then cooled again. In a further embodiment of the invention, the preheating temperature at the time of operation can be ensured by the fact that the component is first applied to the Preheating is heated and then the heat loss resulting from the cooling of the component by a renewed preheating, especially shortly before the operating time is compensated. In the second alternative, the component is not heated above the preheat temperature, so this alternative is suitable for heat-sensitive components. If preheating to a final temperature is not sufficient to set the preheating temperature at the time of operation, it is conceivable, even in this case, to compensate for the heat loss by switching on the preheating device.

If the preheating temperature is to be maintained by preheating to a final temperature and allowing the component to cool, a maximum temperature may be predetermined by the user or as a permanent operating parameter of the control unit. The maximum temperature indicates to which temperature the component can be maximally heated in the meantime, in order to then cool down to the preheating temperature, and thus forms an upper limit of the final temperature. If several components are to be preheated, the preheating and the maximum temperature of each component can vary. The preheating temperature and the maximum temperature may each also be temperature ranges.

Information about the cooling behavior of the component can be stored in the control unit. This can be the longest possible period of time before the start of operation of the component can be started with the pre-heating. The longest possible time span can be estimated as a constant in the simplest case. However, the longest possible period of time may also be a function of the maximum temperature and / or the preheat temperature, if the method includes preheating to a final temperature and allowing for cooling. Alternatively, if the method includes first preheating to the preheat temperature and again less preheating to compensate for the heat loss, the longest possible time depends on the expected heat loss of the component. So it makes sense only to compensate for a small heat loss by re-preheating.

In order to better predict the cooling behavior, it may be that the control unit, an outside temperature from the environment of the vehicle is transmitted and determines the control unit based on the outside temperature, the cooling behavior. For this purpose, in the control unit, a mathematical physical model of the component, the z. B. based on the heat capacity of the component and its immediate environment, stored. As an alternative to the mathematical physical model, characteristics of the cooling behavior of the component can be developed before commissioning the preheating device on the basis of measurement series and these can be stored in the control unit. On the basis of the characteristic curves or the mathematical physical model, the longest possible time interval can be determined as a function of the outside, the maximum and / or the preheating temperature of the control unit.

The control unit now combines the knowledge of the information about the electricity tariff and the cooling behavior of the component and seeks the best possible time to operate the preheater. In the simplest case, if the current electricity tariff transmitted to the control unit falls below a certain first limit value and at the same time a distance from a current time to the operating time is less than the longest possible time span, the control unit can switch on the preheater. As an alternative to undercutting the electricity tariff, the control unit may locate a global or local minimum of the electricity tariff known a few hours previously within the longest possible period of time and turn on the pre-heater in the minimum. The minimum of the electricity tariff may be averaged over a time required for the pre-heating. The control unit may, on the basis of the trend trends of the electricity tariff, estimate the achievement of a minimum within the longest possible period of time.

When the control unit activates the preheater and the method is to include heating to a final temperature, the control unit may determine the end temperature and / or duration of the preheat device based on the characteristics or mathematical physical model. The turn-on time is defined as the period in which the pre-heater is turned on.

In a more elegant optimization method according to the invention, the electricity costs required to reach different final temperatures can be taken into account by the control unit. Thus, in one case, it may be more cost effective to preheat the component to a final temperature near the maximum temperature at a minimum power tariff long before the time of operation but requiring more power. In another case, it may be more cost effective to require less power nearer the time of operation at a higher power tariff, such that the component is preheated to a final temperature near the preheat temperature.

When the control unit activates the preheater and the method is to include heating to the preheat temperature and reheating to compensate for heat loss, the control unit may adjust the duty cycles and Determine connection times of the preheater on the basis of the characteristics or the mathematical physical model.

It is conceivable that, as already mentioned, the heating power of the preheater, can be controlled or regulated. The current heating power can be such. B. be adapted to the current electricity tariff. Thus, with a sinking electricity tariff, the heating power can rise and vice versa. It is also possible to slowly heat up the component at low heat output with a long turn-on of the preheater, or to increase the heating power and shorten the turn-on. The control unit may determine if and which heater power and duty cycle are most cost effective, wherein the heater power may vary within a preheat cycle. For example, it is possible to preheat the component far from the time of operation at a favorable electricity tariff to the preheat temperature and to maintain the preheat temperature thereafter until the time of operation with lower heat output. If the heating power can not be adjusted, maintenance of the preheat temperature can be achieved by short-term switching on and off of the preheater.

The control unit may be set to turn off the preheater at the latest when the engine is started. For this purpose, the control unit can receive information about the engine start. Furthermore, it is possible to specify a maximum period of time for the preheating of the component. For example, it may be that, contrary to expectations, the user does not use the motor vehicle at the given time of operation. After elapse of the maximum period of time after the time of operation, the control unit no longer maintains the component at the preheat temperature, but allows the component to cool. In a further variant, the control device can independently decide at high outside temperatures to dispense with preheating.

The control unit may additionally receive information about a current fuel price. The fuel price may be entered by the user or from another source of information, e.g. As a gas station, are passed to the control unit. The information about the current fuel price can be transmitted wirelessly. The control unit can decide whether z. B. should be preheated at all, take into account the current price of fuel. For this purpose, the control unit can compare the electricity costs incurred by the preheating with the fuel costs, which are avoided by the preheating by a lower consumption of fuel during operation of the motor vehicle. In order to be able to determine the saved fuel costs, characteristic curves or a mathematical physical model for saving fuel during preheating can also be stored in the control unit. In an advantageous embodiment of the invention, the control unit only preheats the component if the fuel costs saved lie above the electricity costs for preheating and thus a difference between the electricity costs required for preheating and the fuel costs saved is negative. Furthermore, it is conceivable that the control unit keeps this difference as low as possible, in particular minimized. For this purpose, the control unit z. For example, specify which preheating temperature should be preheated, wherein the preheating temperature can be varied flexibly between the outside temperature and the maximum temperature of the control unit for determining the most favorable solution.

In the procedures outlined in the previous seven sections, the control unit must in part determine the most cost-effective solution depending on input parameters. The input parameters may be one or more of the following group: the current time, the outside temperature, the preheat temperature, the maximum temperature, the operating time, the current electricity tariff, the actual or forecast electricity tariff in the next few hours, the development trend of the electricity tariff, current fuel price. The control unit may also have characteristics or a mathematical-physical model of the cooling behavior of the component and / or the saved fuel consumption. The control unit may apply a minimization method to determine the most cost-effective solution: in particular the Newton method, the Newton-Raphson method, the gradient method or the quasi-Newton method. Further possible minimization methods are the interval halving method, the secant method, the down hill simplex method or the folded spectrum method. As output parameters, one or more of the following group: an end temperature, at least one turn-on time, at least one turn-on duration, a preheat temperature, and / or a heater power of the preheater may emerge from the minimization method by which the control unit controls or controls the preheater. For each component, a separate minimization procedure can be performed.

The control unit may have a memory, a processor and at least one transmitting and receiving device in order to be able to carry out the method presented above.

The object of the invention is likewise achieved by a device for preheating at least one component of a motor vehicle, the apparatus having at least one preheater with which the component is preheatable, the preheater being connectable to and electrically operable with an electrical power network external to the motor vehicle, the apparatus having a control unit with which the operating time at which the component should be preheated, can be specified and by which the preheater is switched on and off. According to the invention, at least one piece of information about a power tariff of the power grid can be forwarded to the control unit, and the pre-heater can be used by the control unit on the basis of the information obtained so that the component is preheated to the desired operating time and at the same time the power costs for preheating are kept low.

It may be that the component is an engine component of an internal combustion engine of a motor vehicle or of a component, in particular of an internal combustion engine component, of a hybrid motor vehicle. In this case, the preheating device may be arranged in a coolant circuit, on an oil-water heat exchanger, on an engine block itself and / or on an intake system of the engine. Preheating can prevent engine friction losses and improve the combustion process in the internal combustion engine or in the engine component. Alternatively or additionally, it may be that a catalyst is preheated in the conventional motor vehicle or hybrid motor vehicle. As a result, the Katalysatoranspringphase can be shortened.

Alternatively, the component may be the battery of an electric vehicle or a hybrid motor vehicle. As a result, the battery can be brought to operating temperature before the start of the electric or hybrid motor vehicle and thus the efficiency of the battery can be increased. Since a battery generates heat during charging, it may be that the preheater in this case corresponds to the battery itself and that the control unit determines the time of charging the battery so that the battery is both charged and preheated at the time of operation.

The component may also be a fuel cell system of a fuel cell vehicle. For this purpose, in analogy to the internal combustion engine, the preheating device can be arranged in a coolant circuit of the fuel cell system.

In all vehicle types, it may alternatively or additionally be provided to preheat a vehicle interior of the motor vehicle in order to increase user comfort. Likewise, the component can be a transmission in all vehicle types.

The preheater may be an immersion heater immersed, for example, in the coolant of the coolant circuit. Alternatively, a heating coil may be wrapped around the component. Other options include a fan heater or an electric radiator, which gives off heat to the component. The preheater may also irradiate the component with heat and, in particular, be an infrared heater or a radiant heater.

To connect the preheater to the mains, a socket outside the motor vehicle can be used. Alternatively, socket can be arranged in the motor vehicle. In an advantageous embodiment, an already existing in the motor vehicle 12 V socket, which is bidirectionally operable, can be used.

Preferably, the device according to the invention can be retrofitted to an existing motor vehicle.

Further, measures improving the invention will become apparent from the following description of embodiments of the invention, which are shown schematically in the figures. All resulting from the claims of the description or drawing features and / or advantages including design details, spatial arrangement, process steps may be essential to the invention both in itself and in various combinations.

Show it:

1 a typical course of a electricity tariff over time,

2 a schematic representation of a heating device according to the invention,

3a a first scheme for carrying out the method according to the invention and

3b an alternative scheme for carrying out the method according to the invention.

In 1 is a typical course of a power tariff ST over the time t shown. Between 0 and 6 o'clock in the morning the electricity tariff ST is particularly low, since most consumers, like private households or also production plants, need little power. At the beginning of the day, on the other hand, the demand for electricity is rising sharply, with the result that the freely tradable electricity tariff ST is also rising sharply. According to the state of Technology preheating the engine block or vehicle interior of a motor vehicle is usually preheated between 7:00 and 8:00 clock in the morning shortly before a typical operating time t _driving the motor vehicle. By the method and apparatus of the invention, the component at a low electricity tariff before the rise of the electricity tariff, z. B. between 0.00 clock and 6:00 clock, preheated.

In 2 is a device according to the invention 10 for this purpose in a motor vehicle shown schematically 11 shown. Power lines are in 2 shown with solid lines, while communication lines 31 . 32 . 33 . 34 . 35 are shown with dashed lines. The communication lines 31 . 32 . 33 . 34 . 35 can be replaced in a non-illustrated alternative by transmitting and receiving devices in the participating devices for wireless communication.

The motor vehicle is a conventional motor vehicle 11 with an internal combustion engine, in which a coolant in a schematically illustrated coolant circuit 12 as well as a catalyst 13 as two different components 12 . 13 should be preheated. For this purpose, there is a first preheater 21 , which is designed as immersion heaters, in the coolant circuit 12 , A second preheater 22 , which is designed as a heating coil, is located on the catalyst 13 , The first and the second preheater 21 . 22 are powered by electricity that comes from a power outlet 16 outside the motor vehicle 11 as a voltage source of a public power grid (not shown) is provided. To the first and second electric preheater 21 . 22 To control or regulate, there is a control unit 20 in the motor vehicle 11 , From the control unit 20 lead communication lines 31 . 32 to two controllable or controllable resistors 23 . 24 , By the controllable or controllable resistance 23 can be the first preheater 21 switched on and off and the heating power of the first preheater 21 be controlled or regulated. By the controllable or controllable resistance 24 can the second preheater 22 on and off and the heating power of the second preheater 22 be controlled or regulated.

To the control unit 20 a control of the temperature reached of the coolant and the catalyst 13 to allow a first temperature gauge in the coolant 25 and at the catalyst, a second temperature gauge 26 arranged. Furthermore, there is a third temperature meter 27 on the outside of the motor vehicle 11 with which an outside temperature T _{A of} the environment is determined. The temperature meter 25 . 26 . 27 conduct over communication lines 33 . 34 . 35 the measured temperatures T _{K of} the components 12 . 13 or the measured outside temperature T _A to the control unit 20 further.

A user can use a mobile phone 14 Contact with the control unit 20 record and so, for example, the operating time t _driving on which the components 12 . 13 preheated, pretend. Furthermore, the user may, for example, a preheating temperature T _K 'of the components 12 . 13 pretend. This is useful in particular in a vehicle interior as a component (not shown). Furthermore stands the control unit 20 in communication with a smart electricity meter 15 , outside the motor vehicle 11 , For example, in a house of the user, is arranged. In this case, the intelligent electricity meter transmits 15 the control unit 20 wireless information about the electricity tariff, for example the amount of the current electricity tariff.

In 3a is a simple embodiment of the method according to the invention 40 represented, which is the control unit 20 can perform to the first and second preheater 21 . 22 switch on and off. The control unit 20 is the operating time t _traveling predetermined and the outside temperature T _A by the third temperature measuring device 27 transmitted. Continue to receive the control unit 20 from the smart electricity meter 15 the current electricity tariff ST. The control unit is aware of the current time t _akt . In the control unit 20 is in each case a maximum temperature T _max , to which the components 12 . 13 during the preheating can be heated maximum, deposited. T _max for the coolant circuit 12 must z. B. are below the boiling point of the coolant. The respectively desired preheating temperature T _K 'is in the control unit 20 saved. Furthermore, in the control unit 20 for each component 12 . 13 Characteristic curves on the basis of which the expected cooling ΔT of the component 12 . 13 depending on the outside temperature T _A and the operating time t _driving from the control unit 20 is determined.

The control unit 20 determined now in a first step 41 whether the electricity tariff ST is below a first limit value G1. If this is the case, examine the control unit 20 in step 42 further, whether at the predetermined outside temperature T _A and the predetermined operating time t _driving the desired preheating temperature T _K 'is reached or exceeded when the maximum temperature T _{max of} the component 12 . 13 is reduced directly after the preheating by the cooling .DELTA.T. Alternatively, in step 42 as a function of a maximum cooling T _max -T _K ', which is predetermined by the maximum temperature T _max , the outside temperature T _A and the preheating T _K ', a longest possible period at which the preheating started may be, are determined from the stored characteristic lines and are compared, if a distance of the current time t _act at the operating time t is the longest possible period of time _traveling below. Will the question in step 42 in the affirmative, the preheater becomes 21 . 22 in a further step 43 switched on. Also, a final temperature T _end , to which the component 12 . 13 should first be preheated, based on the cooling behavior, which emerges from the characteristics, and determines the current time t _act . During the heating process, the control unit checks 20 in one step 44 running, whether the measured temperature T _{K of} the component already corresponds to the final temperature T _{end of} the component. If this is answered in the affirmative, it will be in one step 45 the preheater 21 . 22 switched off.

Thereafter, the control unit controls 20 first continuously in step 46 whether the measured temperature T _{K of} the component 12 . 13 contrary to expectations below the desired preheating temperature T _K 'is. If this is answered in the affirmative, the preheater becomes 21 . 22 again in step 47 switched on. In step 48 it is checked whether so the measured temperature T _{K of} the component 12 . 13 again the desired preheating temperature T _K 'reached. If so, then it will be in step 49 shut off the preheater again and go to step 46 returned.

In an alternative method 50 , this in 3b is shown, the components should 12 . 13 not over the preheat temperature T _K 'are heated, but a heat loss of the components 12 . 13 after a first preheat by re-preheating be compensated. in step 51 is from the control unit 20 a minimization method MV performed. The input parameter is the intelligent electricity meter 15 the electricity tariff of the next twenty-four hours ST (t) to the control unit 20 forwarded. Continue to receive the control unit 20 likewise the values of the outside temperature as well as the time course T _A (t), the current time t _akt , a desired operating time t _fahr as well as the current temperature T _{K of} the component 12 . 13 , In the control unit 20 are the respectively desired preheating temperatures T _K 'and a mathematical, physical model, on the basis of which the expected cooling ΔT of the respective component 12 . 13 is determined by the control unit as a function of the outside temperature T _A and the operating time t _fahr . As output parameters of the minimization method, a first and a second switch-on time t in _{, 1} , t in _{, 2} , at which the component 12 . 13 each to be turned on, a first and a second off time t _{off, 1} , t _{off, 2} , at which the component 12 . 13 each should be turned off, as well as the heating power of the preheater 21 . 22 depending on the electric power supply P (t) to the preheater 21 . 22 be determined. Here, the electric power supply P (t), that of the preheater 21 . 22 is supplied, and thus the heating power during preheating variable. The control unit 20 then checks in one step 52 Whether the first switch-on time t on _{, 1} has been reached and then switches in one step 53 the preheater 21 . 22 one. Will be in one step 54 ₁ , the preheating device is reached 21 . 22 in one step 55 switched off. By analogy, it is checked in further steps, not shown, whether the second switch-on time t on _{, 2} has been reached, and the preheater 21 . 22 then turned on and whether the second off time t _{out, 2} has been reached and the preheater 21 . 22 then turned off.

Alternative to step 54 and the following steps can take the following steps 54 ' to 57 ' Achieved: Reaches the measured temperature T _{K of} the component 12 . 13 in step 54 ' the preheat temperature T _K ', the electric power supply P (t) becomes the preheater 21 . 22 at this time t _{1 is} reduced below a threshold value G2 (step 55 ' ). The following will be in step 56 checks whether the measured temperature T _{K is} higher or lower than the preheating temperature T _K 'and in one step 57 ' reacts accordingly: If it is higher, the electric power supply P (t) is further reduced. If it is lower, the power supply P (t) is increased. As a result, the preheating temperature T _K 'of the component 12 . 13 to the operating time t _propelled be kept substantially constant. A second on and off time is omitted in this case.

In the 3a and 3b The methods shown are for each component 12 . 13 carried out separately.

LIST OF REFERENCE NUMBERS

10

contraption

11

motor vehicle

12

Coolant circuit

13

catalyst

14

mobile phone

15

intelligent electricity meter

16

voltage source

20

control unit

21

Immersion heater, first preheater

22

Heating coil, second preheater

23, 24

adjustable resistances

25, 26, 27

temperature measuring

31-35

communication lines

40, 50

method

41-47

steps

51-55

alternative process steps

55'-57

alternative process steps

t

Time

t _act

current time

t _drive

Operating time

T _A

outside temperature

ST

electricity tariff

T _K

measured temperature of the components

T _K '

preheat

T _max

maximum temperature

T _end

final temperature

G1, G2

limits

.DELTA.T

Cooling

MV

minimization methods

t on _{, 1} , t on _{, 2}

switch-on

t _{off, 1} , t _{off, 2}

off times

P (t)

electrical power supply to the preheater

t ₁

time

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

• CA 2618285 A1 [0002]

Claims (16)

Method for preheating at least one component ( 12 . 13 ) of a motor vehicle ( 11 ), whereby a control unit ( 20 ) an operating time (t _Fahr ) at which the component ( 12 . 13 ) is preheated, is specified, wherein the control unit ( 20 ) at least one preheater ( 21 . 22 ) is switched on and off, whereby when the preheating device ( 21 . 22 ) the component ( 12 . 13 ) is preheated, wherein the preheating device ( 21 . 22 ) to an electrical power network outside the motor vehicle ( 11 ), is connected and electrically operated, characterized in that the control unit ( 20 ) receives at least one information about a power tariff (ST) of the power grid and the preheater ( 21 . 22 ) is based on the information obtained in such a way that the component ( 12 . 13 ) is preheated to the desired operating time (t _driving ) and at the same time the electricity costs for preheating are kept low. A method according to claim 1, characterized in that the information about the electricity tariff (ST) is at a level of the current electricity tariff, in a trend of the current electricity tariff and / or in a typical or predetermined course of the electricity tariff. A method according to claim 1 or 2, characterized in that a preheating temperature (T _K '), to which the component is to be preheated, is predetermined by a user or in-vehicle. Method according to one of the preceding claims, characterized in that preheating temperature (T _K ') at the time of operation (t _fahr ) is ensured by the fact that the component ( 12 . 13 ) is first preheated to a final temperature (T _end ) above the preheating temperature (T _K ') and then cooled again or by the component ( 12 . 13 ) is first heated to the preheating temperature (T _K ') and then by cooling the component ( 12 . 13 ) heat loss caused by a renewed preheating, especially shortly before the operating time (t _driving ), is compensated. Method according to one of the preceding claims, characterized in that the control unit ( 20 ) Characteristics and / or a mathematical-physical model used to determine the cooling (ΔT) of the component ( 12 . 13 ), in particular when the preheating device ( 21 . 22 ), to predict. Method according to one of the preceding claims, characterized in that the control unit ( 20 ) receives information about a current fuel price and the preheater ( 21 . 22 ) so as to minimize, particularly minimize, a difference in electricity costs required for preheating and fuel costs saved by preheating. Method according to one of the preceding claims, characterized in that the control unit ( 20 ) (On the basis of information on the electricity rate ST) and the prediction of the cooling (.DELTA.T) of component a time point (t _a) and / or a Anschaltdauer (t _of t _a) and / or a heat output of the preheater ( 21 . 22 ), in particular the control unit ( 20 ) applies a minimization method (MV), in particular the Newton-Raphson method, the gradient method or the quasi-Newton method. Method according to one of the preceding claims, characterized in that an intelligent electricity meter ( 15 ) the information about the electricity tariff (ST) to the control unit ( 20 ), in particular the forwarding via a power cable, a communication line or wireless. Method according to one of the preceding claims, characterized in that a user via mobile radio ( 14 ) specifies the operating time and / or the preheating temperature (T _K '). Contraption ( 10 ) for preheating at least one component ( 12 . 13 ) of a motor vehicle ( 11 ), the device ( 10 ) at least one preheater ( 21 . 22 ), with which the component ( 12 . 13 ) is preheatable, the preheater ( 21 . 22 ) to an electrical power network outside the motor vehicle ( 11 ), connectable and electrically operable, and the device ( 10 ) a control unit ( 20 ), with which an operating time (t _fahr ) at which the component ( 12 . 13 ) should be preheated, can be predetermined and through which the preheater ( 21 . 22 ) is switched on and off, characterized in that the control unit ( 20 ) at least one information on a power tariff (ST) of the power grid is further conductive and the preheater ( 21 . 22 ) from the control unit ( 20 ) can be used on the basis of the information obtained in such a way that the component ( 12 . 13 ) is preheated to the desired operating time (t _driving ) and at the same time the electricity costs for preheating are kept low. Contraption ( 10 ) according to claim 10, characterized in that the component ( 12 . 13 ) a vehicle interior, an engine component of an internal combustion engine, a component of a Hybrid drive, a transmission, a catalyst ( 13 ), a fuel cell system of a fuel cell vehicle and / or the battery of an electric vehicle or a hybrid motor vehicle. Contraption ( 10 ) according to claim 10 or 11, characterized in that the preheating device ( 12 . 13 ) in a coolant circuit ( 12 ) is disposed on an oil-water heat exchanger, on an engine block, on an intake system of an engine. Contraption ( 10 ) according to one of claims 10 to 12, characterized in that the control unit ( 20 ) in the motor vehicle ( 11 ) and / or an intelligent electricity meter ( 15 ), which transmits the information about electricity tariff (ST) to the control unit ( 20 ), outside or inside the motor vehicle ( 11 ) is arranged. Contraption ( 10 ) according to one of claims 10 to 13, characterized in that a temperature meter ( 25 . 26 . 27 ) on or in the component ( 12 . 13 ) for measuring the temperature of the component ( 12 . 13 ) and / or on the motor vehicle ( 11 ) is arranged for measuring the outside temperature (T _A ). Contraption ( 10 ) according to one of claims 10 to 14, characterized in that the preheating device ( 21 . 22 ) an immersion heater ( 21 ), a heating coil ( 22 ), a heater, an electric radiator and / or radiant heat-based heating, in particular infrared heating or a radiant heater is. Contraption ( 10 ) according to one of claims 10 to 15, characterized in that the device according to a method according to one of claims 1 to 9 is operable.

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