WO2022194314A1 - Véhicule, unité supplémentaire pour véhicule et procédé de commutation de la commande d'évent de véhicule - Google Patents

Véhicule, unité supplémentaire pour véhicule et procédé de commutation de la commande d'évent de véhicule Download PDF

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Publication number
WO2022194314A1
WO2022194314A1 PCT/CZ2022/000015 CZ2022000015W WO2022194314A1 WO 2022194314 A1 WO2022194314 A1 WO 2022194314A1 CZ 2022000015 W CZ2022000015 W CZ 2022000015W WO 2022194314 A1 WO2022194314 A1 WO 2022194314A1
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WO
WIPO (PCT)
Prior art keywords
relay
vehicle
control unit
power source
contact
Prior art date
Application number
PCT/CZ2022/000015
Other languages
English (en)
Inventor
Marek Sixta
Vladimír Malík
Martin SEMERÁD
Original Assignee
Skoda Auto A.S.
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Skoda Auto A.S. filed Critical Skoda Auto A.S.
Publication of WO2022194314A1 publication Critical patent/WO2022194314A1/fr

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating [HVAC] devices
    • B60H1/00642—Control systems or circuits; Control members or indication devices for heating, cooling or ventilating devices
    • B60H1/0065—Control members, e.g. levers or knobs
    • B60H1/00657—Remote control devices
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating [HVAC] devices
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating [HVAC] devices
    • B60H1/00421—Driving arrangements for parts of a vehicle air-conditioning
    • B60H1/00428—Driving arrangements for parts of a vehicle air-conditioning electric
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating [HVAC] devices
    • B60H1/00642—Control systems or circuits; Control members or indication devices for heating, cooling or ventilating devices
    • B60H1/00735—Control systems or circuits characterised by their input, i.e. by the detection, measurement or calculation of particular conditions, e.g. signal treatment, dynamic models
    • B60H1/00764—Control systems or circuits characterised by their input, i.e. by the detection, measurement or calculation of particular conditions, e.g. signal treatment, dynamic models the input being a vehicle driving condition, e.g. speed
    • B60H1/00778—Control systems or circuits characterised by their input, i.e. by the detection, measurement or calculation of particular conditions, e.g. signal treatment, dynamic models the input being a vehicle driving condition, e.g. speed the input being a stationary vehicle position, e.g. parking or stopping
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating [HVAC] devices
    • B60H1/00642—Control systems or circuits; Control members or indication devices for heating, cooling or ventilating devices
    • B60H1/00814—Control systems or circuits characterised by their output, for controlling particular components of the heating, cooling or ventilating installation
    • B60H1/00821—Control systems or circuits characterised by their output, for controlling particular components of the heating, cooling or ventilating installation the components being ventilating, air admitting or air distributing devices
    • B60H1/00835—Damper doors, e.g. position control
    • B60H1/00849—Damper doors, e.g. position control for selectively commanding the induction of outside or inside air
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating [HVAC] devices
    • B60H1/00642—Control systems or circuits; Control members or indication devices for heating, cooling or ventilating devices
    • B60H1/00814—Control systems or circuits characterised by their output, for controlling particular components of the heating, cooling or ventilating installation
    • B60H1/00821—Control systems or circuits characterised by their output, for controlling particular components of the heating, cooling or ventilating installation the components being ventilating, air admitting or air distributing devices
    • B60H1/00864—Ventilators and damper doors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating [HVAC] devices
    • B60H1/00642—Control systems or circuits; Control members or indication devices for heating, cooling or ventilating devices
    • B60H1/00964—Control systems or circuits characterised by including features for automatic and non-automatic control, e.g. for changing from automatic to manual control
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating [HVAC] devices
    • B60H1/24—Devices purely for ventilating or where the heating or cooling is irrelevant

Definitions

  • Vehicle additional unit for vehicle and method of switching of the vehicle vent control
  • the invention concerns vehicles, especially the function of remote car ventilation.
  • the invention also concerns the additional vehicle unit enabling the function of remote car ventilation.
  • it concerns the method of switching the vehicle vent control and vehicle flap in the car with the remote ventilation function or with the additional unit enabling the function of remote car ventilation.
  • the switching element is the third relay or a semiconductor switching element. Because these elements appear to be the least prone to failure due to their function.
  • the first and the second relays are designed as switching relays, while the common contact of the first relay is connected with the fan, switching contact of the first relay is connected with the power source and the opening contact of the first relay is connected with another branch with power source, whereas the common contact of the second relay is connected with the flap, switching contact of the second relay is connected with the power source and the opening contact of the second relay is connected with another branch with power source.
  • the second contact of the switching coil of the first relay and the second relay is connected to the terminal to which, based on the instruction of the vehicle control unit, voltage is applied in case the ignition has been turned on, or to the terminal to which, based on the instruction of the vehicle control unit, voltage is applied based on the information from the door sensor, or to the terminal to which, based on the instruction of the vehicle control unit, voltage is applied based on the information on unlocking the vehicle.
  • the vehicle also includes a resistance divider with three contacts, the first contact of the resistance divider connected to the positive pole of the power source and second contact of the resistance divider connected to the negative pole of the power source, while the third contact is connected to the additional control unit, whereas the additional control unit includes a memory with a stored minimum working value of the power source voltage and the additional control unit is adapted to compare the power source voltage with the minimum working value of the power source voltage. This secures that the power source cannot be depleted under the minimum working values.
  • the invention also concerns an additional vehicle unit, including an additional control unit, receiver of the signal from the remote control communicatively connected with the additional control unit, and a set of connecting elements for connection to the vehicle conductors, the first relay, the second relay and a switching element, while the first connecting element and the second connecting element are interconnected by means of the first relay, whereas the first relay is adapted to open this connection, the third connecting element and the fourth connecting element are interconnected by means of the second relay, where the second relay is adapted to open this connection, while one of the pair, the first and the second element, is connected by means of the first relay with the fifth connecting element, where the connecting element is adapted to connect and disconnect the connection between the second relay and the fifth connecting element, while the additional control unit is adapted to control this switching element.
  • This solution enriches the technological level by a solution equipping the vehicle with a function of bypass and remote start of functions in the vehicle sleep mode. It is especially advantageous to use this solution for the pre-ventilation function.
  • the switching element is the third relay or a semiconductor switching element.
  • the first relay and the second relay are designed as a switching relay, where the common contact of the first relay is connected with the first connecting element, the switching contact of the first relay is connected with the second connecting element, and the opening contact of the first relay is connected with the fifth connecting element, while the common contact of the second relay is connected with the fourth connecting element and the opening contact of the second relay is connected with one of the pair, sixth connecting element and the additional control unit.
  • the additional unit also includes a resistance divider with three contacts, the first contact of the resistance divider connected to the ninth connecting element and second contact of the resistance divider connected to the tenth connecting element, while the third contact is connected to the additional control unit, whereas the additional control unit includes a memory with a stored minimum working value of the power source voltage and the additional control unit is adapted to compare the power source voltage with the minimum working value of the power source voltage.
  • the connecting elements for connection to conductors of the vehicle are connectors or terminals of the terminal block, or loose ends of conductors adapted to connection to the re-connected conductors of the vehicle.
  • the subject of the invention addressing the above mentioned technology insufficiencies is also represented by the vehicle containing a power source, air inlet from exterior to interior of the vehicle, flap closing the air inlet with an actuator, fan for creation of air flow in the air line, and a vehicle control unit, while the vehicle control unit is connected to the fan and the flap actuator with an additional control unit by means of conductors.
  • the first connecting element is connected with the fan
  • the second connecting element is connected with the power source pole
  • the third connecting element is connected with the flap
  • the fourth connecting element is connected with the power source pole
  • the fifth connecting element is connected with the power source pole
  • the sixth connecting element is connected with the power source pole
  • the seventh connecting element is connected with the negative pole of the power source
  • the eighth connecting element is connected with the terminal which is connected to the power source, where the vehicle control unit is adapted to optional switching on and off the power supply to this terminal
  • the ninth connecting element is connected with the power source pole and the tenth connecting element is connected with the opposite power source pole, compared to the ninth connecting element.
  • Another subject of the invention is the method of switching the control of the fan and the vehicle flap described above, including the following consecutive steps:
  • the first step when the vehicle is in the sleep mode and the vehicle control unit receives the wake-up signal
  • second step when based on the reception of the wake-up signal the vehicle switches from the sleep mode to the active mode and based on the instruction from the vehicle control unit, voltage is applied to the terminal with connected switching coils of the first relay and the switching coils of the second relay, third step of switching the first relay and the second relay, so that the switching and the common contact of these relays are connected
  • fourth step where the vehicle control unit, based on the reception of the sleep mode signal or expiry of the period stored in the vehicle control unit keeping the vehicle in the active mode, the vehicle switches to the sleep mode and based on the instruction of the vehicle control unit, voltage is no longer applied to the terminal with connected switching coils of the first relay and the switching coils of the second relay, fifth step of switching the first relay and the second relay, so that the opening and the common contact of these relays are
  • the wake-up signal is a signal gained by sensors and handed over to the vehicle control unit based on any of the following events: vehicle unlocking, door opening, turning on the ignition, detection of passenger presence by means of a seat occupancy sensor, while the sleep signal is a signal gained by sensors and handed over to the vehicle control unit based on any of the following events: vehicle locking, door closing, ignition off, detection of passenger absence by means of a seat occupancy sensor.
  • fig. 4b schematically displays the invention from fig. 16c, where the bypass is turned on by means of a relay fig. 4c schematically displays the invention from fig. 16c, where the bypass is turned off by means of a relay fig. 5 displays the connection of individual elements in relation to the vehicle, as per the model implementation of the invention with a third relay and without the H- bridge
  • fig. 6 displays the connection of individual elements in relation to the vehicle, as per the model implementation of the invention with a third relay and with the H-bridge
  • fig. 7 displays the connection of individual elements in relation to the vehicle, as per the model implementation of the invention using a semiconductor switching element and without the H-bridge, fig.
  • fig. 8 displays the connection of individual elements in relation to the vehicle, as per the model implementation of the invention with two third relays designed as switching relays and without the H-bridge
  • fig. 9 displays the connection of individual elements in relation to the vehicle, as per the model implementation of the invention using two semiconductor switching elements and without the H-bridge
  • fig. 10 displays the connection of individual additional unit, as per the model implementation of the invention using a third relay as a switching element and without the H-bridge
  • fig. 11 displays the connection of individual additional unit, as per the model implementation of the invention using a third relay as a switching element and without the H-bridge
  • fig. 12 displays the connection of individual additional unit, as per the model implementation of the invention using a semiconductor switching element as a switching element and with the H-bridge, fig.
  • fig. 13 displays the connection of individual additional unit, as per the model implementation of the invention using two third relays as switching elements and without the H-bridge
  • fig. 14 displays the connection of individual additional unit, as per the model implementation of the invention using two semiconductor elements as switching elements and without the H-bridge
  • fig. 15a schematically displays the solution of a vehicle with manual air conditioning known from the technological level
  • fig. 15b schematically displays the invention applied to a vehicle with manual air conditioning from fig. 15a with an additional unit
  • fig. 15c schematically displays the invention applied to a vehicle with manual air conditioning from fig. 15a with a displayed group of relays creating a bypass and with an additional control unit
  • fig. 16a schematically displays the solution of a vehicle with automatic air conditioning known from the technological level, fig.
  • FIG. 16b schematically displays the invention applied to a vehicle with automatic air conditioning from fig. 16a with an additional unit
  • fig. 16c schematically displays the invention applied to a vehicle with automatic air conditioning from fig. 16a with a displayed group of relays creating a bypass and with an additional control unit.
  • the first example implementation is a vehicle with the remote pre-ventilation function. Description of individual components corresponds also to the solution of additional unit 7, which is also the subject of the present invention, possibly to the vehicle with this additional unit 7.
  • the vehicle contains an air inlet from exterior to interior of the vehicle. In this air line, there is fan 4 located, serving as a forced air inlet from the external environment to the vehicle.
  • the air line leads from the front end of the vehicle, for example from the radiator grille, or from other holes in the vehicle front end, and it runs to the vehicle interior, for instance to the space by the windscreen, to the dashboard area or to the legroom, or to other spaces in the vehicle.
  • the air line may be designed for example in the form of a pipeline, made of plastic or composite material. This air line may also further branch. Fan 4 is located in this line and includes the drive of fan 4 and body of fan 4 with connected blades. Alternatively, it is possible to use also other devices for air drive.
  • Flap 1 is adapted to close the air supply and it may be designed as an arbitrary commonly used flap for such purposes. It may be flap 1 , which is rotationally connected at one of its ends and is rotationally positionable between the position of fully opened air supply (for example, it is in a position parallel with the air flow) and the position of closed air supply (it is in the position which is perpendicular to the air supply). Flap 1 may be formed by multiple surfaces that are always separately rotationally movable and they work on a similar principle.
  • flap 1 may be designed as a slide valve, which in one position is located outside the air line and in the second position it is located in the air line and it blocks the passage of air. Flap 1 is also equipped with an actuator, securing the movement of flap 1. Flap 1 actuator is represented by an electric motor, alternatively it can be a solenoid.
  • the vehicle may be also equipped with a second air line, securing the air flow from the vehicle interior to the exterior.
  • This air passage is located for example in the rear part of the vehicle and it serves for air recirculation in the vehicle.
  • the vehicle is also equipped with power source 2, providing voltage for the drive of fan 4 and flap 1.
  • This power source 2 is for example the vehicle battery, which in combustion engine vehicles is normally used as a source of electric energy for individual vehicle components. Alternatively, it can be a battery of an electric vehicle, serving at the same time as a power source for the vehicle drive.
  • Such vehicles are known at the technological level.
  • This arrangement is used for common climate control in the vehicle compartment of a started vehicle.
  • vehicle control unit 6 is used for control of fan 4 and flap 1 .
  • fan 4 is started and position of flap 1 is controlled.
  • Schematic illustration of this arrangement known from the technological level for manual air conditioning is displayed in fig. 15a.
  • Vehicle control unit 6 may be represented by one control unit or some of the control units.
  • Alternative implementation with automatic air conditioning known from the technological level is displayed in fig. 16a.
  • the vehicle 16a are displayed schematically, where the connection may be performed by multiple conductors, or by a wiring harness.
  • the vehicle may also include more vehicle control units, for example the central vehicle control unit controlling other functions, such as light switching, multimedia, locking and unlocking the vehicle, engine control, etc.
  • vehicle control unit 6 controlling other functions, such as light switching, multimedia, locking and unlocking the vehicle, engine control, etc.
  • the description lists only one vehicle control unit 6, but for an expert it is obvious that there may be different vehicle control units 6, serving for different functions. It applies to all of them that they are part of the vehicle and it is not an additional control unit 5 which is not communicatively connected with control units.
  • the sleep mode represents a status saving energy at the moment the vehicle is not in operation (for example, it is parked and it is not used). In this mode, only necessary functions are running, such as sensing the reception of remote control unlocking the car, input sensors of security systems against intrusion into the vehicle, etc.
  • the active mode the vehicle is in operation. It is a status in situations when for example the engine is in operation, the vehicle is unlocked, the vehicle does not move with the engine turned-off, etc. Change of these modes is normally controlled by vehicle control unit 6 (possibly the mentioned central vehicle control unit), securing the vehicle transfer from the sleep mode to the active mode based on signal reception. While the active mode is such a mode when the vehicle is not in the sleep mode. And vice versa, based on sleep signal reception or expiry of period saved in vehicle control unit 6 for vehicle active mode, it secures transfer of the vehicle to the sleep mode.
  • Signal causing that the vehicle is switched to the operation status is a signal received by the sensors and handed over to vehicle control unit 6 based on any of the following events: vehicle unlocking, door opening, ignition start, detection of passenger presence with the seat occupancy sensor, etc.
  • Sleep signal is a signal received by the sensors and handed over to vehicle control unit 6 based on any of the following events: vehicle locking, door closing, ignition off, detection of passenger absence with the sensor of seat occupancy, timeout, etc.
  • terminals 13 are normally used in the vehicle, where voltage is still applied in the operation status, and no voltage is applied in the sleep mode.
  • Such terminals 13 include for example ignition terminal 13, ambient lighting terminal 13, terminal of daytime running lights 13, dashboard lighting terminal 13, socket terminal 13, multimedia terminal 13, etc.
  • the vehicle also includes additional control unit 5, at leas one first relay 8 adapted to connect and disconnect the conductor between power source 2 and fan 4, at least one second relay 9 adapted to connect and disconnect the conductor between power source 2 and flap 1.
  • the first branch represents a standard connection in the vehicle (connection does not go directly to power source 2, it may be designed by means of vehicle control unit 6, regulator 14 or other switching elements).
  • the vehicle includes the second branch interconnecting fan 4 and power source 2 and the second branch interconnecting flap 1 and power source 2.
  • the first relay 8 is adapted to connect and disconnect the conductor between power source 2 and fan 4 also in the second branch.
  • the second relay 9 is adapted to connect and disconnect the conductor between power source 2 and flap 4 also in the second branch.
  • the vehicle includes at least one switching element that is adapted to connect and disconnect the conductor between power source 2 and the first relay 8 in the second branch.
  • additional control unit 5 may be used connected to the second relay 9, or the second switching element between the second relay 9 and power source 2.
  • the vehicle may possibly include multiple switching elements for connection and disconnection in the second branch, one adapted for connection and disconnection of the conductor between power source 2 and the first relay 8 in the second branch, and the second switching element adapted to connect and disconnect the conductor between power source 2 and the second relay 9 in the second branch.
  • Additional control unit 5 is adapted to control this switching element or these switching elements, where the switching element is designed as a third relay 11 (change-over or switching) or a semi-conductor switching element 11’.
  • the semi-conductor switching element 1 T may be represented for example by a transistor.
  • switching relays Individual relays (especially the first relay 8 and the second relay 9) are represented by switching relays. Such a relay has five contacts in its model implementation.
  • the first contact referred to as NC (normally closed), the second contact referred to as common, the third contact referred to as switching (normally open), the fourth contact and the fifth contact are contacts of the switching coil.
  • switching relay may be deployed.
  • the semi-conductor switching element 1 T includes at least three contacts, a starting contact and two switching contacts. In a model variant, using bipolar transistor, semi-conductor switching element 1 T includes three contacts, base contact - starting contact, emitter contact - switching contact and collector contact - switching contact.
  • multiple first relay may be deployed, one for the positive conductor and one for the negative conductor.
  • multiple second relays 9 may be deployed for the same reasons, that is one for the positive conductor and one for the negative one.
  • the flap is equipped with position sensing, adequate number of second relays 9 may be used, as they are adapted to connect and disconnect the conductor between vehicle control unit 6 and flap 1.
  • these relays are adapted to connect and disconnect the conductor between additional control unit 5 and flap 1.
  • This group of first relay and second relays creates bypass 12 enabling connection of fan 4 and flap 1 to power source 2 by means of the second branch, alternatively connection of the flap to additional control unit 5.
  • This enables to bypass the common vehicle connection and to turn on the function of pre-ventilation in the sleep mode independently of other vehicle systems.
  • the whole group of first relays 8 and second relays 9 described above is in thus application also referred to as bypass 12.
  • Bypass 12 is in some implementations switched independently of additional control unit 5. With bypass 12 turned off (at the moment the vehicle is not in the sleep mode), the first branch is connected, that is the one corresponding to vehicles known from the technological level.
  • Switching bypass 12 may be performed independently of additional control unit 5 by connecting the negative pole of power source 2 to one contact of the switching coils of the first relay 8 and second relays 9, and by connecting terminal 13 to the second contact of switching coils of the first relay 8 and second relays 9. Voltage is applied to the terminal in the sleep mode, and no voltage is applied to the terminal in the active mode. Alternatively, such terminal 13 may be selected to which voltage is applied in the required time (that is when bypass 12 is turned off) and at the moment when the bypass is to be turned on voltage is not applied to it.
  • bypass 12 it is not strictly necessary to use only the active mode and sleep mode, but sometimes it may be advantageous for the designer to have bypass 12 turned on even at the moment when at least a part of the vehicle is in the active mode, for example when the vehicle is parked, the engine is off, but the radio is still on.
  • bypass 12 status may be controlled using additional control unit 5.
  • additional control unit 5 is connected to terminal 13, enabling turning on bypass 12 (this is a necessary condition preventing the bypass to be turned on while driving, which would turn off the air conditioning).
  • the additional control unit based on the received signal, controls excitation semiconductor switching element 18 that is connected to power source 2 by means of a switching contact and by another switching contact it is connected to the second contact of the switching coils of the first relays 8 and second relays 9 instead of terminal 13.
  • additional control unit 5 detects whether there is voltage on terminal 13, and if not, it switches this excitation semiconductor switching element 18 and turns on bypass 12.
  • Additional control unit 5 is designed as any common control unit. It may include for example a processor or memory or comprise a logic circuit. Additional control unit 5 serves to control the switching of the third relay 11 , or to control the switching excitation semiconductor switching element 1T. Alternatively, the additional control unit may supply current to the second relay 9, and thus turning on the flap actuator. Additional control unit 5 has stored in its memory the minimum acceptable voltage value for power source 2 and it is adapted to compare the voltage of power source 2 with the minimum working voltage value of power source 2. For this purpose, the vehicle is equipped with resistance divider 10 with three contacts. The first contact of resistance divider 10 is connected to the positive pole of power source 2 and the second contact of resistance divider 10 is connected to the negative pole of power source 2, while the third contact is connected to additional control unit 5. The additional control unit serves to interpret signals from signal receiver 3 of the remote control and starting and turning off the function of pre-ventilation on their basis. In some versions, it may be connected to terminal 13 and it controls turning on and off bypass 12.
  • Additional control unit 5 may include in the memory the minimum temperature turning of the pre-ventilation function, if achieved. Additional control unit 5 may be adapted to measure time from the beginning of pre-ventilation. While in the memory of additional control unit 5, maximum time of operation of the preventilation function is also stored. Additional control unit is adapted to compare the currently measured time and the maximum time of the pre-ventilation function operation stored in the memory.
  • additional control unit 5 may be connected to terminal 13, to which voltage is applied based on the instruction of vehicle control unit 6, at the moment the vehicle is in the active mode, and to which voltage is not applied based on the instruction of vehicle control unit 6 at the moment the vehicle is in the sleep mode. This allows the additional control unit to find out whether bypass 12 is on or off by detecting whether voltage from terminal 13 is applied to the additional control unit.
  • the device may be equipped also by the H-bridge serving for current polarity reversal, and it enables movement of flap 1 in both directions, that is opening and closing of flap 1.
  • the vehicle includes signal receiver 3 from the remote control.
  • Signal receiver 3 from the remote control is adapted to receive signals from the remote control and handing over the signal representing the received signal from the remote control.
  • the signal may be a starting signal, based on which the function is started by additional control unit 5, or switch-off signal based on which the function is switched off by additional control unit 5.
  • Signal receiver 3 from the remote control may be able to receive signals sent in any of the following methods: using radio signals in the ISM bands, using technology WiFiTM, Bluetooth , Zigbee ® , LPWAN, GSM, or other technologies.
  • Illustrative design of signal receiver 3 from the remote control adapted for reception of radio signals in the ISM bands includes antenna, signal amplifier, receiver and microcontroller serving as an interpreter.
  • the antenna is connected with the signal amplifier that is adapted to amplify signals, the signal amplifier is connected to the receiver which is adapted to decode the received signal and its sending (for example in a different form, for instance in protocol SPI - Serial Peripheral Interface) to the micro-controller.
  • the micro-controller is connected to the receiver and is adapted to evaluate the signal (that is whether it is a switch-on or switch-off signal), while it is also adapted to send signal in any form to additional control unit 5, whereas this signal includes the switch-on or switch-off instruction.
  • the micro-controller is communicatively connected with additional control unit 5. For an expert, it is obvious that the design of signal receiver 3 from the remote control may differ from this illustrative example.
  • signal receiver 3 from the remote control is able to receive signal from the remote control, interpret it in the signal which includes the instruction of additional control unit 5 to switch on/off and hand over the interpreted information in a way corresponding to the communication protocol of additional control unit 5 or signal corresponding to signals that are received by the input of additional control unit 5.
  • the remote control used for signal sending includes a battery, or other electric power source for power supply to individual components of the remote control, a button or another interface human-machine enabling a human intervention (for example a touch screen display, microphone, resistance sensor, accelerometer, etc.).
  • the remote control is adapted to send signals in any of the following manners: using radio signals in band ISM, using technology WiFiTM, Bluetooth ® , Zigbee ® , LPWAN, GSM, or other technologies.
  • the remote control includes also a control unit of the remote control, transmitter, amplifier and antenna.
  • the control unit of the remote control is connected to the button or to another human-machine interface, and the control unit of the remote control interprets signals from this button or human-machine interface.
  • the control unit of the remote control is connected to the transmitter and amplifier, while the amplifier is connected to the antenna.
  • the control unit of the remote control is adapted to send the mentioned interpreted signal from the button (or from the human-machine interface) to the transmitter, even for example in a different form, such as protocol SPI -Serial Peripheral interface.
  • the transmitter is adapted to receive signal from the control unit of the remote control and signal encoding, which is subsequently sent; the transmitter thus receives the signal from the control unit of the remote control and sends it using the antenna via the transmitter adapted for signal amplification.
  • the specific implementation of the remote control may differ from this illustrative example. Either in what type of signal is sent from the remote control, which specific solution of hardware components it includes and in what manner interpretation of received signal from the button or remote control is solved. For proper function of the invention, it is only necessary that the remote control is able to send signal including the information that is subsequently interpreted by signal receiver 3 from the remote control or by additional control unit 5 as an instruction for additional control unit 5 to switch on/off.
  • the remote control may be integrated to the vehicle key or may be designed as a mobile phone with an adequate software, or to be an individual device (that is with its own cover and without any other functions than the remote control of the pre-ventilation function).
  • Additional control unit 5 is thus communicatively connected to signal receiver 3 from the remote control and it is adapted to receive signal which represents the switch on/off statuses. Alternatively, only switch-on signal may be used. Where additional control unit 5 is adapted (for example by means of a firmware stored in the memory of additional control unit 5) to control the third relay 11 or semiconductor switching element 1 T, possibly it is adapted to supply voltage. If needed, the additional control unit is able to directly supply voltage to the second relay 9 of flap 1 connected with its actuator and thus turn on the flap 1 positioning.
  • the electric power supply goes through additional control unit 5 and vehicle control unit 6. Nevertheless, an expert would notice that vehicle control unit 6 may only control other switching elements or terminals that are connected to power source 2, and thus supply current to fan 4 and flap 1. Similarly, power source 2 may be connected in the second branch by means of switching elements and additional control unit 5 only controls these switching elements based on the signal of remote control signal receiver 3.
  • Fig. 16c schematically displays alternative design of connection where the vehicle is equipped with automatic air conditioning and includes regulator 14 which is controlled by vehicle control unit 6.
  • Regulator 14 is located between power source 2 and fan 4. Where current is supplied to fan 4 through regulator 14 based on instructions of vehicle control unit 6. (Alternatively, current may be supplied based on instructions of vehicle control unit 6 by switching individual terminals connected to power source 2.).
  • Bypass 12 is located between regulator 14 and fan 4, enabling the current to pass between power source 2, through regulator 14 with bypass 12 turned off, similarly as in case of a classic vehicle known from the technological level.
  • bypass 12 the first relay 8 and second relays 9 are connected to the third relay 11 or to semiconductor switching element 11’, or to additional control unit 5, that are adapted to optional connection and disconnection of the contact between power source 2 and flap 1 and fan 4.
  • additional control unit 5 is further connected to power source 2, which may supply energy to it.
  • Additional control unit 5 is also adapted to compare the minimum working voltage values of power source 2 with the current voltage of power source 2. The function is thus similar as in implementation in fig. 15c, with the difference that regulator 14 is further “bypassed”.
  • fig. 4a schematically displays the interconnection of basic components of the solution. Specifically, it displays an example for a solution with automatic air conditioning.
  • the listed components do not have to be necessarily directly connected, but they may be interconnected with other components, where possibly, or through other displayed components. Connections that are not essential for the invention are not displayed.
  • Regulator 14 is connected to power source 2, vehicle control unit 6 is connected to regulator 14.
  • Regulator 14 is connected to fan 4 in the first branch by means of the first relay 8, enabling current supply to fan 4.
  • the second relay 9 is connected to flap 1. Flap 1 is in the first branch connected to power source 2 by means of the second relay 9 and vehicle control unit 6, forming the first branch.
  • the first relay 8 and second relay 9 are connected to power source 2 by means of the third relay 11 , forming the second branch of the connection with power source 2. It applies that there may be multiple second relays 11 , so that they enable separate control of flap 1 and fan 4.
  • the third relay 11 is connected to additional control unit 5, which is further connected to power source 2 and signal receiver 3 from the remote control (not displayed).
  • the picture also shows terminal 13. Terminal 13 is connected to the first relay 8 and second relay 9. While terminal 13 of the ignition is connected to one of the contacts of the switching coil of each from the pair of relay 8 and relay 9. The second contact of the switching coil of each from the pair of relay 8 and relay 9 is connected to the negative pole of power source 2 (not displayed).
  • the third relay may be replaced by semiconductor switching element 1 T.
  • terminal 13 may be connected to additional control unit 5.
  • Additional control unit 5 is connected to excitation semiconductor switching element 18, which is at one switching contact connected to the positive pole of power source 2 and at another switching contact to one of the contacts of the switching coil of each of the pair of relay 8 and relay 9. The second contact of the switching coil of each of the pair of relay 8 and relay 9 is connected to the negative pole of power source 2 (not displayed).
  • fig. 4b displays a solution with inactive branches shown by the dashed line, and at the moment of no voltage supply to terminal 13 (that is when the vehicle is in the sleep mode).
  • the first relay 8 and second relay 9 are switched in a way that the branch enabling current supply to fan 4 is connected to the third relay 11 , and the branch enabling current supply to flap 1 is connected also to the third relay 11.
  • the third relay 11 is controlled by additional control unit 6, and in the picture the third relay 11 is in such a position that current flows through it.
  • Bypass 12, using relay is thus turned on at this moment, while it is obvious that change of status of bypass 12 is determined by existence of voltage at terminal 13.
  • any terminals may be used as terminal 13, if applying voltage to it at the moment the vehicle is in the sleep mode, and if not applying voltage to it when the vehicle is not in the sleep mode. Examples of such terminals are listed above in the text.
  • Fig. 4b displays specifically the status when the third relay 11 is turned on and supplies current from power source 2 to fan 4 and flap 1.
  • the first relay 8 and second relay 9 may be controlled by means of additional control unit 5.
  • the switching current of the coil is controlled by additional control unit 5. In which case, it is possible to swap opening and closing contacts and to achieve bypass switching on during excitation of the switching coils and to achieve bypass 12 switching off by removing the current supply to the switching coils.
  • Fig. 4c displays the same arrangement at the moment bypass 12 is turned off. Voltage is applied to terminal 13, thus supplying current to the switching coils of the first relay 8 and second relay 9. The current thus goes from power source 2 through regulator 14 to fan 4 and through vehicle control unit 6 to flap 1 in the same branches as in the conventional solution of vehicle from the technological level.
  • first relay 8 and second relay 9 may be controlled by means of additional control unit 5.
  • the switching current of the coil is controlled by additional control unit 5. In which case, it is possible to swap opening and closing contacts and to achieve bypass switching on during excitation of the switching coils and to achieve bypass 12 switching off by removing the current supply to the switching coils.
  • solution from fig. 4a, 4b and 4c may be performed by replacing the third relay 11 with semiconductor switching element 1 T.
  • Replacing the first relay 8 and second relay 9 with the semiconductor switching element is not convenient as semiconductor elements may cause a change to the properties of the vehicle wiring, which is evaluated as an error by the control unit.
  • connection is also displayed in fig. 5.
  • This figure displays a specific connection in a vehicle according to the invention.
  • regulator 14 is not displayed, which would be located in the first branch between the second relays 8 and power source 2 (outside the second branch).
  • regulator 14 includes two first relays 8 that serve to disconnect the contact between power source 2 and fan 4.
  • one first relay 8 is sufficient. Deployment of two first relays 8 is advantageous especially because it simplifies the connection during assembly and for switching of adequate wires (that is positive and negative).
  • the picture displays the first relay 8a on the positive wire and the second relay 8b on the negative wire.
  • This example design includes five different relays 9 serving not only to disconnect and connect wires between flap 1 and power source 2, but also to control the positioning of flap 1 using additional control unit 5.
  • Deployment of two second relays 9 is intended for switching of wires going to the actuator of flap 1 and is advantageous especially because it simplifies the connection during assembly and for switching of adequate wires (that is positive and negative).
  • the picture thus displays the second relay 9e on positive wire e leading to flap
  • Terminal 13 (supplied in relation to the vehicle mode and described in the detail above) is connected to one of the contacts of the switching coil of the first relay 8a on the positive wire, which is located on the wire leading from the positive pole of power source
  • Negative pole of the power source is connected to the second contact of the switching coil of the first relay 8a on the positive wire and to the second contact of the switching coil of the first relay 8b on the negative wire.
  • the switching contact of the first relay 8a on the positive wire is connected to the positive pole of power source 2.
  • the common contact of the first relay 8a on the positive wire is connected to the wire leading to the positive contact of fan 4.
  • NC contact of the first relay 8a on the positive wire is connected to the common contact of the third relay 11.
  • Switching contact of the first relay 8b on the negative wire is connected to the negative pole of power source 2.
  • the common contact of the first relay 8b on the negative wire is connected to the wire leading to the negative contact of fan 4.
  • NC contact of the first relay 8b on the negative wire is connected to the negative pole of power source 2.
  • the third relay 11 is connected in a way that the NC contact of the third relay 11 is not connected to any other component. In which case, the third relay 11 is an opening relay.
  • the common contact of the third relay 11 is connected to the NC contact of the first relay 8a on the positive wire.
  • the switching contact of the third relay 11 is connected to the positive pole of power source 2.
  • One of the contacts of the switching coil of the third relay 11 is connected to additional control unit 6.
  • Another contact of the switching coil of the third relay 11 is connected to the negative pole of power source 2.
  • Resistance divider 10 is the first contact of resistance divider 10 and is connected to the positive pole of power source 2 (for clarity, in the picture the connection is only indicated by a + sign) and the second contact of resistance divider 10 is connected to the negative pole of power source 2, where the third contact of resistance divider 10 is connected to additional control unit 5.
  • the solution design includes five second relays 9.
  • Some of these second relays 9 are in this example design connected to PCB 15, where some of the contacts of the switching coil of the second relays 9 are connected, and by means of PCB 15 they are connected with the negative pole of power source 2.
  • the second relay 9a of the first wire a leading to the potentiometer is connected to power source 2 by one of the contacts of the switching coil, and by another contact of the switching coil it is connected to terminal 13.
  • the second relay 9a of the first wire a leading to the potentiometer which is on the far left of the picture, is adapted to disconnect the first wire a leading to the potentiometer, which goes from the potentiometer of flap 1 to vehicle control unit 6.
  • NC contact of the second relay 9a of the first wire a leading to the potentiometer is connected to additional control unit 5.
  • the common contact of the second relay 9a of the first wire a leading to the potentiometer is connected to flap 1 (specifically with the potentiometer of flap 1 ). Switching contact of the second relay 9a of the first wire a leading to the potentiometer is connected to vehicle control unit 6.
  • the second relay 9b of the second wire b leading to the potentiometer which is second from the left in the picture, is adapted to disconnect the second wire b leading to the potentiometer of flap 1 , which goes from the potentiometer of flap 1 to vehicle control unit 6.
  • NC contact of the second relay 9b of the second wire b leading to the potentiometer is connected to additional control unit 5.
  • the common contact of the second relay 9b of the second wire b leading to the potentiometer is connected to flap 1 (specifically with the potentiometer of flap 1). Switching contact of the second relay 9b of the second wire b leading to the potentiometer is connected to vehicle control unit 6.
  • the second relay 9c of the third wire c leading to the potentiometer which is the third from the left in the picture, is adapted to disconnect the third wire c leading to the potentiometer, which goes from the potentiometer of flap 1 to vehicle control unit 6.
  • NC contact of the second relay 9c of the third wire c leading to the potentiometer is connected to additional control unit 5.
  • the common contact of the second relay 9c of the third wire c leading to the potentiometer is connected to flap 1 (specifically with the potentiometer of flap 1). Switching contact of the second relay 9c of the third wire c leading to the potentiometer is connected to vehicle control unit 6.
  • the second relay 9d in the picture the fourth from the left, is adapted to disconnect negative wire d leading from the actuator of flap 1 to the negative pole of power source 2.
  • NC contact of the second relay 9d on negative wire d leading to flap 1 is connected to the negative pole of power source 2.
  • the common contact of the second relay 9d on negative wire d leading to flap 1 is connected to flap 1 (specifically with the contact of the actuator of flap 1 , serving to connect the voltage negative pole).
  • Switching contact of the second relay 9d on negative wire d leading to flap 1 is connected to the negative pole of power source 2 by means of vehicle control unit 6.
  • the second relay 9e on positive wire e leading to flap 1 in the picture the fifth from the left, is adapted to disconnect the second wire e leading from the actuator of flap 1 to the negative pole of power source 2.
  • the switching contact of the second relay 9e on positive wire e leading to flap 1 is connected with vehicle control unit 6 (through which it is connected with the positive pole of power source 2).
  • the common contact of the second relay 9d on positive wire e leading to flap 1 is connected to flap 1 (specifically with the contact of the actuator of flap 1 , serving to connect the voltage positive pole).
  • the NC contact of the second relay 9e on positive wire e leading to flap 1 is connected with additional control unit 5 (through which it is connected with the positive pole of power source 2).
  • the power supply of fan 4 in the second branch with bypass 12 turned on is controlled by additional control unit 5 by applying voltage to one of the contacts of the switching coil of the third relay 11.
  • the potentiometer With bypass 12 turned on, the potentiometer is connected to additional control unit 5. Controlling of the actuator of flap 1 is solved by applying voltage to the NC contact of the second relay 9e on the positive wire e leading to flap 1 directly from additional control unit 5.
  • first relays 8, second relays 9, third relays 11 , signal receiver 3 from the remote control, additional control unit 5 and resistance divider 10 may be connected to one PCB 15. And all these mentioned parts may be stored in a casing protecting them from shocks and humidity. At the same time, the casing may be designed for attachment to the car body.
  • connection is also displayed in fig. 6.
  • This figure displays a specific connection in a vehicle according to the invention.
  • regulator 14 is not displayed, which would be located in the first branch between the second relays 8 and power source 2 (outside the second branch).
  • regulator 14 includes two first relays 8 that serve to disconnect the contact between power source 2 and fan 4.
  • one first relay 8 is sufficient. Deployment of two first relays 8 is advantageous especially because it simplifies the connection during assembly and for switching of adequate wires (that is positive and negative).
  • the picture displays the first relay 8a on the positive wire and the second relay 8b on the negative wire.
  • This example design includes five different relays 9 serving not only to disconnect and connect wires between flap 1 and power source 2, but also to control the positioning of flap 1 using additional control unit 5.
  • Deployment of two second relays 9 is intended for switching of wires going to the actuator of flap 1 and is advantageous especially because it simplifies the connection during assembly and for switching of adequate wires (that is positive and negative).
  • the picture thus displays the second relay 9e on positive wire e leading to flap 1 and the second relay 9d on negative wire d leading to flap 1.
  • Other three second relays 9 serve to switch wires leading from the potentiometer of flap 1 to vehicle control unit 6.
  • the first wire a leading to the potentiometer is switched by the second relay 9 e of the first wire a leading to the potentiometer
  • the second wire b leading to the potentiometer is switched by the second relay 9b of the second wire b leading to the potentiometer
  • the third wire c leading to the potentiometer is switched by the second relay 9c of the third wire c leading to the potentiometer.
  • This solution also includes the connection of H-bridge 17 enabling change of voltage polarity on the actuator of flap 1 in the second branch, and thus permits controlling of flap 1 in both directions (open/closed).
  • Terminal 13 (supplied in relation to the vehicle mode and described in the detail above) is connected to one of the contacts of the switching coil of the first relay 8a on the positive wire, which is located on the wire leading from the positive pole of power source 2 and to one of the contacts of the switching coil of the first relay 8b on the negative wire, which is located on the wire leading from the negative pole of power source 2.
  • Negative pole of the power source is connected to the second contact of the switching coil of the first relay 8a on the positive wire and to the second contact of the switching coil of the first relay 8b on the negative wire.
  • the switching contact of the first relay 8a on the positive wire is connected to the positive pole of power source 2.
  • the common contact of the first relay 8a on the positive wire is connected to the wire leading to the positive contact of fan 4.
  • NC contact of the first relay 8a on the positive wire is connected to the common contact of the third relay 11.
  • Switching contact of the first relay 8b on the negative wire is connected to the negative pole of power source 2.
  • the common contact of the first relay 8b on the negative wire is connected to the wire leading to the negative contact of fan 4.
  • NC contact of the first relay 8b on the negative wire is connected to the negative pole of power source 2.
  • the third relay 11 is connected in a way that the NC contact of the third relay 11 is not connected to any other component. In which case, the third relay 11 is an opening relay.
  • the common contact of the third relay 11 is connected to the NC contact of the first relay 8a on the positive wire.
  • the switching contact of the third relay 11 is connected to the positive pole of power source 2.
  • One of the contacts of the switching coil of the third relay 11 is connected to additional control unit 5.
  • Another contact of the switching coil of the third relay 11 is connected to the negative pole of power source 2.
  • Resistance divider 10 is the first contact of resistance divider 10 and is connected to the positive pole of power source 2 (for clarity, in the picture the connection is only indicated by a + sign) and the second contact of resistance divider 10 is connected to the negative pole of power source 2, where the third contact of resistance divider 10 is connected to additional control unit 5.
  • the solution design includes five second relays 9. Some of these second relays 9 are in this example design connected to PCB 15, where some of the contacts of the switching coil of the second relays 9 are connected, and by means of PCB 15 they are connected with the negative pole of power source 2. On the second contact of the switching coil of the second relay 9, by means of PCB 15, these contacts are connected to terminal 13.
  • the first wire a leading to the potentiometer, second wire b leading to the potentiometer and third wire c leading to the potentiometer all lead to the potentiometer which reads the position of flap 1.
  • Negative wire d leading to flap 1 and positive wire e leading to flap 1 both lead to the actuator of flap 1.
  • Each of the wires is interrupted by one of the second relays 9. In the picture, individual second relays 9 are adequately marked in the same way as wires that interrupt them.
  • the second relay 9a of the first wire a leading to the potentiometer which is on the far left of the picture, is adapted to disconnect the first wire a leading to the potentiometer, which goes from the potentiometer of flap 1 to vehicle control unit 6.
  • NC contact of the second relay 9a of the first wire a leading to the potentiometer is connected to additional control unit 5.
  • the common contact of the second relay 9a of the first wire a leading to the potentiometer is connected to flap 1 (specifically with the potentiometer of flap 1).
  • Switching contact of the second relay 9a of the first wire a leading to the potentiometer is connected to vehicle control unit 6.
  • the second relay 9b of the second wire b leading to the potentiometer which is second from the left in the picture, is adapted to disconnect the second wire b leading to the potentiometer of flap 1 , which goes from the potentiometer of flap 1 to vehicle control unit 6.
  • NC contact of the second relay 9b of the second wire b leading to the potentiometer is connected to additional control unit 5.
  • the common contact of the second relay 9b of the second wire b leading to the potentiometer is connected to flap 1 (specifically with the potentiometer of flap 1 ).
  • Switching contact of the second relay 9b of the second wire b leading to the potentiometer is connected to vehicle control unit 6.
  • the second relay 9c of the third wire c leading to the potentiometer which is the third from the left in the picture, is adapted to disconnect the third wire c leading to the potentiometer, which goes from the potentiometer of flap 1 to vehicle control unit 6.
  • NC contact of the second relay 9c of the third wire c leading to the potentiometer is connected to additional control unit 5.
  • the common contact of the second relay 9c of the third wire c leading to the potentiometer is connected to flap 1 (specifically with the potentiometer of flap 1). Switching contact of the second relay 9c of the third wire c leading to the potentiometer is connected to vehicle control unit 6.
  • the second relay 9d in the picture the fourth from the left, is adapted to disconnect negative wire d leading from the actuator of flap 1 to the negative pole of power source 2.
  • the NC contact of the second relay 9d on negative wire d leading to flap 1 is connected by H-bridge 17 through which it is further connected with additional control unit 5 (through which it is connected to power source 2).
  • the common contact of the second relay 9d on negative wire d leading to flap 1 is connected to flap 1 (specifically with the contact of the actuator of flap 1 , serving to connect the voltage negative pole).
  • Switching contact of the second relay 9d on negative wire d leading to flap 1 is connected to the negative pole of power source 2 by means of vehicle control unit 6.
  • the second relay 9e on positive wire e leading to flap 1 in the picture the fifth from the left, is adapted to disconnect the second wire e leading from the actuator of flap 1 to the negative pole of power source 2.
  • the switching contact of the second relay 9e on positive wire e leading to flap 1 is connected with vehicle control unit 6 (through which it is connected with the positive pole of power source 2).
  • the common contact of the second relay 9d on positive wire e leading to flap 1 is connected to flap 1 (specifically with the contact of the actuator of flap 1 , serving to connect the voltage positive pole).
  • the NC contact of the second relay 9e on positive wire e leading to flap 1 is connected by H-bridge 17 through which it is further connected with additional control unit 5 (through which it is connected to power source 2).
  • the power supply of fan 4 in the second branch with bypass 12 turned on is controlled by additional control unit 5 by applying voltage to one of the contacts of the switching coil of the third relay 11.
  • the potentiometer With bypass 12 turned on, the potentiometer is connected to additional control unit 5. Controlling of the actuator of flap 1 is solved by applying voltage to the NC contact of the second relay 9e on positive wire e leading to flap 1 and by applying voltage to the NC contact of the second relay 9d on negative wire d leading to flap 1 directly from additional control unit 5 (through H-bridge 17).
  • first relays 8, second relays 9, third relays 11 , signal receiver 3 from the remote control, additional control unit 5, H-bridge 17 and resistance divider 10 may be connected to one PCB 15. And all these mentioned parts may be stored in a casing protecting them from shocks and humidity. At the same time, the casing may be designed for attachment to the car body.
  • connection is also displayed in fig. 7.
  • This figure displays a specific connection in a vehicle according to the invention.
  • regulator 14 is not displayed, which would be located in the first branch between the second relays 8 and power source 2 (outside the second branch).
  • regulator 14 includes two first relays 8 that serve to disconnect the contact between power source 2 and fan 4.
  • one first relay 8 is sufficient. Deployment of two first relays 8 is advantageous especially because it simplifies the connection during assembly and for switching of adequate wires (that is positive and negative).
  • the picture displays the first relay 8a on the positive wire and the second relay 8b on the negative wire.
  • This example design includes five different relays 9 serving not only to disconnect and connect wires between flap 1 and power source 2, but also to control the positioning of flap 1 using additional control unit 5.
  • Deployment of two second relays 9 is intended for switching of wires going to the actuator of flap 1 and is advantageous especially because it simplifies the connection during assembly and for switching of adequate wires (that is positive and negative).
  • the picture thus displays the second relay 9e on positive wire e leading to flap 1 and the second relay 9d on negative wire d leading to flap 1.
  • Other three second relays 9 serve to switch wires leading from the potentiometer of flap 1 to vehicle control unit 6.
  • the first wire a leading to the potentiometer is switched by the second relay 9 e of the first wire a leading to the potentiometer
  • the second wire b leading to the potentiometer is switched by the second relay 9b of the second wire b leading to the potentiometer
  • the third wire c leading to the potentiometer is switched by the second relay 9c of the third wire c leading to the potentiometer.
  • Terminal 13 (supplied in relation to the vehicle mode and described in the detail above) is connected to one of the contacts of the switching coil of the first relay 8a on the positive wire, which is located on the wire leading from the positive pole of power source 2 and to one of the contacts of the switching coil of the first relay 8b on the negative wire, which is located on the wire leading from the negative pole of power source 2.
  • Negative pole of the power source is connected to the second contact of the switching coil of the first relay 8a on the positive wire and to the second contact of the switching coil of the first relay 8b on the negative wire.
  • the switching contact of the first relay 8a on the positive wire is connected to the positive pole of power source 2.
  • the common contact of the first relay 8a on the positive wire is connected to the wire leading to the positive contact of fan 4.
  • NC contact of the first relay 8a on the positive wire is connected to the switching contact of semiconductor switching element 1 T.
  • the switching contact of the first relay 8b on the negative wire is connected to the negative pole of power source 2.
  • the common contact of the first relay 8b on the negative wire is connected to the wire leading to the negative contact of fan 4.
  • NC contact of the first relay 8b on the negative wire is connected to the negative pole of power source 2.
  • Semiconductor switching element 1 T is connected in a way that the first switching contact of semiconductor switching element 1 T is connected with the NC contact of the first relay 8a on the positive wire.
  • semiconductor switching element 11’ is represented by a transistor.
  • the second switching contact of semiconductor switching element 1 T is connected to the positive pole of power source 2.
  • the switching contact of semiconductor switching element 1 T is connected to additional control unit 5.
  • Resistance divider 10 is the first contact of resistance divider 10 and is connected to the positive pole of power source 2 (for clarity, in the picture the connection is only indicated by a + sign) and the second contact of resistance divider 10 is connected to the negative pole of power source 2, where the third contact of resistance divider 10 is connected to additional control unit 5.
  • the solution design includes five second relays 9.
  • Some of these second relays 9 are in this example design connected to PCB 15, where some of the contacts of the switching coil of the second relays 9 are connected, and by means of PCB 15 they are connected with the negative pole of power source 2.
  • the second relay 9a of the first wire a leading to the potentiometer is connected to power source 2 by one of the contacts of the switching coil, and by another contact of the switching coil it is connected to terminal 13.
  • the second relay 9a of the first wire a leading to the potentiometer which is on the far left of the picture, is adapted to disconnect the first wire a leading to the potentiometer, which goes from the potentiometer of flap 1 to vehicle control unit 6.
  • NC contact of the second relay 9a of the first wire a leading to the potentiometer is connected to additional control unit 5.
  • the common contact of the second relay 9a of the first wire a leading to the potentiometer is connected to flap 1 (specifically with the potentiometer of flap 1). Switching contact of the second relay 9a of the first wire a leading to the potentiometer is connected to vehicle control unit 6.
  • the second relay 9b of the second wire b leading to the potentiometer which is second from the left in the picture, is adapted to disconnect the second wire b leading to the potentiometer of flap 1, which goes from the potentiometer of flap 1 to vehicle control unit 6.
  • NC contact of the second relay 9b of the second wire b leading to the potentiometer is connected to additional control unit 5.
  • the common contact of the second relay 9b of the second wire b leading to the potentiometer is connected to flap 1 (specifically with the potentiometer of flap 1). Switching contact of the second relay 9b of the second wire b leading to the potentiometer is connected to vehicle control unit 6.
  • the second relay 9c of the third wire c leading to the potentiometer which is the third from the left in the picture, is adapted to disconnect the third wire c leading to the potentiometer, which goes from the potentiometer of flap 1 to vehicle control unit 6.
  • NC contact of the second relay 9c of the third wire c leading to the potentiometer is connected to additional control unit 5.
  • the common contact of the second relay 9c of the third wire c leading to the potentiometer is connected to flap 1 (specifically with the potentiometer of flap 1 ). Switching contact of the second relay 9c of the third wire c leading to the potentiometer is connected to vehicle control unit 6.
  • the second relay 9d in the picture the fourth from the left, is adapted to disconnect negative wire d leading from the actuator of flap 1 to the negative pole of power source 2.
  • NC contact of the second relay 9d on negative wire d leading to flap 1 is connected to the negative pole of power source 2.
  • the common contact of the second relay 9d on negative wire d leading to flap 1 is connected to flap 1 (specifically with the contact of the actuator of flap 1 , serving to connect the voltage negative pole).
  • Switching contact of the second relay 9d on negative wire d leading to flap 1 is connected to the negative pole of power source 2 by means of vehicle control unit 6.
  • the second relay 9e on positive wire e leading to flap 1 in the picture the fifth from the left, is adapted to disconnect the second wire e leading from the actuator of flap 1 to the negative pole of power source 2.
  • the switching contact of the second relay 9e on positive wire e leading to flap 1 is connected with vehicle control unit 6 (through which it is connected with the positive pole of power source 2).
  • the common contact of the second relay 9d on positive wire e leading to flap 1 is connected to flap 1 (specifically with the contact of the actuator of flap 1 , serving to connect the voltage positive pole).
  • the NC contact of the second relay 9e on positive wire e leading to flap 1 is connected with additional control unit 5 (through which it is connected with the positive pole of power source 2).
  • the power supply for fan 4 in the second branch with bypass 12 turned on is controlled by additional control unit 5 by applying voltage to the switching contact of semiconductor switching element 1 T.
  • the potentiometer With bypass 12 turned on, the potentiometer is connected to additional control unit 5. Controlling of the actuator of flap 1 is solved by applying voltage to the NC contact of the second relay 9e on the positive wire e leading to flap 1 directly from additional control unit 5.
  • first relays 8, second relays 9, semiconductor switching element 11’, signal receiver 3 from the remote control, additional control unit 5 and resistance divider 10 may be connected to one PCB 15. And all these mentioned parts may be stored in a casing protecting them from shocks and humidity. At the same time, the casing may be designed for attachment to the car body.
  • connection is also displayed in fig. 8.
  • This figure displays a specific connection in a vehicle according to the invention.
  • regulator 14 is not displayed, which would be located in the first branch between the second relays 8 and power source 2 (outside the second branch).
  • regulator 14 includes two first relays 8 that serve to disconnect the contact between power source 2 and fan 4.
  • one first relay 8 is sufficient. Deployment of two first relays 8 is advantageous especially because it simplifies the connection during assembly and for switching of adequate wires (that is positive and negative).
  • the picture displays the first relay 8a on the positive wire and the second relay 8b on the negative wire.
  • This example design includes five different relays 9 serving not only to disconnect and connect wires between flap 1 and power source 2, but also to control the positioning of flap 1 using additional control unit 5.
  • Deployment of two second relays 9 is intended for switching of wires going to the actuator of flap 1 and is advantageous especially because it simplifies the connection during assembly and for switching of adequate wires (that is positive and negative).
  • the picture thus displays the second relay 9e on positive wire e leading to flap
  • the solution also includes two third relays 11 that are designed to connect and disconnect contacts between power source 2 in the second branch and flap 1 , and between power source 2 in the second branch and fan 4. Specifically, one is designed to connect and disconnect wires between relay 9e on positive wire e leading to flap 1 and the positive pole of power supply 2 , this third relay 11 is also called third relay 11 b of flap 1.
  • the second third relay 11 is designed to connect and disconnect wires between the first relay 8a on the positive wire and the positive pole of power source 2, this third relay 11 is also called third relay 11a of fan 4.
  • Terminal 13 (supplied in relation to the vehicle mode and described in the detail above) is connected to one of the contacts of the switching coil of the first relay 8a on the positive wire, which is located on the wire leading from the positive pole of power source
  • the third relay 11a of fan 4 is a switching relay.
  • One of the switching contacts of the third relay 11 a of fan 4 is connected to the NC contact of the first relay 8a on the positive wire.
  • the second switching contact of the third relay 11a of fan 4 is connected to the positive pole of power source 2.
  • One of the contacts of the switching coil of the third relay 11a of fan 4 is connected to additional control unit 5.
  • Another contact of the switching coil of the third relay 11a of fan 4 is connected to the negative pole of power source 2.
  • the third relay 11b of flap 1 is a switching relay.
  • One of the switching contacts of the third relay 11 b of flap 1 is connected to the NC contact of the first relay 9e on the positive wire.
  • the second switching contact of the third relay 11 b of flap 1 is connected to the positive pole of power source 2.
  • One of the contacts of the switching coil of the third relay 11b of flap 1 is connected to additional control unit 5.
  • Another contact of the switching coil of the third relay 11 b of flap 1 is connected to the negative pole of power source 2.
  • Resistance divider 10 is the first contact of resistance divider 10 and is connected to the positive pole of power source 2 (for clarity, in the picture the connection is only indicated by a + sign) and the second contact of resistance divider 10 is connected to the negative pole of power source 2, where the third contact of resistance divider 10 is connected to additional control unit 5.
  • the solution design includes five second relays 9.
  • Some of these second relays 9 are in this example design connected to PCB 15, where some of the contacts of the switching coil of the second relays 9 are connected, and by means of PCB 15 they are connected with the negative pole of power source 2.
  • the second relay 9a of the first wire a leading to the potentiometer is connected to power source 2 by one of the contacts of the switching coil, and by another contact of the switching coil it is connected to terminal 13.
  • the second relay 9a of the first wire a leading to the potentiometer which is on the far left of the picture, is adapted to disconnect the first wire a leading to the potentiometer, which goes from the potentiometer of flap 1 to vehicle control unit 6.
  • NC contact of the second relay 9a of the first wire a leading to the potentiometer is connected to additional control unit 5.
  • the common contact of the second relay 9a of the first wire a leading to the potentiometer is connected to flap 1 (specifically with the potentiometer of flap 1 ). Switching contact of the second relay 9a of the first wire a leading to the potentiometer is connected to vehicle control unit 6.
  • the second relay 9b of the second wire b leading to the potentiometer which is second from the left in the picture, is adapted to disconnect the second wire b leading to the potentiometer of flap 1 , which goes from the potentiometer of flap 1 to vehicle control unit 6.
  • NC contact of the second relay 9b of the second wire b leading to the potentiometer is connected to additional control unit 5.
  • the common contact of the second relay 9b of the second wire b leading to the potentiometer is connected to flap 1 (specifically with the potentiometer of flap 1). Switching contact of the second relay 9b of the second wire b leading to the potentiometer is connected to vehicle control unit 6.
  • the second relay 9c of the third wire c leading to the potentiometer which is the third from the left in the picture, is adapted to disconnect the third wire c leading to the potentiometer, which goes from the potentiometer of flap 1 to vehicle control unit 6.
  • NC contact of the second relay 9c of the third wire c leading to the potentiometer is connected to additional control unit 5.
  • the common contact of the second relay 9c of the third wire c leading to the potentiometer is connected to flap 1 (specifically with the potentiometer of flap 1). Switching contact of the second relay 9c of the third wire c leading to the potentiometer is connected to vehicle control unit 6.
  • the second relay 9e on positive wire e leading to flap 1 in the picture the fifth from the left, is adapted to disconnect the second wire e leading from the actuator of flap 1 to the negative pole of power source 2.
  • the switching contact of the second relay 9e on positive wire e leading to flap 1 is connected with vehicle control unit 6 (through which it is connected with the positive pole of power source 2).
  • the common contact of the second relay 9d on positive wire e leading to flap 1 is connected to flap 1 (specifically with the contact of the actuator of flap 1 , serving to connect the voltage positive pole).
  • the NC contact of the second relay 9e on positive wire e leading to flap 1 is connected with one of the switching contacts of the third relay 11b of flap 1 (through which it is optionally connected with the positive pole of power source 2).
  • the power supply of fan 4, in the second branch with bypass 12 turned on is controlled by additional control unit 5 by applying voltage to one of the contacts of the switching coil of the third relay 11a of fan 4.
  • the potentiometer is connected to additional control unit 5.
  • Power supply to the actuator of flap 1 in the second branch with bypass 12 turned on is controlled by additional control unit 5 by applying voltage to one of the contacts of the switching coil of the third relay 11 b of flap 1.
  • first relays 8, second relays 9, third relays 11 , signal receiver 3 from the remote control, additional control unit 5 and resistance divider 10 may be connected to one PCB 15. And all these mentioned parts may be stored in a casing protecting them from shocks and humidity. At the same time, the casing may be designed for attachment to the car body. Specific example of connection is also displayed in fig. 9. This figure displays a specific connection in a vehicle according to the invention. For clarity, regulator 14 is not displayed, which would be located in the first branch between the second relays 8 and power source 2 (outside the second branch). There are several older elements in this design, possibly to be advantageously included in this solution. Above all, it includes two first relays 8 that serve to disconnect the contact between power source 2 and fan 4.
  • first relay 8 For proper function, one first relay 8 is sufficient. Deployment of two first relays 8 is advantageous especially because it simplifies the connection during assembly and for switching of adequate wires (that is positive and negative). The picture displays the first relay 8a on the positive wire and the second relay 8b on the negative wire. This example design includes five different relays 9 serving not only to disconnect and connect wires between flap 1 and power source 2, but also to control the positioning of flap 1 using additional control unit 5. Deployment of two second relays 9 is intended for switching of wires going to the actuator of flap 1 and is advantageous especially because it simplifies the connection during assembly and for switching of adequate wires (that is positive and negative). The picture thus displays the second relay 9e on positive wire e leading to flap 1 and the second relay 9d on negative wire d leading to flap 1.
  • the solution also includes two semiconductor switching elements 1 T that are designed to connect and disconnect contacts between power source 2 in the second branch and flap 1 , and between power source 2 in the second branch and fan 4.
  • switching element 1 T is also called switching element 1 Tb of flap 1.
  • the second switching element 1 is designed to connect and disconnect wires between the first relay 8a on the positive wire and the positive pole of power source 2, this switching element 1 is also called switching element 1 Ta of fan 4.
  • Terminal 13 (supplied in relation to the vehicle mode and described in the detail above) is connected to one of the contacts of the switching coil of the first relay 8a on the positive wire, which is located on the wire leading from the positive pole of power source 2 and to one of the contacts of the switching coil of the first relay 8b on the negative wire, which is located on the wire leading from the negative pole of power source 2.
  • Negative pole of the power source is connected to the second contact of the switching coil of the first relay 8a on the positive wire and to the second contact of the switching coil of the first relay 8b on the negative wire.
  • the switching contact of the first relay 8a on the positive wire is connected to the positive pole of power source 2.
  • the common contact of the first relay 8a on the positive wire is connected to the wire leading to the positive contact of fan 4.
  • NC contact of the first relay 8a on the positive wire is connected to one of the the common contacts of the switching element 1 Ta of fan 4.
  • Switching contact of the first relay 8b on the negative wire is connected to the negative pole of power source 2.
  • the common contact of the first relay 8b on the negative wire is connected to the wire leading to the negative contact of fan 4.
  • NC contact of the first relay 8b on the negative wire is connected to the negative pole of power source 2.
  • semiconductor switching element 1 Ta of fan 4 is represented by a transistor.
  • One of the switching contacts of switching element 1 Ta of fan 4 is connected to the NC contact of the first relay 8a on the positive wire.
  • the second switching contact of semiconductor switching element 1Ta of fan 4 is connected to the positive pole of power source 2.
  • the switching contact of semiconductor switching element 1 Ta of fan 4 is connected to additional control unit 5.
  • semiconductor switching element 1 b of flap 1 is represented by a transistor.
  • One of the switching contacts of switching element 1 Tb of flap 1 is connected to the NC contact of the first relay 9e on the positive wire.
  • the second switching contact of semiconductor switching element 1 Tb of flap 1 is connected to the positive pole of power source 2.
  • the switching contact of semiconductor switching element 1 Tb of flap 1 is connected to additional control unit 5.
  • Resistance divider 10 is the first contact of resistance divider 10 and is connected to the positive pole of power source 2 (for clarity, in the picture the connection is only indicated by a + sign) and the second contact of resistance divider 10 is connected to the negative pole of power source 2, where the third contact of resistance divider 10 is connected to additional control unit 5.
  • the solution design includes five second relays 9. Some of these second relays 9 are in this example design connected to PCB 15, where some of the contacts of the switching coil of the second relays 9 are connected, and by means of PCB 15 they are connected with the negative pole of power source 2. On the second contact of the switching coil of the second relay 9, by means of PCB 15, these contacts are connected to terminal 13.
  • the first wire a leading to the potentiometer, second wire b leading to the potentiometer and third wire c leading to the potentiometer all lead to the potentiometer which reads the position of flap 1.
  • Negative wire d leading to flap 1 and positive wire e leading to flap 1 both lead to the actuator of flap 1.
  • Each of the wires is interrupted by one of the second relays 9. In the picture, individual second relays 9 are adequately marked in the same way as wires that interrupt them.
  • the second relay 9a of the first wire a leading to the potentiometer which is on the far left of the picture, is adapted to disconnect the first wire a leading to the potentiometer, which goes from the potentiometer of flap 1 to vehicle control unit 6.
  • NC contact of the second relay 9a of the first wire a leading to the potentiometer is connected to additional control unit 5.
  • the common contact of the second relay 9a of the first wire a leading to the potentiometer is connected to flap 1 (specifically with the potentiometer of flap 1 ).
  • Switching contact of the second relay 9a of the first wire a leading to the potentiometer is connected to vehicle control unit 6.
  • the second relay 9b of the second wire b leading to the potentiometer which is second from the left in the picture, is adapted to disconnect the second wire b leading to the potentiometer of flap 1 , which goes from the potentiometer of flap 1 to vehicle control unit 6.
  • NC contact of the second relay 9b of the second wire b leading to the potentiometer is connected to additional control unit 5.
  • the common contact of the second relay 9b of the second wire b leading to the potentiometer is connected to flap 1 (specifically with the potentiometer of flap 1 ).
  • Switching contact of the second relay 9b of the second wire b leading to the potentiometer is connected to vehicle control unit 6.
  • the second relay 9c of the third wire c leading to the potentiometer which is the third from the left in the picture, is adapted to disconnect the third wire c leading to the potentiometer, which goes from the potentiometer of flap 1 to vehicle control unit 6.
  • NC contact of the second relay 9c of the third wire c leading to the potentiometer is connected to additional control unit 5.
  • the common contact of the second relay 9c of the third wire c leading to the potentiometer is connected to flap 1 (specifically with the potentiometer of flap 1 ).
  • Switching contact of the second relay 9c of the third wire c leading to the potentiometer is connected to vehicle control unit 6.
  • the second relay 9d in the picture the fourth from the left, is adapted to disconnect negative wire d leading from the actuator of flap 1 to the negative pole of power source 2.
  • NC contact of the second relay 9d on negative wire d leading to flap 1 is connected to the negative pole of power source 2.
  • the common contact of the second relay 9d on negative wire d leading to flap 1 is connected to flap 1 (specifically with the contact of the actuator of flap 1 , serving to connect the voltage negative pole).
  • Switching contact of the second relay 9d on negative wire d leading to flap 1 is connected to the negative pole of power source 2 by means of vehicle control unit 6.
  • the second relay 9e on positive wire e leading to flap 1 in the picture the fifth from the left, is adapted to disconnect the second wire e leading from the actuator of flap 1 to the negative pole of power source 2.
  • the switching contact of the second relay 9e on positive wire e leading to flap 1 is connected with vehicle control unit 6 (through which it is connected with the positive pole of power source 2).
  • the common contact of the second relay 9d on positive wire e leading to flap 1 is connected to flap 1 (specifically with the contact of the actuator of flap 1 , serving to connect the voltage positive pole).
  • the NC contact of the second relay 9e on positive wire e leading to flap 1 is connected with one of the switching contacts of switching element 1 Tb of flap 1 (through which it is optionally connected with the positive pole of power source 2).
  • the power supply of fan 4, in the second branch with bypass 12 turned on is controlled by additional control unit 5 by applying voltage to the switching contact of the switching coil of switching element 1 Ta of fan 4.
  • the potentiometer is connected to additional control unit 5.
  • Power supply to the actuator of flap 1 in the second branch with bypass 12 turned on is controlled by additional control unit 5 by applying voltage to the switching contact of switching element 1 Tb of flap 1.
  • all first relays 8, second relays 9, semiconductor switching elements 11’, signal receiver 3 from the remote control, additional control unit 5 and resistance divider 10 may be connected to one PCB 15. And all these mentioned parts may be stored in a casing protecting them from shocks and humidity. At the same time, the casing may be designed for attachment to the car body.
  • connection is also displayed in fig. 2.
  • This figure displays a specific connection in a vehicle according to the invention.
  • regulator 14 is not displayed, which would be located in the first branch between the second relays 8 and power source 2 (outside the second branch).
  • regulator 14 includes two first relays 8 that serve to disconnect the contact between power source 2 and fan 4.
  • one first relay 8 is sufficient. Deployment of two first relays 8 is advantageous especially because it simplifies the connection during assembly and for switching of adequate wires (that is positive and negative).
  • the picture displays the first relay 8a on the positive wire and the second relay 8b on the negative wire.
  • This example design includes five different relays 9 serving not only to disconnect and connect wires between flap 1 and power source 2, but also to control the positioning of flap 1 using additional control unit 5.
  • Deployment of two second relays 9 is intended for switching of wires going to the actuator of flap 1 and is advantageous especially because it simplifies the connection during assembly and for switching of adequate wires (that is positive and negative).
  • the picture thus displays the second relay 9e on positive wire e leading to flap 1 and the second relay 9d on negative wire d leading to flap 1.
  • Other three second relays 9 serve to switch wires leading from the potentiometer of flap 1 to vehicle control unit 6.
  • the first wire a leading to the potentiometer is switched by the second relay 9 e of the first wire a leading to the potentiometer
  • the second wire b leading to the potentiometer is switched by the second relay 9b of the second wire b leading to the potentiometer
  • the third wire c leading to the potentiometer is switched by the second relay 9c of the third wire c leading to the potentiometer.
  • the solution also includes two semiconductor switching elements 1T that are designed to connect and disconnect contacts between power source 2 in the second branch and flap 1 , and between power source 2 in the second branch and fan 4.
  • this switching element 1 T is also called switching element 1Tb of flap 1.
  • the second switching element 1 T is designed to connect and disconnect wires between the first relay 8a on the positive wire and the positive pole of power source 2, this switching element 1 T is also called switching element 1 Ta of fan 4.
  • This solution also includes connection of terminal 13 (which is powered in relation to the vehicle mode and above it is described in detail) to additional control unit 5, which is adapted to detect whether voltage is applied to terminal 13. It also includes excitation switching element 18, which is in this solution represented by a transistor. Excitation switching element 18 is connected to power source 2 by one switching contact. Starting contact is connected to the additional control unit which is adapted to apply voltage to it based on reception of a starting signal from signal receiver 3 from the remote control.
  • the second switching contact of excitation switching element 18 is connected to one of the contacts of the switching coil of the first relay 8a on the positive wire, which is located on the wire leading from the positive pole of power source 2 and to one of the contacts of the switching coil of the first relay 8b on the negative wire, which is located on the wire leading from the negative pole of power source 2.
  • Negative pole of power source 2 is connected to the second contact of the switching coil of the first relay 8a on the positive wire and to the second contact of the switching coil of the first relay 8b on the negative wire.
  • the NC contact of the first relay 8a on the positive wire is connected to the positive pole of power source 2.
  • the common contact of the first relay 8a on the positive wire is connected to the wire leading to the positive contact of fan 4.
  • Switching contact of the first relay 8a on the positive wire is connected to one of the common contacts of the switching element 1 Ta of fan 4.
  • NC contact of the first relay 8b on the negative wire is connected to the negative pole of power source 2.
  • the common contact of the first relay 8b on the negative wire is connected to the wire leading to the negative contact of fan 4. Switching contact of the first relay 8b on the negative wire is connected to the negative pole of power source 2.
  • semiconductor switching element 1 a of fan 4 is represented by a transistor.
  • One of the switching contacts of switching element 1 Ta of fan 4 is connected to the switching contact of the first relay 8a on the positive wire.
  • the second switching contact of semiconductor switching element 1 Ta of fan 4 is connected to the positive pole of power source 2.
  • the switching contact of semiconductor switching element 1 Ta of fan 4 is connected to additional control unit 5.
  • semiconductor switching element 11’b of flap 1 is represented by a transistor.
  • One of the switching contacts of switching element 11’b of flap 1 is connected to the switching contact of the first relay 9e on the positive wire.
  • the second switching contact of semiconductor switching element 1 Tb of flap 1 is connected to the positive pole of power source 2.
  • the switching contact of semiconductor switching element 1 b of flap 1 is connected to additional control unit 5.
  • Resistance divider 10 is the first contact of resistance divider 10 and is connected to the positive pole of power source 2 (for clarity, in the picture the connection is only indicated by a + sign) and the second contact of resistance divider 10 is connected to the negative pole of power source 2, where the third contact of resistance divider 10 is connected to additional control unit 5.
  • the solution design includes five second relays 9.
  • Some of these second relays 9 are in this example design connected to PCB 15, where some of the contacts of the switching coil of the second relays 9 are connected, and by means of PCB 15 they are connected with the negative pole of power source 2. On the second contact of the switching coil contacts of second relays 9, these contacts are connected by means of PCB 15 to the switching contact of excitation switching element 18. While the second relay 9a of first wire a leading to the potentiometer, not being part of PCB 15, is connected to power source 2 by one of the contacts of the switching coil, and by another contact of the switching coil it is connected to excitation switching element 18.
  • the second relay 9a of the first wire a leading to the potentiometer which is on the far left of the picture, is adapted to disconnect the first wire a leading to the potentiometer, which goes from the potentiometer of flap 1 to vehicle control unit 6. Switching contact of the second relay 9a of the first wire a leading to the potentiometer is connected to additional control unit 5.
  • the common contact of the second relay 9a of the first wire a leading to the potentiometer is connected to flap 1 (specifically with the potentiometer of flap 1). NC contact of the second relay 9a of the first wire a leading to the potentiometer is connected to vehicle control unit 6.
  • the second relay 9b of the second wire b leading to the potentiometer which is second from the left in the picture, is adapted to disconnect the second wire b leading to the potentiometer of flap 1 , which goes from the potentiometer of flap 1 to vehicle control unit 6. Switching contact of the second relay 9b of the second wire b leading to the potentiometer is connected to additional control unit 5.
  • the common contact of the second relay 9b of the second wire b leading to the potentiometer is connected to flap 1 (specifically with the potentiometer of flap 1 ). NC contact of the second relay 9b of the second wire b leading to the potentiometer is connected to vehicle control unit 6.
  • the second relay 9c of the third wire c leading to the potentiometer which is the third from the left in the picture, is adapted to disconnect the third wire c leading to the potentiometer, which goes from the potentiometer of flap 1 to vehicle control unit 6.
  • Switching contact of the second relay 9c of the third wire c leading to the potentiometer is connected to additional control unit 5.
  • the common contact of the second relay 9c of the third wire c leading to the potentiometer is connected to flap 1 (specifically with the potentiometer of flap 1). NC contact of the second relay 9c of the third wire c leading to the potentiometer is connected to vehicle control unit 6.
  • the second relay 9d in the picture the fourth from the left, is adapted to disconnect negative wire d leading from the actuator of flap 1 to the negative pole of power source 2. Switching contact of the second relay 9d on negative wire d leading to flap 1 is connected to the negative pole of power source 2.
  • the common contact of the second relay 9d on negative wire d leading to flap 1 is connected to flap 1 (specifically with the contact of the actuator of flap 1 , serving to connect the voltage negative pole).
  • NC contact of the second relay 9d on negative wire d leading to flap 1 is connected to the negative pole of power source 2 by means of vehicle control unit 6.
  • the second relay 9e on positive wire e leading to flap 1 in the picture the fifth from the left, is adapted to disconnect the second wire e leading from the actuator of flap 1 to the negative pole of power source 2.
  • NC contact of the second relay 9e on positive wire e leading to flap 1 is connected with vehicle control unit 6 (through which it is connected with the positive pole of power source 2).
  • the common contact of the second relay 9d on positive wire e leading to flap 1 is connected to flap 1 (specifically with the contact of the actuator of flap 1 , serving to connect the voltage positive pole).
  • Switching contact of the second relay 9e on positive wire e leading to flap 1 is connected with one of the switching contacts of switching element 11’b of flap 1 (through which it is optionally connected with the positive pole of power source 2).
  • the power supply for fan 4 in the second branch with bypass 12 turned on is controlled by additional control unit 5 by applying voltage to the switching contact of semiconductor switching element 11’ and fan 4.
  • the potentiometer is connected to additional control unit 5.
  • Power supply to the actuator of flap 1 in the second branch with bypass turned on is controlled by additional control unit 5 by applying voltage to the switching contact of semiconductor switching element 11’b of flap 1.
  • Adding excitation semiconductor switching element 18 and its connection together with terminal 13 and additional control unit 5 instead of connection of terminal 13 and contacts of excitation coils of the first relay 8 and second relays 9 may be applied to any model design from fig. 5 to 14. Where this combination in the sense of this application is considered a public variant for all model designs from fig. 5 to 14.
  • first relays 8, second relays 9, semiconductor switching elements 11’, signal receiver 3 from the remote control, additional control unit 5, excitation semiconductor switching element 18 and resistance divider 10 may be connected to one PCB 15. And all these mentioned parts may be stored in a casing protecting them from shocks and humidity. At the same time, the casing may be designed for attachment to the car body.
  • Additional control unit 7 for use in the vehicle.
  • This additional control unit comprises identically bypass 12 which advantageously includes the first relay 8 and second relay 9. Where the first relays 8 and second relays 9 may number similar amount as in the case of the vehicle with preventilation number, and even more.
  • Additional control unit 7 of the vehicle may be used as well to secure the pre-ventilation function by additional installation to an already existing vehicle. While in the examples above on invention implementation of the vehicle with the pre-ventilation function, in the additional control unit the individual switching, NC and common contacts of the first relays 8 and second relays 9 are not connected directly to fan 4, flap 1 or power source 2.
  • connection elements for connection to conductors of the vehicle by which for example connectors or terminals of the terminal block, or loose ends of conductors are adapted to connection to the interrupted conductors of the vehicle.
  • additional control unit 7 may be used to control other functions of the vehicle with no need to use standard branches in the vehicle. For instance, to control lights, door opening, rear lid opening, decorative light mouldings control, radio, alarm, door lock and so on.
  • the vehicle is not otherwise adapted to remote control, of any function.
  • these connectors may be further connected to the wires leading to fan 4, power source 2 and flap 1.
  • Additional control unit 7 is schematically displayed in fig. 15b, where the vehicle with manual air conditioning is connected to additional control unit 7.
  • Additional control unit 7 is similarly as in the case of the model designs of vehicle connected between fan 4 and flap 1 on one side, and between vehicle control unit 6 and power source 2 on the other side.
  • Power source 2 is further connected by means of the second branch to additional control unit 7.
  • vehicle with automatic air conditioning is schematically displayed with additional control unit 7 connected to a vehicle with automatic air conditioning in fig. 16b.
  • Additional unit 7 is similarly as in the case of vehicle model designs connected between fan 4 and flap 1 on one side, and between vehicle control unit 6, regulator 14 (subsequently power source 2) on the other side.
  • Power source 2 is further connected by means of the second branch to additional control unit 7.
  • Model design of the additional control unit is displayed in fig. 10. Here, it shows specific connection of additional control unit 7 as per the invention.
  • the solution includes connecting elements for connection to vehicle wires, that are designed in the form of a terminal block and the individual wires connected to the terminals are led to specific terminals of these terminal blocks.
  • one terminal block may be used with individual terminals, separated connectors or loose ends of wires for connection to the interrupted vehicle wires.
  • additional unit 7 includes terminal block 101 intended for connection to the second device, two terminal blocks 102 intended for connection to power source 2 (either directly or by means of other components), terminal block 106 intended for connection to power source 2 or to vehicle control unit 6, and terminal block 113 intended for connection to terminal 13, determining whether bypass 12 should be turned on or off.
  • connection is identical to connection from fig. 5, with the difference that instead of contacts of flap 1 , fan 4, vehicle control unit 6, power source 2 and terminal 13, the individual wires are ended by terminals of the corresponding terminal blocks.
  • Resistance divider 10 is the first contact of resistance divider 10 and it may be connected to the positive pole of power source 2 (for clarity, in the picture the connection is only indicated by a + sign) and the second contact of resistance divider 10 it may be connected to the negative pole of power source 2, where the third contact of resistance divider 10 is connected to additional control unit 5.
  • first relays 8, second relays 9, third relays 11 , signal receiver 3 from the remote control, additional control unit 5 and resistance divider 10 may be connected to one PCB 15. And all these mentioned parts may be stored in a casing protecting them from shocks and humidity. At the same time, the casing may be designed for attachment to the car body.
  • Model design of the additional control unit is displayed in fig. 11. Here, it shows specific connection of additional control unit 7 as per the invention.
  • the solution includes connecting elements for connection to vehicle wires, that are designed in the form of a terminal block and the individual wires connected to the terminals are led to specific terminals of these terminal blocks.
  • one terminal block may be used with individual terminals, separated connectors or loose ends of wires for connection to the interrupted vehicle wires.
  • additional unit 7 includes terminal block 101 intended for connection to the second device, two terminal blocks 102 intended for connection to power source 2 (either directly or by means of other components), terminal block 106 intended for connection to power source 2 or to vehicle control unit 6, and terminal block 113 intended for connection to terminal 13, determining whether bypass 12 should be turned on or off.
  • connection is identical to connection from fig. 7, with the difference that instead of contacts of flap 1 , fan 4, vehicle control unit 6, power source 2 and terminal 13, the individual wires are ended by terminals of the corresponding terminal blocks.
  • Resistance divider 10 is the first contact of resistance divider 10 and it may be connected to the positive pole of power source 2 (for clarity, in the picture the connection is only indicated by a + sign) and the second contact of resistance divider 10 it may be connected to the negative pole of power source 2, where the third contact of resistance divider 10 is connected to additional control unit 5.
  • first relays 8, second relays 9, third relays 11 , signal receiver 3 from the remote control, additional control unit 5 and resistance divider 10 may be connected to one PCB 15. And all these mentioned parts may be stored in a casing protecting them from shocks and humidity. At the same time, the casing may be designed for attachment to the car body.
  • Model design of the additional control unit is displayed in fig. 12. Here, it shows specific connection of additional control unit 7 as per the invention.
  • the solution includes connecting elements for connection to vehicle wires, that are designed in the form of a terminal block and the individual wires connected to the terminals are led to specific terminals of these terminal blocks.
  • one terminal block may be used with individual terminals, separated connectors or loose ends of wires for connection to the interrupted vehicle wires.
  • additional unit 7 includes terminal block 101 intended for connection to the second device, two terminal blocks 102 intended for connection to power source 2 (either directly or by means of other components), terminal block 106 intended for connection to power source 2 or to vehicle control unit 6, and terminal block 113 intended for connection to terminal 13, determining whether bypass 12 should be turned on or off.
  • connection is identical to the connection from fig. 11 , with the difference that is further includes H-bridge 17.
  • this NC contact is connected to one of the contacts of H-bridge 17.
  • the NC contact of the second relay 9e is not connected to additional control unit 5, but to one of the contacts of H-bridge 17. While the two remaining contacts of H-bridge 17 are connected to the additional control unit.
  • connection is identical to connection from fig. 7, with the difference that instead of contacts of flap 1 , fan 4, vehicle control unit 6, power source 2 and terminal 13, the individual wires are ended by terminals of the corresponding terminal blocks.
  • Resistance divider 10 is the first contact of resistance divider 10 and it may be connected to the positive pole of power source 2 (for clarity, in the picture the connection is only indicated by a + sign) and the second contact of resistance divider 10 it may be connected to the negative pole of power source 2, where the third contact of resistance divider 10 is connected to additional control unit 5.
  • first relays 8, second relays 9, third relays 11 , signal receiver 3 from the remote control, additional control unit 5 and resistance divider 10 may be connected to one PCB 15. And all these mentioned parts may be stored in a casing protecting them from shocks and humidity. At the same time, the casing may be designed for attachment to the car body.
  • Model design of the additional control unit is displayed in fig. 13. Here, it shows specific connection of additional control unit 7 as per the invention.
  • the solution includes connecting elements for connection to vehicle wires, that are designed in the form of a terminal block and the individual wires connected to the terminals are led to specific terminals of these terminal blocks.
  • one terminal block may be used with individual terminals, separated connectors or loose ends of wires for connection to the interrupted vehicle wires.
  • additional unit 7 includes terminal block 101 intended for connection to the second device, two terminal blocks 102 intended for connection to power source 2 (either directly or by means of other components), terminal block 106 intended for connection to power source 2 or to vehicle control unit 6, and terminal block 113 intended for connection to terminal 13, determining whether bypass 12 should be turned on or off.
  • its connection is identical to connection from fig. 8, with the difference that instead of contacts of flap 1 , fan 4, vehicle control unit 6, power source 2 and terminal 13, the individual wires are ended by terminals of the corresponding terminal blocks.
  • Resistance divider 10 is the first contact of resistance divider 10 and it may be connected to the positive pole of power source 2 (for clarity, in the picture the connection is only indicated by a + sign) and the second contact of resistance divider 10 it may be connected to the negative pole of power source 2, where the third contact of resistance divider 10 is connected to additional control unit 5.
  • first relays 8, second relays 9, third relays 11 , signal receiver 3 from the remote control, additional control unit 5 and resistance divider 10 may be connected to one PCB 15. And all these mentioned parts may be stored in a casing protecting them from shocks and humidity. At the same time, the casing may be designed for attachment to the car body.
  • Model design of the additional control unit is displayed in fig. 14. Here, it shows specific connection of additional control unit 7 as per the invention.
  • the solution includes connecting elements for connection to vehicle wires, that are designed in the form of a terminal block and the individual wires connected to the terminals are led to specific terminals of these terminal blocks.
  • one terminal block may be used with individual terminals, separated connectors or loose ends of wires for connection to the interrupted vehicle wires.
  • additional unit 7 includes terminal block 101 intended for connection to the second device, two terminal blocks 102 intended for connection to power source 2 (either directly or by means of other components), terminal block 106 intended for connection to power source 2 or to vehicle control unit 6, and terminal block 113 intended for connection to terminal 13, determining whether bypass 12 should be turned on or off.
  • Resistance divider 10 is the first contact of resistance divider 10 and it may be connected to the positive pole of power source 2 (for clarity, in the picture the connection is only indicated by a + sign) and the second contact of resistance divider 10 it may be connected to the negative pole of power source 2, where the third contact of resistance divider 10 is connected to additional control unit 5.
  • first relays 8, second relays 9, third relays 11 , signal receiver 3 from the remote control, additional control unit 5 and resistance divider 10 may be connected to one PCB 15. And all these mentioned parts may be stored in a casing protecting them from shocks and humidity. At the same time, the casing may be designed for attachment to the car body.
  • Fig. 1 shows a block diagram describing a way of remote pre-ventilation control. This description applies to connection from fig. 5 to 14 (in case the terminals of additional control unit 7 are connected to flap 1 , fan 4, terminal 13 and power source 2, as it is performed in model vehicle designs).
  • the algorithm begins at the moment bypass 12 is turned on by means of a relay. That is at the moment the vehicle is in the sleep mode. Voltage is not applied to ignition terminal 13, or any other terminal connected to the contacts of the switching coils of the first relay 8 and/or second relay 9. The common contact of the first relay 8 and second relay 9 is thus connected to the NC contact of the relay. This status id further called relay bypass 12 turned on.
  • the first step is to receive the starting signal from the remote control using signal receiver 3 from the remote control.
  • This signal may be encoded and interpreted either by signal receiver 3 from the remote control or by additional control unit 5.
  • bypass 12 may be turned on, based on the instruction of additional control unit 5.
  • additional control unit 5 is connected to terminal 13, it applies that if relay bypass 12 is turned off, the algorithm is terminated. If bypass 12 is turned on by means of the relay, the algorithm continues.
  • step 13 In the implementation where additional control unit 5 is not connected to terminal 13, this step is skipped and the algorithm always continues.
  • additional control unit 5 compares the status of voltage of power source 2 with the stored minimum working voltage value of power source 2. By this it is detected whether power source 2 is sufficiently charged to fulfil its principal function. If the status of voltage of power source 2 is not acceptable (it is lower or equals the stored value in the memory of additional control unit 5), the algorithm is terminated.
  • additional control unit 5 opens flap 1 and starts fan 4 to the maximum speed. In this case it applies that both steps may be simultaneous. Nevertheless, if flap 1 has been already opened before starting the algorithm, it remains open.
  • additional control unit 5 switches the third relay 11 , or the third relay 11a of fan 4, that is voltage is applied to the switching coil of the third relay 11 (or the third relay 11a of fan 4) from additional control unit 5.
  • This causes a transfer of the switching contact of the third relay 11 (or the third relay 11a of fan 4) to the position where it is connected to the switching contact of the third relay 11 (or the third relay 11a of fan 4).
  • voltage is connected to fan 4, thus starting fan 4.
  • Fan 4 is not regulated and it works at the maximum power.
  • additional control unit 5 switches semiconductor switching element 1T, or semiconductor switching element 1Ta of fan 4, that is voltage is applied to semiconductor switching element 1T (or semiconductor switching element 1 Ta of fan 4) from additional control unit 5. This causes current to flow through the switching contacts of semiconductor switching element 1 T (or semiconductor switching element 1Ta of fan 4). By this, voltage is connected to fan 4, thus starting fan 4. Fan 4 is not regulated and it works at the maximum power.
  • Flap 1 is opened in connection from fig. 5, 7, 10, 11 by connecting positive voltage to the NC contact of the second relay 9e of the positive wire of flap 1. As soon as additional control unit 5 reads from the potentiometer that flap 1 is open, voltage supply from additional control unit 5 to the NC contact of the second relay 9e of the positive wire of flap 1 may be terminated.
  • Flap 1 is opened in connection from fig. 6, 12 by connecting positive voltage to one contact of the H-bridge and negative voltage to the other contact of the H-bridge. As soon as additional control unit 5 reads from the potentiometer that flap 1 is open, voltage supply from additional control unit 5 to H-bridge 17 may be terminated. Flap 1 is opened in connection from fig. 8, 13 from the third relay 11b of flap 1 , that is voltage is applied to the switching coil of the third relay 11b of flap 1 from additional control unit 5. This causes a transfer of the switching contact of the third relay 11 b of flap 1 to the position where it is connected to the switching contact or the third relay 11 b of flap 1. This creates connection of voltage to the actuator of flap 1. This will open flap 1. As soon as additional control unit 5 reads from the potentiometer that flap 1 is open, voltage supply from additional control unit 5 to the switching coil of the third relay 11b of flap 1 may be terminated.
  • Flap 1 is opened in connection from fig. 8, 14 from semiconductor switching element 1 Tb of flap 1 , that is voltage is applied to the switching contact of semiconductor switching element 1 Tb of flap 1 from additional control unit 5. This causes current to flow through the switching contacts of semiconductor switching element 1 Tb of flap 1 . By this, voltage is connected to the actuator of flap 1. This will open flap 1. As soon as additional control unit 5 reads from the potentiometer that flap 1 is open, voltage supply from additional control unit 5 to the switching contact of semiconductor switching element 11 ’b of flap 1 may be terminated.
  • additional control unit 5 continuously compares the status of voltage of power source 2 with the stored minimum working voltage value of power source 2. If the status of voltage of power source 2 is not acceptable (it is lower or equals the stored value in the memory of additional control unit 5), the algorithm continues by turning of fan 4 and closing flap 1. However, if there is no H-bridge in the device, the flap closing is skipped.
  • additional control unit 5 first closes flap 1. Turning of fan 4 is performed by switching the third relay 11. Additional control unit 5 thus stops to supply voltage to the contact of the switching coil of the third relay 11 . This switches the common contact of the third relay 11 and connects it to the NC contact of the third relay 11. Possibly, voltage supply to the starting contact of semiconductor switching element 1 T is terminated. This stops the current flow between the switching contacts of semiconductor switching element 1 T. Connection between fan 4 and power source 2 is thus interrupted. At that moment, fan 4 is disconnected from power source 2 and it is turned off. Subsequently, the algorithm terminates. The device allows returning flap 1 to the original position by reversing the voltage at the H-bridge, or to close the flap. If the status of voltage of power source 2 is acceptable (it is higher than the stored value in the memory of additional control unit 5), the algorithm continues.
  • additional control unit 5 detects whether switch-off signal has been received from the remote control. This signal may be encoded and interpreted either by signal receiver 3 from the remote control or by additional control unit 5. If switch-off signal was received by signal receiver 3 from the remote control, the algorithm continues by turning off fan 4 and closing flap 1. If the device is not equipped with the H-bridge, the flap closing is skipped.
  • additional control unit 5 first closes flap 1. Turning of fan 4 is performed by switching the third relay 11. Additional control unit 5 thus stops to supply voltage to the contact of the switching coil of the third relay 11. This switches the common contact of the third relay 11 and connects it to the NC contact of the third relay 11. Possibly, voltage supply to the starting contact of semiconductor switching element 1 T is terminated. This stops the current flow between the switching contacts of semiconductor switching element 1 T. Connection between fan 4 and power source 2 is thus interrupted. At that moment, fan 4 is disconnected from power source 2 and it is turned off. Subsequently, the algorithm terminates. The device allows returning flap 1 to the original position by reversing the voltage at the H-bridge, or to close the flap.
  • additional control unit 5 detects that switch-off signal from the remote control has not been received, the algorithm continues. Subsequently, additional control unit 5 detects whether the time-out has elapsed since the start (that is from the reception of the starting signal from the remote control or from starting of fan 4, that is supply of voltage to the switching coil of the third relay 11). This step is optional and advantageous, and it is not strictly necessary for the solution functioning. Additional control unit 5 is adapted to measure time, which is turned on by reception of the starting signal from the remote control or by starting of fan 4, where in the memory it has the stored value of the maximum time limiting the maximum length of the pre-ventilation function operation. Additional control unit 5 subsequently compares the value of the currently measured time with the stored maximum time value.
  • the algorithm continues by turning off fan 4 and by closing flap 1. If the device is not equipped with the H-bridge, the flap closing is skipped. If the device is equipped with H-bridge 17, additional control unit 5 first closes flap 1. Turning of fan 4 is performed by switching the third relay 11. Additional control unit 5 thus stops to supply voltage to the contact of the switching coil of the third relay 11. This switches the common contact of the third relay 11 and connects it to the NC contact of the third relay 11. Possibly, voltage supply to the starting contact of semiconductor switching element 1 T is terminated. This stops the current flow between the switching contacts of semiconductor switching element 1 T. Connection between fan 4 and power source 2 is thus interrupted. At that moment, fan 4 is disconnected from power source 2 and it is turned off. Subsequently, the algorithm terminates. The device allows returning flap 1 to the original position by reversing the voltage at the H-bridge, or to close the flap.
  • the algorithm continues.
  • an advantageous step may be added if a sensor of inner temperature is connected to additional control unit 5 and additional control unit 5 has the required temperature or any other value representing the required temperature from the sensor of inner temperature (representing the temperature of sufficient passenger’s thermal comfort) stored in its memory. Additional control unit 5 compares whether the temperature value detected by the sensor is higher than the stored one. If yes, the algorithm continues. If the temperature value detected by the sensor is lower than the stored one, the algorithm continues by turning off fan 4 and closing flap 1. If the device is not equipped with the H- bridge, the flap closing is skipped.
  • additional control unit 5 first closes flap 1. Turning of fan 4 is performed by switching the third relay 11. Additional control unit 5 thus stops to supply voltage to the contact of the switching coil of the third relay 11. This switches the common contact of the third relay 11 and connects it to the NC contact of the third relay 11. Possibly, voltage supply to the starting contact of semiconductor switching element 1 T is terminated. This stops the current flow between the switching contacts of semiconductor switching element 1 T. Connection between fan 4 and power source 2 is thus interrupted. At that moment, fan 4 is disconnected from power source 2 and it is turned off. Subsequently, the algorithm terminates. The device allows returning flap 1 to the original position by reversing the voltage at the H-bridge, or to close the flap.
  • additional control unit 5 verifies whether relay bypass 12 is turned on, if yes, the algorithm directly or after a time interval returns to comparing the voltage status on power source 2 with the stored minimum voltage value of power source 2 in the memory of additional control unit 5. If the relay bypass is not turned on, the algorithm continues by turning off fan 4 and closing flap 1. If the device is not equipped with the H- bridge, the flap closing is skipped. If the device is equipped with H-bridge 17, additional control unit 5 first closes flap 1. Turning of fan 4 is performed by switching the third relay 11. Additional control unit 5 thus stops to supply voltage to the contact of the switching coil of the third relay 11 . This switches the common contact of the third relay 11 and connects it to the NC contact of the third relay 11.
  • Turing on and off bypass 12, or the method of switching the control of fan 4 and flap 1 of the vehicle is displayed in a block diagram in fig. 3a, 3b, 3c and 3d.
  • Individual algorithms differ from each other only by the input voltage from the vehicle, where in fig. 2a the input voltage is given in general. At the emergence of input voltage, this voltage is applied to the contact of the switching coil of all first relays 8 and second relays 9. At this moment, the bypass is turned off by means of the relay. In case of connection which is displayed in fig. 3, there is current induction on the switching coil of these first relays 8 and second relays 9. The first relays 8 and second relays 9 are thus connected by the relay common contact and the relay switching contact.
  • bypass 12 is turned on.
  • fan 4 and flap 1 are connected to power source 2 through the second branch, as per specific design by means of the third relay 11 , semiconductor switching element 1 T or additional control unit 5.
  • additional control unit 5 is enabled to control the start of fan 4 using the third relay 11 or semiconductor switching element 1T, and control positioning of flap 1 using the third relay 11 or semiconductor switching element 1 T or current supply to the NC contact of the second relay 9 of the flap.
  • Fig. 2b shows a block diagram of the specific solution, where the input action of the passenger for turning on/off the bypass using the relay is turning on and off the ignition.
  • Contacts of the switching coils of the first relays 8 and second relays 9 are connected to terminal 13 of the ignition, that is the terminal by which voltage is supplied at the moment the ignition is on, and vice versa, voltage is not supplied when the ignition is off.
  • Function of turning on/off bypass 12 is identical to the case described above.
  • Fig. 2c shows a block diagram of the specific solution, where the input action of the passenger for turning on/off the bypass using the relay is unlocking the vehicle.
  • Contacts of the switching coils of the first relays 8 and second relays 9 are connected to the terminal by which voltage is supplied after the vehicle is unlocked, and vice versa, voltage is not supplied when the ignition is off.
  • Function of turning on/off the bypass is identical to the case described above.
  • Fig. 2d shows a block diagram of the specific solution, where the input action of the passenger for turning on/off the bypass using the relay is door opening. Contacts of the switching coils of the first relays 8 and second relays 9 are connected to the terminal by which voltage is supplied at the moment the vehicle is opened, and vice versa, voltage is not supplied when the vehicle is locked. Function of turning on/off bypass 12 is identical to the case described above. Industrial applicability
  • the above described device may be used in all vehicles that are equipped at least with a fan or manual air conditioning, or automatic air conditioning.
  • Solution of additional unit may be used in all already manufactured vehicles without this function.
  • Solution of additional unit may be used, after certain modifications, also for remote start of other functions of the vehicle at the moment the vehicle is in the sleep mode.
  • the method of switching the control of the fan and the flap may be used in all vehicles with the described invention, or in vehicles equipped with the additional unit.
  • PCB Printed circuit board

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  • Physics & Mathematics (AREA)
  • Thermal Sciences (AREA)
  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Selective Calling Equipment (AREA)
  • Air-Conditioning For Vehicles (AREA)

Abstract

L'invention concerne des véhicules, en particulier la fonction de pré-ventilation à distance de voiture. L'invention concerne également l'unité de véhicule supplémentaire (7) permettant la fonction de pré-ventilation à distance de voiture. En même temps, l'invention concerne le procédé de commutation de la commande du ventilateur de véhicule (4) et du clapet de véhicule dans la voiture à l'aide de la fonction de pré-ventilation à distance ou à l'aide d'une unité supplémentaire permettant la fonction de pré-ventilation à distance de voiture. L'objectif souhaité est atteint par la connexion innovante d'un relais à la dérivation (12), contournant la voie standard de connexion à la source d'alimentation (2).
PCT/CZ2022/000015 2021-03-18 2022-03-17 Véhicule, unité supplémentaire pour véhicule et procédé de commutation de la commande d'évent de véhicule WO2022194314A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
CZ2021136A CZ2021136A3 (cs) 2021-03-18 2021-03-18 Automobil, doplňková jednotka pro automobil a způsob přepínání ovládání větráku automobilu
CZPV2021-136 2021-03-18

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WO2022194314A1 true WO2022194314A1 (fr) 2022-09-22

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PCT/CZ2022/000015 WO2022194314A1 (fr) 2021-03-18 2022-03-17 Véhicule, unité supplémentaire pour véhicule et procédé de commutation de la commande d'évent de véhicule

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Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4671073A (en) * 1985-03-15 1987-06-09 Diesel Kiki Co., Ltd. Intake air control device for automotive air-conditioning apparatus
US5222661A (en) * 1991-02-20 1993-06-29 Webasto Karosseriesysteme Gmbh Vehicle interior air conditioning device
JP2854351B2 (ja) 1989-11-28 1999-02-03 株式会社アルファ 自動車用遠隔操作装置
US20150099443A1 (en) * 2013-10-04 2015-04-09 Toyota Jidosha Kabushiki Kaisha Vehicle comprising air conditioning apparatus
CN207916504U (zh) 2018-01-04 2018-09-28 北京经纬恒润科技有限公司 一种汽车通风系统及汽车

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4671073A (en) * 1985-03-15 1987-06-09 Diesel Kiki Co., Ltd. Intake air control device for automotive air-conditioning apparatus
JP2854351B2 (ja) 1989-11-28 1999-02-03 株式会社アルファ 自動車用遠隔操作装置
US5222661A (en) * 1991-02-20 1993-06-29 Webasto Karosseriesysteme Gmbh Vehicle interior air conditioning device
US20150099443A1 (en) * 2013-10-04 2015-04-09 Toyota Jidosha Kabushiki Kaisha Vehicle comprising air conditioning apparatus
CN207916504U (zh) 2018-01-04 2018-09-28 北京经纬恒润科技有限公司 一种汽车通风系统及汽车

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