WO2017032647A1

WO2017032647A1 - Method for operating an air-conditioning system of a motor vehicle, and motor vehicle

Info

Publication number: WO2017032647A1
Application number: PCT/EP2016/069443
Authority: WO
Inventors: Thomas Misskam
Original assignee: Mahle International Gmbh
Priority date: 2015-08-25
Filing date: 2016-08-16
Publication date: 2017-03-02
Also published as: DE102015216219A1

Abstract

The present invention relates to a method for controlling an air-conditioning system (2) of a motor vehicle (1) having a primary seat (16) and a secondary seat (17) in an interior compartment (3) of the motor vehicle (1), wherein the air-conditioning system (2) conducts an overall air mass flow into the interior compartment for the purposes of air conditioning in the interior compartment (3), and wherein a primary air fraction of the overall air mass flow is supplied to the primary seat (16) and a secondary air fraction of the overall air mass flow is supplied to the secondary seat (17). More economical operation of the air-conditioning system (2) with reduced energy consumption and with simple implementation is realized by way of the increase of the primary air fraction in a prioritization mode of the air-conditioning system (2). The invention also relates to a motor vehicle (1) having an air-conditioning system (2) of said type, which is controlled in such a manner.

Description

Method for controlling an air conditioning system of a motor vehicle and motor vehicle

The present invention relates to a method for controlling an air conditioning system of a motor vehicle and such a motor vehicle.

The air conditioning of motor vehicle interiors belongs to the usual equipment of motor vehicles. For this purpose, air conditioning systems are used which cool or heat the interior of the motor vehicle in order to increase the comfort of the occupants of the motor vehicle. The air conditioning is usually carried out by means of a total air mass flow, which is introduced or guided into the interior, wherein in particular seats of the motor vehicle are acted upon by the appropriately tempered air to the interior to air conditioning. The air conditioning of the motor vehicle is associated with a corresponding energy consumption, wherein the energy can be obtained during operation of the motor vehicle from a drive device of the motor vehicle.

To increase the comfort of the motor vehicle, in particular for the individual conditioning of different occupants of the motor vehicle, it is conceivable to design the air conditioning multizone, so that different seats of the motor vehicle can be acted upon with air of different temperatures. The use of such a multi-zone air conditioner can lead to an increase in the energy consumption of the air conditioner.

To reduce the energy consumption of such air conditioners is proposed in DE 10 201 1 102 049 A1, in a two-zone air conditioning system for heating the interior of the motor vehicle for air conditioning of the passenger seat To reduce the heating power of the air conditioning system used to reduce the energy consumption of the air conditioning, if the front passenger seat is not occupied. For this purpose, therefore, an at least two-zone air conditioning is required.

If the resources required to operate the air conditioning system are limitedly available and / or temporarily unavailable, the operation of the air conditioning system may be limited in time. Such situations are present in particular during a stop phase of a start-stop operation of the motor vehicle in which, in particular, drive devices of the motor vehicle are deactivated. Such a situation also exists when the motor vehicle and the air conditioning system are at least partially electrically operated and the available electrical power is limited. In vehicles with a start-stop function or with a start-stop operation, the vehicle, in particular the drive device of the motor vehicle, can be guided out of the stop phase for maintaining the air conditioning system in order to continue to supply the air conditioning system with energy. Alternatively or additionally, it is conceivable to equip the motor vehicle or the air conditioning system with additional storage or pumps in order to be able to extend the stop phase. These include, for example, storage evaporators, electrically operated compressors or auxiliary pumps, as well as additional heaters. However, these measures have an increased energy consumption of the air conditioner and / or additional components result.

The present invention therefore deals with the problem of providing for a method for controlling an air conditioning system of a motor vehicle and for such a motor vehicle improved or at least other embodiments, which are characterized in particular by a more economical operation and / or a simple implementation. This problem is solved according to the invention by the subject matters of the independent claims. Advantageous embodiments are the subject of the dependent claims.

The present invention is based on the general idea of redistributing a total air mass flow available overall from an air conditioner for air conditioning an interior of a motor vehicle in favor of a prioritized seat of the motor vehicle and thus increasing the proportion of the total air mass flow supplied to the prioritized seat , As a result, the energy consumption of the air conditioning system and thus of the motor vehicle is lowered and the air conditioning system or the motor vehicle operated more economically. In this way it is also possible, in particular, to prioritize the seat in the case of a single-tone air-conditioning system in which the air-conditioning system acts on the interior space at the same temperature and / or in which the total air mass flow is conveyed through a common conveyor. In addition, it is thus easy to lower the energy consumption of the air conditioning system and / or to prioritize said seat.

According to the idea of the invention, the motor vehicle has a primary seat, which corresponds to said prioritized seat and is arranged in the interior of the motor vehicle. The motor vehicle also has a secondary seat, which is also arranged in the interior of the motor vehicle. For air conditioning, the air conditioner leads the total air mass flow into the interior, wherein the primary seat is acted upon by a primary air portion of the total mass air flow, while the secondary seat is acted upon with a secondary air portion of the total air mass flow. This means that the primary seat is acted upon by a primary air mass flow which corresponds to the primary air portion of the total air mass flow, while the secondary seat is subjected to a secondary air mass flow which is proportional to the secondary air portion on the air. velvet air mass flow corresponds. According to the invention, it is provided that the primary air portion is increased in a prioritization mode of the air conditioner compared to a normal mode of the air conditioner. By increasing the primary air content, that is, the proportion of the total air mass flow, with which the primary seat is applied, increased.

The initiation or the activation of the prioritization mode can be done depending on different activation requirements. In particular, these activation prerequisites ensure that the prioritization mode is activated when air mass flow is not otherwise required and / or the resources available to the air conditioning system are conserved.

In preferred embodiments, the prioritization mode is activated when the secondary seat is vacant. The unoccupied state of the secondary seat is therefore in this embodiment such an activation requirement for the prioritization mode. That is, the primary air fraction is increased when the secondary seat is vacant. For this purpose, the determination of a state of occupation of the secondary seat is carried out, wherein the occupation state indicates, in particular, whether an occupant of the motor vehicle is located on the secondary seat. This means that the increase in the primary air content takes place, in particular, when no occupant has sat down on the secondary seat.

The total air mass flow here is the air mass flow, which is performed by the air conditioning in total in the interior. The total air mass flow is therefore composed in particular of the primary air mass flow and the secondary air mass flow. Of course, also parts of the total air mass flow can not be assigned to one of the seats. For example, a portion of the total mass air flow may be associated with a region between the primary seat and the secondary seat. The normal mode of the air conditioning system corresponds in particular to the mode in which the primary seat and the secondary seat are each exposed to arbitrary proportions of the total air mass flow, the primary air proportion being less in normal mode than in the prioritization mode. In particular, in the normal mode, the primary air content may correspond to the secondary air content.

In principle, the air conditioning system can feed the respective air portion directly to the associated seat. This means that the air conditioning system can be configured such that the primary air portion and / or the secondary air portion directly flow to the primary seat or the secondary seat, in particular flow out of the associated seat. It is conceivable in particular that the air conditioning is at least partially integrated in one of the seats. The air conditioning is thus in particular seat-internal.

Preferably, the air conditioning from the seats is external or separate. This means that the primary air portion flows to act on the primary seat through the interior of the motor vehicle and / or that the secondary air portion flows to act on the secondary seat through the interior of the motor vehicle.

For tempering the total air mass flow, the air conditioner may have at least one tempering device. Such tempering thus serve the cooling or heating of the air. In this case, the prioritization of the primary seat according to the invention is also possible if the air conditioning system has a common tempering device for the primary seat and the secondary seat. It is thus possible, in particular, to prioritize the primary seat even in the case of a single-zone air conditioning system in which the primary air proportion and the secondary air proportion or the primary air mass flow and the secondary air mass flow have the same temperature. Advantageous variants provide for an increase of the primary air portion in the pri-risierungsmodus downstream of such a common tempering for tempering the primary air portion and the secondary air portion. This means that the increase in the primary air content takes place downstream of the temperature control device, in particular in the case of such a single-tone air conditioning system. In particular, the increase of the primary air portion is also upstream of associated air outlets, through which the primary air portion and the secondary air portion flow into the interior. Thus, the increase of the primary air content is done in a simple and effective manner.

The idea according to the invention can thus be used in particular in the case of single-zone air conditioning systems, which only permit the setting of a common temperature of the total air mass flow. In this case, the idea according to the invention also allows prioritization of the primary seat in such an air conditioning system. Of course, it is also conceivable to operate a multi-zone air conditioning in such a way.

Preferably, the increase of the primary air fraction takes place in such a way that the secondary air fraction is reduced. In particular, it is conceivable to reduce the secondary air content to zero, in particular to interrupt the secondary air mass flow. In such a case, therefore, the total air mass flow can be supplied to the primary seat, ie the primary air fraction in the total air mass flow is 100%. This means, in particular, that in the case of an unoccupied state of the secondary seat, the unneeded portion of the total air mass flow is likewise supplied to the primary seat. The application of the respective seat advantageously takes place in such a way that the airflow is applied to an occupant located on the corresponding seat.

In principle, the primary seat and the secondary seat can be any seats of the motor vehicle. In particular, the primary seat and the secondary seat may be arranged in the same row of the vehicle. This means that the primary seat and the secondary seat can be arranged in the front row of the motor vehicle. Here, the primary seat is in particular a driver's seat of the motor vehicle, while the secondary seat is a passenger seat of the motor vehicle. It is also conceivable that the primary seat, especially in chauffeured motor vehicles, for example, in sedans or taxis, a back seat or the passenger seat of the motor vehicle.

The prioritization mode and thus the increase of the primary air proportion in the pri irisation mode can in principle take place during the entire operating time of the air conditioning system.

It is also conceivable to activate the prioritization mode and thus to increase the primary air proportion and / or to reduce the secondary air proportion when a power available for air conditioning the primary seat and the secondary seat is insufficient, in particular falls below a given threshold and / or if such a situation threatens. So this is another such activation requirement. That is, the prioritization mode is activated and thus the primary air ratio is increased when air conditioning power available to the air conditioning system drops below a required power for simultaneous air conditioning of the primary seat and the secondary seat. This is especially true when the air conditioning components of the motor vehicle have only limited resources available. and / or if these components are not available, in particular for a limited period of time.

In particular, it is conceivable to activate the prioritization mode and thus to increase the primary air fraction when the motor vehicle is operated in a stop phase of a start-stop operation. The operation of the motor vehicle in the stop phase is thus another such activation requirement. This increases the possible duration of the stop phase. In particular, the duration is extended until the motor vehicle, in particular a drive device of the motor vehicle for driving the motor vehicle, has to leave the stop phase in order to be able to continue operating the air conditioning system.

By increasing the primary air fraction, especially at constant total mass air flow, there is a corresponding increase in the primary air mass flow.

It is also conceivable to reduce the total air mass flow in the prioritization mode in addition to increasing the primary air content. By increasing the primary air content and reducing the total air mass flow, this results in a comparatively small fluctuation of the primary air mass flow, so that the occupant located on the primary seat does not or only to a lesser extent perceive the reduction of the total air mass flow , In addition, by reducing the total air mass flow to an improved heat exchange between the air mass flow and upstream tempering for tempering the air mass flow. As a result of the improved degree of exchange, improved cooling or heating of the air can thus be achieved with the same temperature control performance and / or comfort on the primary seat can be increased or maintained longer. Preferred embodiments provide for reducing the total mass air flow in the priority mode so that the primary air mass flow after the reduction of the total air mass flow corresponds to the primary air mass flow before reducing the total air mass flow. That is, the reduction of the total air mass flow and the increase of the primary air fraction in the total mass air flow are such that the primary air mass flow remains substantially equal before reduction and after the reduction of the total air mass flow. As a result, the occupant on the primary seat does not perceive the reduction of the total air mass flow or only to a lesser extent. In particular, the occupant does not perceive the changeover of the air conditioning system from the normal mode to the prioritization mode or only to a reduced degree.

Alternatively or additionally, the total mass air flow in the prioritization mode can be reduced to such an extent that a primary air conditioning capacity with which the primary seat is conditioned corresponds to the primary air conditioning power before the reduction of the total air mass flow. As a result, the occupant on the primary seat does not perceive the transition from the normal mode to the prioritization mode or to a lesser extent true, so that in particular the comfort is increased. This means, in particular, that the perception of comfort for the occupant on the primary seat essentially corresponds to the perception of comfort before the reduction in the total air mass flow and the increase in the primary air percentage. Here, the air conditioning capacity is particularly dependent on the air mass flow and the air temperature. In particular, the occupant does not perceive the changeover of the air conditioning system from the normal mode to the prioritization mode or only to a reduced degree. Of course, the prioritization mode can also only be activated if one of the aforementioned activation conditions and those to be explained below is present. It is also conceivable to activate the prioritization mode only if at least two of the activation prerequisites exist.

The prioritization mode can be deactivated automatically if at least one of the activation requirements is no longer present. This means that the primary air content can be reduced if at least one of the activation requirements is no longer present. In particular, deactivating the prioritization mode may result in the air conditioner returning to normal mode. The deactivation of the prioritization mode preferably takes place if at least two such activation prerequisites, preferably none of the activation prerequisites, are present.

Alternatively or additionally, it is conceivable that the prioritization mode is manually activated and / or deactivated by a user, in particular occupants, of the motor vehicle. This means that an activation of the prioritization mode can also be carried out manually by an intervention of the user, independently of the activation prerequisites. It is also conceivable to leave the prioritization mode, irrespective of the activation prerequisites, by a corresponding intervention of the user.

For manual activation and / or deactivation of the prioritization mode, an activation device can be provided in the motor vehicle. The activation device may in particular be an operating device for operating the air conditioning system or a part of the operating device. The activation device is preferably between an activation state for activating the prioritization. adjustable mode and a deactivation state for deactivating the prioritization mode.

The increase of the primary air portion and / or the reduction of the secondary air portion can be done by means of an air distribution device of the motor vehicle. The motor vehicle may further comprise a conveyor for providing the total air mass flow, wherein the conveyor may be or have a fan or a pump. For applying the primary seat with the primary air portion, the motor vehicle further comprises at least one primary air outlet. For applying the secondary seat with the secondary air portion, the motor vehicle further comprises at least one secondary air outlet. The air distribution device is designed such that it can change the primary air content and / or the secondary air content in order to be able to operate the air conditioning system according to the invention. For this purpose, the control device adjusts the air distribution device in such a way that the primary air fraction in the total air mass flow is increased in the prioritization mode in comparison to the normal mode.

The motor vehicle may have the activation device for manual activation of the prioritization mode. The activation device is communicatively connected to the control device such that the control device controls the air distribution device according to the invention, in particular increases the primary air fraction in the total air mass flow in the manually activated prioritization mode.

The motor vehicle may alternatively or additionally comprise a detection device for detecting the occupation state of the secondary seat. The detection device is communicatively connected to the control device, so that the control device controls the air distribution device according to the invention. In particular, increases the primary air content of the total mass air flow in the Prioritization mode when the secondary seat is vacant.

The detection device can in principle be designed as desired, provided that it allows the detection of the occupied state of the secondary seat. It is conceivable, in particular, to use corresponding sensors in the secondary seat. It is also to be considered variants in which the detection of the occupied state of the secondary seat via a corresponding state of a buckle of a seat belt of the secondary seat.

The air conditioning system has such a tempering device for tempering at least a portion of the total air mass flow. By the tempering so the total air mass flow is at least partially heated or cooled. In this case, it is preferable if the air distribution device is arranged between the tempering device and the air outlets. As a result, already tempered air is distributed by the air distribution device between the at least one primary air outlet and the at least one secondary air outlet.

The air conditioning is especially designed monocone. Such a single-tone air conditioning system in this case has only such a conveyor and / or such a temperature control.

The control device is advantageously connected to the conveying device, such that the control device controls the conveying device for increasing or reducing the total air mass flow.

The air distribution device is preferably adjustable between a primary position and at least one intermediate position, wherein in the primary position of the Total mass air flow is directed through at least one such primary air outlet. That is, the total air mass flow in the primary position of the air distribution device is supplied to the primary seat. In the intermediate position of the air distribution device, the primary air content corresponds to the secondary air content. This means that in the intermediate position of the air distribution device of the primary seat and the secondary seat are charged with the same proportion of the total air mass flow. As a result, the primary seat can be easily prioritized when the secondary seat is unoccupied.

The adjustment of the air distribution device between the primary position and the intermediate position is advantageously infinitely possible to allow a precise and / or variable adjustment of the primary air portion and / or the secondary air portion.

The air distribution device can of course also be adjusted between the intermediate position and a secondary position, wherein in the secondary position of the total air mass flow of the secondary seat is supplied.

According to preferred embodiments, the air distribution device has a housing with a flow-through by the air mass flow through-flow space, which is fluidly connected to at least one such Primärluftauslass and with at least one such secondary air outlet. The flow space can in particular be arranged downstream of a mixing chamber of the air conditioning system, in which said temperature control takes place by means of the tempering device. For distributing the total air mass flow between at least one such primary air outlet and at least one such secondary air outlet, the air distribution device advantageously has at least one distributor element. In principle, the respective distributor element can be designed or configured as desired, provided that it permits a distribution of the total air mass flow between at least one such primary air outlet and at least one such secondary air outlet.

In advantageous embodiments, the housing of the air distribution device has a partition which fluidly separates a primary channel leading to the at least one primary air outlet from a secondary channel leading to the at least one secondary air outlet. It is the

Provided partition with an opening in which such a distribution element is pivotally mounted. By adjusting or pivoting the distributor element, it is possible in this case to vary the proportion of the total air mass flow flowing to at least one such primary air outlet and / or to at least one such secondary air outlet. This means that the adjustment of the air distribution device takes place between the primary position and the intermediate position by means of the distributor element. The distributor element can in this case have an arbitrary shape. In particular, it is conceivable to design the distributor element as a flap or to equip it with such a flap.

The adjustment of the distributor element takes place in particular in that the distributor element is movable relative to at least one such primary air outlet or to at least one such secondary air outlet. As a result, by means of a corresponding adjustment, in particular displacement and / or pivoting, the fluidic connection between the at least one secondary air outlet and the flow space can be separated or released at least in regions, thus enabling a distribution of the total air mass flow. It is conceivable, in particular, to provide the distributor element with an end wall which fluidly separates at least one such primary air outlet and / or at least one secondary air outlet from the flow space, displacement being effected between the primary position and the intermediate position of the distribution device by a corresponding displacement of the dividing wall ,

Preferred embodiments provide that the end wall has at least one opening which, in the intermediate position, establishes a fluidic connection between at least one such secondary outlet and the flow space. Accordingly, it is conceivable that the opening in the primary position is arranged such that the fluidic connection between at least one such secondary air outlet and the flow space is separated.

In principle, the at least one such primary air outlet and the at least one secondary air outlet can be arranged arbitrarily relative to one another.

It is conceivable, for example, that at least one such primary air outlet and at least one such secondary air outlet are spaced apart in a first direction, this first direction preferably corresponding to the horizontal direction. That is, at least one such primary air outlet, preferably all primary outlets, is spaced horizontally from at least one such secondary outlet, preferably from all secondary air outlets. As a result, an improved separation of the primary seat supplied primary air portion of the secondary seat supplied secondary air fraction is possible.

In addition, it is conceivable to provide the motor vehicle with at least two such primary air outlets, which extend in a direction transverse to the first direction second direction, in particular in the vertical direction, are spaced apart. It is also conceivable to provide the motor vehicle with at least two such secondary air outlets, which are spaced apart in the second direction, in particular in the vertical direction. By providing the motor vehicle with at least two such primary air outlets, in particular a larger area of the primary seat and thus a larger area of the occupants located on the primary seat can be exposed to the primary air portion. The same applies to the provision of the motor vehicle with at least two such secondary air outlets, which allow the application of a larger surface of the secondary seat or an occupant located on the secondary seat with the secondary air portion.

Of course, the motor vehicle may also have several such secondary seats. Here wti4 can be prioritized in at least one of the secondary seats in the prioritization mode, the primary seat. Advantageously, the increase of the primary air content takes place by reducing the secondary air content of at least one such secondary seat. In particular, the primary air fraction can be increased if at least one of the secondary seats is vacant.

Other important features and advantages of the invention will become apparent from the dependent claims, from the drawings and from the associated figure description with reference to the drawings.

It is understood that the features mentioned above and those yet to be explained below can be used not only in the particular combination given, but also in other combinations or in isolation, without departing from the scope of the present invention. Preferred embodiments of the invention are illustrated in the drawings and will be described in more detail in the following description, wherein like reference numerals refer to the same or similar or functionally identical components.

It shows, in each case schematically, a greatly simplified, schematics-like representation of a motor vehicle

Fig. 2 is a partial transparent spatial view of a portion of a

Air conditioning in another embodiment,

3 is a partially transparent spatial view of the air conditioner in a further embodiment,

Fig. 4 is a partially transparent section through the air conditioning

3,

Fig. 5 is the view of Fig. 4 in a further embodiment

Fig. 6 is the view of Fig. 5, in another embodiment

7 is a partially transparent spatial view of the air conditioner in a further embodiment,

Fig. 8 is the view of Fig. 7 in another embodiment. Fig. 1 shows a schematic representation of a motor vehicle 1 with an air conditioner 2. The motor vehicle 1 has an interior 3 for occupants, in which a plurality of seats 5, 6, 8, 16, 17 are arranged. In the exemplary embodiment shown, a driver's seat 5 and a passenger's seat 6 are arranged purely by way of example in a front region 4 of the interior 3, and three rear seats 8 are arranged in a rear region 7.

The air conditioning system 2 is used to air-condition the interior 3 or the seats 5, 6, 8, 16, 17 and thus the occupants of the motor vehicle 1. The air conditioner 2 has a conveyor 9, for example a fan 9 ', on which air is conveyed. The conveyed air flows to a tempering device 10 arranged downstream of the conveying device 9 for tempering the air. The tempering device 10 may in this case have a radiator 1 1 and / or a heater 12 for cooling or heating the conveyed air. Downstream of the tempering device 10, an air distribution device 13 is arranged. In the example shown, only such an air outlet 14, 15 is assigned to the driver's seat 5 and the passenger's seat 6, in order to pressurize the seats 5, 6 with tempered air. The air mass flows flowing through the air outlets 14, 15 into the inner space 3 thus result in a total air mass flow which flows proportionately through the air outlets 14, 15 into the inner space 3. By the air distribution device 13, it is possible in this case to vary the proportion of the air mass flow flowing through the respective air outlet 14, 15 into the interior 3 on the total air mass flow. In particular, this makes it possible to prioritize a primary seat 16 with respect to a secondary seat 17.

In the example shown, the primary seat 16 is the driver's seat 5, while the secondary seat 17 is the passenger's seat 6. Accordingly, the distribution direction 13, the total air mass flow into a primary air portion and a secondary air portion, wherein the primary air portion is supplied by the primary seat 16 associated air outlet 14 or primary air outlet 14 to the primary seat 16, while the secondary air portion is supplied to the secondary seat 17 via the secondary seat 17 associated air outlet 15 or secondary air outlet 15. Hereby, the primary seat 16 is acted upon by a primary air mass flow, while the secondary seat 17 is acted upon by a secondary air mass flow, wherein the sum of primary air mass flow and secondary air mass flow results in the total air mass flow.

1 that the air conditioning system 2 is a single-zone air conditioning system 2, in which the primary seat 16 and the secondary seat 17 have a common such conveyor 9 and / or a common one Tempering device 10 are assigned. In this case, only the front area 4, that is, the driver's seat 5 and the passenger seat 6, is acted upon directly by the air conditioning system 2 with tempered air.

The conveyor 9, the tempering device 10 and the air distribution device 13 are, for example by electrical lines 18, communicatively connected to a control device 19. In addition, a detection device 20 is provided in the example shown, which is communicatively connected to the control device 19. By means of the recognition device 20, it is possible to detect whether the secondary seat 17 is occupied. That is, the recognizer 20 determines an occupancy state of the secondary seat 17. This makes it possible to detect whether an occupant is located on the secondary seat 17. If the secondary seat 17 is unoccupied, there is an activation of a prioritization mode in which control of the air distribution device 13 takes place via the control device 19 in such a way that the flow through the primary air outlet 14 flowing primary air content is increased in the total air mass flow. The increase of the primary air content applies to a previous operating state of the air conditioner 2, in particular to a normal mode of the air conditioner 2. The primary seat 16 is thus supplied in Pnorisierungsmodus an increased proportion of the total air mass flow. Accordingly, in the example shown, there is a reduction in the secondary air portion supplied to the secondary seat 17. As a result, the primary seat 16 is prioritized over the secondary seat 17 when the secondary seat 17 is unoccupied. This prioritization results in the air conditioning being amplified on the primary seat 16 or being focused on the primary seat 16. The secondary seat 17 supplied and not required by the unoccupied state air mass flow is thus supplied to the primary seat 16. As a result, a reduction of the energy consumption of the air conditioner 2 and thus of the motor vehicle 1 is possible. In particular, this makes it possible to operate the air conditioner 2 longer with low resources available. In particular, the range of the motor vehicle 1 can be increased in electrically powered or partially electrically operated motor vehicles 1. In addition, in a start-stop operation of the motor vehicle 1, a stop phase can be extended, since leaving the stop phase to ensure further operation of the air conditioner 2 can be delayed.

The unoccupied state of the secondary seat is thus an activation requirement for the Pnorisierungsmodus. Another such activation requirement for activating the normalization mode, which may alternatively or additionally apply, is insufficient air conditioning capacity of the air conditioning system available. That is, alternatively or additionally, the pnorizing mode is activated and the primary air fraction of the air is increased when the air conditioning power available to the air conditioning system drops below a required power required to simultaneously air-condition the primary seat 16 and the secondary seat 17 is required. That is, the prioritization of the primary seat 16 takes place when it is recognized by appropriate means that a simultaneous air conditioning of the primary seat 16 and the secondary seat 17 is no longer possible or if a corresponding situation threatens to occur.

A further such activation prerequisite which leads, as an alternative or in addition to the aforementioned activation prerequisites, to the activation of the prioritization mode and thus the increase of the primary air fraction is the stop phase of the motor vehicle 1, in particular a drive device (not shown) for driving the motor vehicle 1, at start-stop. Business.

The activation requirements can each lead to activation of the prioritization mode. It is also conceivable to activate the prioritization mode only if at least two of the activation prerequisites have been fulfilled. Accordingly, the deactivation of the prioritization mode takes place if at least one of the activation prerequisites is no longer present, in particular if at least two of the activation prerequisites, for example none of the activation prerequisites, exist.

The motor vehicle 1 also has an activation device 44 for manually activating and deactivating the prioritization mode. The activation device 44 allows a user or occupants of the motor vehicle 1, in particular a driver of the motor vehicle 1, to activate and / or deactivate the prioritization mode independently of the activation prerequisites. In this case, the activation device 44 is communicatively connected to the control device 19, such that the air conditioning system 2 is operated in an activation state of the activation device 44 in the prioritization mode and the control device 19, the air distribution device 13 for increasing the primary air content controls. In a deactivation state of the activation device 44, the activation of the prioritization mode can be prevented or the prioritization mode can be ended, the air conditioning system 2 in particular return to the normal mode. The activation device 44 can also have an automatic state, in which the activation and / or deactivation of the prioritization mode takes place depending on the activation requirements.

In the prioritization mode, when the primary air fraction is increased by appropriately controlling the conveyor 9, the controller 19 reduces the total mass air flow such that the combination of reducing the total air mass flow and increasing the primary air fraction results in the primary seat 16 supplied primary air mass flow after the increase in the primary air content of the primary air mass flow before increasing the primary air content corresponds. Alternatively or additionally, the total mass air flow may be reduced until an air conditioning capacity with which the primary seat 16 is conditioned after increasing the primary air portion of the air conditioning capacity before increasing the primary air content corresponds. By these measures, the occupant on the primary seat 16 does not take the change in the primary air ratio or only to a lesser extent.

Fig. 2 shows a partially transparent representation of the air conditioner 2 of the motor vehicle 1 in the region of the air distribution device 13 in another embodiment, wherein visible components are shown in dashed lines due to the transparency. In this embodiment, three primary air outlets 14 and three secondary air outlets 15 are provided, wherein only one such secondary air outlet 15 can be seen due to the view. The primary air outlets 14 are arranged symmetrically to the secondary air outlets 15. The primary air outlets 14 and the secondary air outlets 15 are spaced from each other in a first direction 21 corresponding to the horizontal direction 22. This means, the primary outlets 14 are spaced horizontally from the secondary air outlets 15. In addition, the primary outlets 14 are spaced apart from one another in a second direction 23 or vertical direction 24 which extends transversely to the first direction 21 or horizontal direction 22. That is, the primary air outlets 14 are vertically spaced from each other. The same applies to the secondary air outlets 15, which are also vertically spaced from each other. This makes it possible to act on the primary seat 16 and secondary seat 17 in different areas with the corresponding air mass flow. In this case, the primary air portion flows through the primary air outlets 14. Accordingly, the secondary air portion flows through the secondary air outlets 15. The air distribution device 13 has a housing 25 with a flow space 26, through which the respective air mass flow can flow. The flow space 26 is in fluidic contact with the primary air outlets 14 and the secondary air outlets 15, a partition 27 in the flow space 26 fluidly separating a primary channel 28 leading to the primary outlets 14 from a secondary channel 29 leading to the secondary outlets 15 leads. In the partition wall 27, an opening 30 is provided, which connects the primary channel 28 and the secondary channel 29 fluidly. In the partition wall 27, a distributor element 31 is pivotally mounted, which is designed as a flap 32. The distributor element 31 is in this case pivotally mounted via a shaft 33 in a pivoting direction 36, such that it between an intermediate position 40, in which the distributor element 31 closes the opening 30 and the total air mass flow thus evenly between the primary air outlets 14 and the secondary - Air outlets 15 is distributed, and a primary position 34 adjustable, in which the total total air mass flow through the primary air outlets 14 flows. In this case, the primary position 34 is shown in Fig. 2. The primary position 34 of the distributor element 31 and thus the air distribution device 13 takes place in the example shown in that the distributor element 31 is pivoted into the secondary channel 29, so that the secondary channel 29 is blocked. 3, another embodiment of the distribution device 13 is shown. In this embodiment, the air distribution device 13 on such a distributor element 31, which is pivotable about a horizontal direction 22 extending in the shaft 35, pivotable in the pivoting direction 36 and thus relative to the air outlets 14, 15. The distributor element 31 is also movable with the shaft 35 in an adjustment direction 37 and thus in the example shown in the horizontal direction 22 relative to the air outlets 14, 15. The distributor element 31 has, on the side facing the air outlets 14, an end wall 38 which is provided with an opening 39. The opening 39 extends in the horizontal direction 22 via two horizontally 22 adjacent air outlets 14, 15 and is greater in the vertical direction 24 than such an air outlet 14, 15. Accordingly, by a corresponding displacement of the distributor element 31 in a pivoting direction 36 and adjustment 37 a change of the primary air fraction and the secondary air fraction.

FIG. 4 shows a section through the air conditioning system 2 in FIG. 3, in which the end wall 38 of the distributor element 31 together with the opening 39 can be seen. It can be seen that all secondary air outlets 15 are closed by the end wall 38 and the opening 39 releases the centrally arranged primary air outlet 14. 3 and 4, therefore, the primary position 34 is shown, wherein in the example shown, the total air mass flow flows through the centrally disposed primary air outlet 14.

With the air distribution device 13 shown in FIGS. 3 and 4, a very simple distribution of the total air mass flow between the primary air outlets 14 and the secondary air outlets 15 is possible. In particular, the movable arrangement of the distributor element 31 relative to the air outlets 14, 15 in the adjustment direction 37, the distance direction of the primary air outlets 14 to the secondary air outlets 15, allows a simple increase of the primary air content and thus a simple implementation of the Priorisierungsmo- dus, in which at least one such secondary air outlet 15 is at least partially closed.

Fig. 5 shows the view of Fig. 4 in another embodiment. In this embodiment, the end wall 38 has three such openings 39, which are spaced in the vertical direction 24. In the illustration shown, the openings 39 release the primary air outlets 14 and the secondary air outlets 15 completely, so that the primary air content corresponds to the secondary air content. In FIG. 5, therefore, the intermediate position 40 of the air distribution device 13 or of the distributor element 31 is shown. By displacing the distributor element 31 in the adjustment direction 37, the secondary air outlets 15 can be closed and the air distribution device 13 adjusted to the primary position 34 in order to allow the total air mass flow to flow through the primary air outlets 14.

A further embodiment is shown in Fig. 6, wherein the air distribution device 13 in this embodiment, three such distribution elements 31 which are spaced apart in the vertical direction 24. In each case, such a distributor element 31 is assigned to the air outlets 14, 15 which are adjacent in the horizontal direction 22. This means that the respective distributor element 31 is assigned to such a primary air outlet 14 and to the secondary outlet 15 which is adjacent in the horizontal direction 22. The respective distributor element 31 has such a closure wall 38 with such an opening 39 and is adjustable in the adjustment direction 37 or vertical direction 22, wherein the distributor elements 38 are independently adjustable. As a result, the air outlets 14, 15 adjacent in the horizontal direction 22 can each be individually locked or released. In this case, the opening 39 of the middle distribution in FIG. lerelements 31 the associated primary air outlet 14 free, while the end wall 38 blocks the secondary air outlet. The openings 39 of the other two distributor elements 31 release the associated primary air outlet 14 and secondary outlet 15. Thus, the air distribution device 13 is in a position between the primary position 34 and the intermediate position 40. The air distribution device 13 shown in FIG. 6 allows a more individualized distribution of the total air mass flow to the primary air outlets 14 and the secondary air outlets 15.

Of course, it is also conceivable to partially block or partially release the respective secondary air outlet 15. The same applies to the primary air outlets 14.

FIGS. 7 and 8 show further exemplary embodiments in which such a distributor element 31 is provided in each case. In these figures, the respective distributor element 31 is formed as a blocking element 41 for blocking at least one such secondary air outlet 15, wherein the blocking elements 41 shown are formed in the examples shown to block only such a secondary air outlet 15.

In the example shown in FIG. 7, the adjusting element 31 is arranged vertically at the level of the air outlets 14, 15 and horizontally between the primary air outlet 14 and the secondary air outlet 15, so that the total air mass flow is uniform through the primary air outlet 14 and the secondary air outlet 15 flows. The air distribution device 13 is thus located in the intermediate position 40. The distributor element 31 is hereby adjustable in the horizontal direction 22 or in the adjustment direction 37 such that it obstructs the secondary air outlet 15. For this purpose, the distributor element 31 is connected via a connecting element 42 with an adjustable in the adjustment direction 37 stage 43. In the example shown in FIG. 8, the distributor element 31 is arranged horizontally in the region of the secondary air outlet 15 and vertically spaced from the secondary air outlet 15. As a result, the air distribution device 13 in the intermediate state 40. The distributor element 31 is pivotable in the pivoting direction 36 and thus displaceable, so that it blocks the secondary air outlet 15 to flow the total mass air flow through the primary air outlet 14.

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Claims

claims

1 . Method for controlling an air conditioning system (2) of a motor vehicle (1) having a primary seat (16) and a secondary seat (17) in an interior (3) of the motor vehicle (1),

- wherein the air conditioning system (2) for air conditioning of the interior (3) leads a total mass air flow into the interior (3),

- wherein the primary seat (16) is acted upon with a primary air portion of the total mass air flow,

- wherein the secondary seat (17) is acted upon by a secondary air portion of the total air mass flow,

- In a prioritization mode of the air conditioner (2), the primary air content is increased compared to a normal mode of the air conditioner (2).

2. The method according to claim 1,

characterized,

that the prioritization mode is activated when a user of the motor vehicle (1) actuates an activation device (44).

3. The method according to claim 1 or 2,

characterized,

a seated state of the secondary seat (17) is determined and the prioritization mode is activated if the secondary seat (17) is not is set.

4. The method according to any one of claims 1 to 3,

characterized,

in that the increase of the primary air portion downstream of a common tempering device (10) for controlling the temperature of the primary air portion (16) and the secondary air portion (17), in particular of the total air mass flow.

5. The method according to any one of claims 1 to 4,

characterized,

that the prioritization mode is activated when an air conditioning power available to the air conditioner (2) falls below a required power for simultaneous air conditioning of the primary seat (16) and the secondary seat (17).

6. The method according to any one of claims 1 to 5,

characterized,

that in the prioritization mode, the primary air content is increased and the total air mass flow is reduced.

7. The method according to claim 6,

characterized,

in that the total mass air flow in the prioritization mode is reduced to such an extent that a primary air mass flow with which the primary seat (16) is acted upon substantially corresponds to the primary air mass flow before the reduction of the total air mass flow.

8. The method according to claim 6 or 7,

characterized,

the total mass air flow in the prioritization mode is reduced to such an extent that a primary air conditioning capacity with which the primary seat (16) is conditioned substantially corresponds to the primary air conditioning capacity before the reduction of the total air mass flow.

9. The method according to any one of claims 3 to 8,

characterized,

that the prioritization mode is activated when the motor vehicle (1) is operated in a stop phase of a start-stop operation.

10. The method according to any one of claims 1 to 9,

characterized,

in that a driver's seat (5) of the motor vehicle (1) is used as the primary seat (16).

1 1. Motor vehicle (1) having an interior (3) in which a primary seat (16) and a secondary seat (17) are arranged and with an air conditioner (2) for conditioning the interior (3) by guiding a total air mass flow in the interior (3),

- With a conveyor (9) for providing the total mass air flow,

- Having at least one primary air outlet (14) for acting on the primary seat (16) with a primary air content of the total mass air flow,

- Having at least one secondary air outlet (15) for acting on the secondary seat (17) with a secondary air portion of the total mass air flow, - With an air distribution device (13) for adjusting the primary air content of the total air mass flow,

- With a control device (19) communicating with the air distribution device (13) is connected,

- wherein the control device (19) is designed such that it

Air conditioning system (2) according to the method of any one of claims 1 to 10 controls.

12. Motor vehicle according to claim 1 1,

characterized,

in that the motor vehicle (1) has a recognition device (20) for recognizing a status of occupation of the secondary seat (17) which is communicatively connected to the control device (19).

13. Motor vehicle according to claim 1 1 or 12,

characterized,

in that the motor vehicle (1) has an activation device (44) for the manual activation of the prioritization mode.

14. Motor vehicle according to one of claims 1 1 to 13,

characterized,

the air conditioning system (2) has a tempering device (10) arranged upstream of the air outlets (14, 15) for tempering at least part of the total air mass flow.

15. motor vehicle one of claims 1 1 to 14,

characterized,

in that the air distribution device (13) is connected between a primary position (34) in which the total air mass flow through at least one such primary Outlet (14) flows, and an intermediate position (40), in which the primary air content corresponds to the secondary air portion, is adjustable.

16. Motor vehicle according to one of claims 1 1 to 15,

characterized,

in that the air distribution device (13) has a housing (25) with a flow-through flow space (26) which is in fluidic contact with at least one such primary air outlet (14) and with at least one such secondary air outlet (15) (25) at least one distributor element (31) of the air distribution device (13) for distributing the total air mass flow between at least one such primary air outlet (14) and at least one such secondary air outlet (15) is arranged.

17. Motor vehicle according to claim 16,

characterized,

- That in the flow space (26) a partition wall (27) is arranged, the one leading to the at least one such primary air outlet (14) primary channel (28) fluidly from one to at least one such secondary air outlet (15) leading Secondary channel (29) separates,

- That the partition wall (27) has an opening (30),

- That the air distribution device (13) such a distributor element (31) which closes the opening (30) in the intermediate position (40) and the secondary channel (29) in the primary position (34).

18. Motor vehicle according to claim 16 or 17,

characterized, - That at least one such distributor element (31) is movable relative to at least one such primary air outlet (14) and at least one such secondary air outlet (15),

- That the distributor element (31) has at least one such secondary air outlet (15) fluidly from the flow space (25) separating the end wall (38) which is displaceable between the primary position (34) and the intermediate position (40).

19. Motor vehicle according to claim 18,

characterized,

in that at least one opening (39) is provided in the end wall (38), which in the intermediate position (40) establishes a fluidic connection between at least one such secondary air outlet (15) and the flow space (26).

20. Motor vehicle according to one of claims 1 1 to 18,

characterized,

the air conditioning system (2) has a conveying device (9) which is common to the primary seat (16) and the secondary seat (17) and / or a common such temperature control device (10) and is therefore designed as a single-honeycomb.

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