WO2023174807A1 - Method and system for preconditioning the temperature of at least one glazing unit of a vehicle - Google Patents

Abstract

The invention relates to a method for preconditioning the temperature of at least one glazing unit (110) of a vehicle (100). Said method comprises the steps of: - obtaining (E10) a set of data comprising a time of next departure of the vehicle, a preconditioning temperature of the passenger compartment of the vehicle at the time of next departure and a temperature outside the vehicle at the time of next departure; - determining (E20) a target temperature profile for the at least one glazing unit according to the data in the set of data; - controlling, by closed-loop control (E30), the temperature of the at least one glazing unit according to the target profile when the vehicle is stationary and before the next departure.

Description

Method and system for preconditioning the temperature of at least one window of a vehicle

The present invention belongs to the general field of air comfort of vehicles, such as cars, trucks, buses, trains and the like. It relates more particularly to a process for preconditioning the temperature of at least one window of a vehicle. It also relates to a system configured to implement said method. The invention finds a particularly advantageous application, although in no way limiting, in the case of a vehicle comprising at least one electric motor for moving, such as for example an electric or hybrid vehicle.

Conventionally, the preconditioning of a vehicle refers, essentially, to the temperature preconditioning of the passenger compartment of said vehicle. More specifically, this involves ensuring that the temperature of the vehicle's passenger compartment reaches a target temperature before the next departure of said vehicle. This target temperature is generally defined by a user of the vehicle, so as to ensure that this user is comfortable in the passenger compartment upon entering the vehicle.

Such a temperature preconditioning function is of course an advantage during periods of cold (winter) or heat (summer), and makes it possible to prevent the user's next journey from starting in difficult temperature conditions. within the passenger compartment.

The implementation of cabin temperature preconditioning is conventionally carried out when the vehicle is stopped (without the user being present in the cabin) and by means of a climate control system, also called HVAC system ( acronym for the Anglo-Saxon expression "Heating, Ventilation, and Air Conditioning"), allowing the vehicle's passenger compartment to be heated, cooled and ventilated.

In addition to the passenger compartment temperature preconditioning function, vehicle preconditioning can, depending on the current state of the art, also include other functions, such as for example:
- defrosting and/or demisting a window of the vehicle, such as typically the front windshield or the rear window of a car,
- the preconditioning of an electric battery fitted to said vehicle at an optimal operating temperature.

Although widely deployed today, and even if one or more of said other functions were taken into account, vehicle preconditioning remains a process that does not provide complete satisfaction with regard to the preservation of electrical energy resources on board the vehicle. which are essential to the operation of the HVAC system.

Indeed, and as mentioned above, cabin temperature preconditioning is mainly used when the temperature of the vehicle's exterior environment is extreme. Therefore, even if the passenger compartment is brought to the target temperature before a next departure, there remains, in these conditions and at least at the start of the journey, a large temperature difference between the vehicle windows and the passenger compartment.

Such a temperature difference is problematic in that it causes significant heat transfer from the passenger compartment to the exterior of the vehicle in a cold environment (or vice versa in a hot environment). Due to this heat transfer, the HVAC system needs to draw more on on-board electrical energy resources to regulate the temperature of the passenger compartment when the vehicle begins its journey and thus maintain the comfort conditions chosen by the user.

Thus increasing the use of on-board electrical energy resources is particularly disadvantageous. In fact, this increase necessarily reduces the autonomy of the vehicle in terms of the distance that can be traveled.

Added to this is yet another problem linked to the fact that, in the situation where the vehicle windows are at a temperature much lower than that of the passenger compartment at the start of the vehicle's journey, the risk of fogging on the surface interior of these glazings is increased.

The present invention aims to remedy all or part of the drawbacks of the prior art, in particular those set out above, by proposing a solution which allows, when temperature preconditioning of the passenger compartment of a vehicle is planned , to preserve the autonomy of said vehicle but also to greatly reduce the risk of fogging on the window(s) fitted to the vehicle, in particular when it begins its next journey in a cold environment.

To this end, and according to a first aspect, the invention relates to a method of temperature preconditioning of at least one window of a vehicle. Said method comprises steps of:
- obtaining a set of data comprising a date of next departure of the vehicle, a preconditioning temperature of the passenger compartment of the vehicle on said date of next departure as well as a temperature outside the vehicle on said date of next departure,
- determination of a target temperature profile of said at least one glazing as a function of the data from said set of data, said target profile evolving temporally until a final instant equal to or approximately equal to said next departure date,
- closed loop control of the temperature of said at least one glazing according to said target profile when the vehicle is stationary and before said next departure.

Thus, the preconditioning method according to the invention is based on the use of a target profile which constitutes a setpoint to follow over time (i.e. a temperature evolution profile) for closed loop control of the temperature said at least one glazing.

The expression “said target profile evolving temporally until a final instant equal to or approximately equal to said next departure date” means that said target profile defines the temporal evolution of the temperature of said at least one glazing up to a final instant. equal or approximately equal to said next departure date.

Such arrangements make it possible to provide a trajectory to be followed over time for the temperature of said at least one glazing, this trajectory being advantageously related to the preconditioning temperature of the passenger compartment. It thus becomes possible to impose a constraint so that at said final instant the temperature difference between said at least glazing and the passenger compartment is controlled.

Proceeding in this way makes it possible to avoid too large a temperature difference between said at least one window and the passenger compartment of said vehicle, and thus avoid excessive heat transfers between the interior and exterior of the vehicle.

This results in preservation of the autonomy of said vehicle.

This also results in a very significant reduction in the risk of fogging appearing on said at least one window when the next journey begins in a cold environment.

In particular modes of implementation, the preconditioning process may also include one or more of the following characteristics, taken individually or in all technically possible combinations.

In particular modes of implementation, said vehicle comprises at least one electric motor to move, at least said control step being implemented when the vehicle is connected to an electric charging station.

These arrangements are advantageous in that they make it possible to use only the energy from the electrical network to control the temperature of said at least glazing, and therefore to save the electrical energy on board the vehicle.

In particular modes of implementation, said set of data also includes one or more of the following data:
- relative humidity in the vehicle cabin on said next departure date,
- a duration of the next journey,
- a distance of the next journey,
- a number of passengers for the next journey,
- a vehicle speed profile for the next trip,
- an air quality indicator in the passenger compartment of the vehicle on said next departure date,
- electrical power available on said next departure date.

Considering such other data makes it possible in particular to refine the determination of the target temperature profile of said at least one glazing.

In particular modes of implementation, at least one piece of data is determined by entry on a user interface.

In particular implementation modes, at least one piece of data is determined from at least one data history.

In particular modes of implementation, the temperature outside the vehicle on said next departure date is determined from weather forecast information for a time equal to or approximately equal to said next departure date.

In particular modes of implementation, the temperature associated with the final instant of the target profile, called “final temperature”, is defined so that:
- when the temperature outside the vehicle is lower than a given threshold temperature, said final temperature is higher than the maximum between, on the one hand, the average of the preconditioning temperature of the passenger compartment of the vehicle and said temperature outside the vehicle, and, on the other hand, the dew point of said passenger compartment,
- when the temperature outside the vehicle is higher than a given threshold temperature, said final temperature is higher than the average between the preconditioning temperature of the vehicle passenger compartment and said temperature outside the vehicle, as well as lower than the dew point of said passenger compartment.

Thus defining the temperature interval within which the temperature of said at least one glazing must be included at said final instant of the target profile proves to be particularly advantageous. This allows, in fact, when the vehicle is traveling in a cold environment (for example when the outside temperature is below 5°C) or in a hot environment (for example when the outside temperature is above 30°C), to participate the preservation of the autonomy of the vehicle, as well as the limitation of the appearance of fogging on said at least glazing, in particular when the next journey begins.

In particular modes of implementation, the closed loop control step comprises a determination of a power regulation control of means for regulating the temperature of said at least one glazing, the determination of said control being carried out by means of a proportional-integral-derivative regulation law.

The invention is, however, not limited to proportional-integral-derivative type regulation. Thus, nothing excludes considering regulation implemented by means of a discrete all-or-nothing type controller, or even more advanced regulation implemented by means of a fuzzy logic type approach (“Fuzzy Logic” in Anglo-Saxon literature).

In particular modes of implementation, the closed loop control step comprises a determination of a power regulation control of means for regulating the temperature of said at least one glazing, said control being modulated by width modulation d impulses.

The pulse width modulation method, also known as the “PWM” method (acronym for the English expression “Pulse Width Modulation”), advantageously makes it possible to reduce the average power delivered by an electrical signal.

In particular modes of implementation, said at least one glazing comprises a windshield of the vehicle.

According to a second aspect, the invention relates to a computer program comprising instructions for implementing a preconditioning method according to the invention when said program is executed by a computer.

This program may use any programming language, and be in the form of source code, object code, or intermediate code between source code and object code, such as in a partially compiled form, or in any other desirable shape.

According to a third aspect, the invention relates to an information or recording medium readable by a computer on which a computer program according to the invention is recorded.

The information or recording medium can be any entity or device capable of storing the program. For example, the medium may comprise a storage means, such as a ROM, for example a CD ROM or a microelectronic circuit ROM, or even a recording means, for example a USB key or a hard disk.

On the other hand, the information or recording medium may be a transmissible medium such as an electrical or optical signal, which may be conveyed via an electrical or optical cable, by radio or by other means. The program according to the invention can in particular be downloaded onto an Internet type network.

Alternatively, the information or recording medium may be an integrated circuit in which the program is incorporated, the circuit being adapted to execute or to be used in the execution of the method in question.

According to a fourth aspect, the invention relates to a system for preconditioning the temperature of at least one window of a vehicle, said system comprising means configured to implement a preconditioning method according to the invention.

According to a fifth aspect, the invention relates to a vehicle comprising a preconditioning system according to the invention.

In particular embodiments, said vehicle comprising at least one electric motor for moving.

Other characteristics and advantages of the present invention will emerge from the description given below, with reference to the appended drawings which illustrate an exemplary embodiment devoid of any limiting character. In the figures:
there schematically represents, in its environment, a particular embodiment of a preconditioning system according to the invention, said system being configured to precondition in temperature at least one window of a vehicle;
there schematically represents an example of hardware architecture of the preconditioning system of the ;
there schematically represents an example of a target temperature profile determined by the preconditioning system of the ;
there represents, in flowchart form, a particular mode of implementation of a preconditioning method according to the invention, as implemented by the SYS_P system for preconditioning the .

Description of embodiments

The present invention belongs to the field of vehicle air comfort, and more specifically aims at controlling (i.e. regulating) the temperature of one or more windows of a vehicle.

The remainder of the description relates more particularly to an electric car type vehicle. By "electric car", we refer here to a car which includes at least one electric motor and which, to move (i.e. to operate said at least one electric motor), uses only the electrical energy on board one or several batteries which equip it.

For reasons of simplification of the description, we also consider in no way restrictive that the temperature control mentioned above applies only to the windshield of said electric car.

It is important to note, however, that the present invention is not limited to the case of an electric car, and can relate equally to a hybrid car or even a car solely equipped with a combustion engine.

Even more generally, the fact of considering a vehicle of the car type does not constitute a limitation of the invention, the latter remaining applicable for any type of vehicle capable of moving by means of on-board energy (electrical energy and/or or fuel), such as a truck, bus, train, etc. and for which it can be considered to precondition the temperature of its passenger compartment using an HVAC type climate system.

Furthermore, the fact of describing the invention here for the windshield of the electric car only constitutes a variant implementation of the invention. Thus, no limitation is attached to these aspects, so that it is possible to consider other glazing, such as for example a side window or a rear window of a car. Nothing excludes consideration of temperature control of a plurality of glazings either.

Ultimately, whatever the type of vehicle considered and whatever the type and number of glazing considered, a person skilled in the art knows how to adapt the following description without difficulty.

There schematically represents, in its environment, a particular embodiment of a SYS_P system for temperature preconditioning of the windshield 110 of the electric car 100.

In the embodiment of the , the SYS_P system for preconditioning the temperature of the windshield 110 is connected, via means of communication described in more detail later, to an HVAC system (acronym for the Anglo-Saxon expression “Heating, Ventilation, and Air Conditioning”). equipping the electric car 100.

In order to precondition the windshield 110 in temperature, said SYS_P system includes in particular MOD_REGUL regulation means of the temperature of the windshield 110. Said MOD_REGUL regulation means comprise, in the embodiment described here, heating means of said windshield 110, such as for example a network of electrical wires incorporated into the windshield 110 (case of laminated glazing comprising a layer in which said electrical wires are inserted). Said MOD_REGUL regulation means also comprise, in the embodiment described here, cooling means (example: fan) of said windshield 110.

Of course, the MOD_REGUL temperature regulation means of the windshield 110 described above constitute only examples of embodiments of the invention. In general, any known means of regulating the temperature of the windshield 110 can be implemented in the context of the present invention.

Conventionally, said HVAC system is configured to heat, cool and ventilate the passenger compartment of the vehicle fitted to the electric car 100. The design and implementation details of such an HVAC system being well known to those skilled in the art, they are not recalled here.

It should be noted that, with regard to the embodiment described here, it is considered that the SYS_P system is not integrated into (but only connected to) the HVAC system. In other words, it is considered that these two SYS_P, HVAC systems constitute two distinct entities, possibly both integrated into a global preconditioning system (not shown in the figures) of the electric car 100. Such a global preconditioning system of the electric car 100 therefore performs two distinct functions, namely a first function of preconditioning the temperature of the windshield 110 and a second function of preconditioning the temperature of the passenger compartment.

However, nothing excludes adopting, according to other embodiments, another point of view according to which the SYS_P temperature preconditioning system of the windshield 110 is an integral part of the HVAC system. This other point of view can be justified, for example, by the fact that the windshield 110 forms a border of the passenger compartment of the electric car 100.

Conventionally, the HVAC system is configured so as to allow the passenger compartment of the electric car 100 to reach a given temperature when the electric car 100 is stationary and before its next departure. To designate this given temperature, reference is now made in the remainder of the description to the “preconditioning temperature of the passenger compartment on the next departure date”.

Said next departure date corresponds to the date on which a user of the electric car 100 is expected to use the latter again for a next journey, after the electric car 100 has been stopped.

As a purely illustrative example, the electric car 100 is used on a daily basis by said user to go to his place of work. When the user returns home at the end of his work day, he parks the electric car 100, leaving it stationary, and typically connects it to an electric charging station in order to recharge the electric battery(ies). The next departure therefore takes place the following day, the departure date (month/day/time) being defined by the next use of the electric car 100 for the user to go to work.

Of course, such an example of use of the electric car 100 is in no way limiting the invention. In particular, nothing excludes the possibility that the next departure date does not correspond to a date repeating on a daily basis. Generally speaking, no limitation is attached to the way in which said next departure date is defined.

In accordance with the invention, the SYS_P system is configured to carry out processing operations making it possible to control (i.e. regulate) the temperature of the windshield 110 with a view to an upcoming departure of the electric car 100, by implementing a preconditioning process according to the invention, described in detail below and part of the steps of which are included in a (closed) control loop of the temperature of said windshield 110.

The implementation of this preconditioning process, via said preconditioning system SYS_P, advantageously makes it possible to finely control the temperature of the windshield 110 with a view to the next departure of the electric car 100, so as in particular to avoid too much temperature difference between said windshield 110 and the passenger compartment of said vehicle 100. In this way, it becomes possible to avoid excessive heat transfers between the interior and exterior of the vehicle 100, particularly when the vehicle 100 starts his next trip. This results in preservation of the autonomy of the electric battery(ies) of said vehicle 100 (in fact, the HVAC system is less required to compensate for heat losses linked to too large a temperature difference between the interior and exterior of the vehicle 100) , but also a very significant reduction in the risk of fogging on the windshield 110 when the next journey begins in a cold environment.

There schematically represents an example of hardware architecture of the SYS_P system for preconditioning the .

As described previously, the preconditioning system SYS_P comprises said MOD_REGUL windshield temperature regulation means 110. Furthermore, and as illustrated by the , at least part of said preconditioning system SYS_P has the hardware architecture of a computer. Thus, said preconditioning system SYS_P comprises, in particular, a processor 1_P, a RAM 2_P, a read only memory 3_P and a non-volatile memory 4_P. It also has 5_P means of communication.

The read-only memory 3_P of the preconditioning system SYS_P constitutes a recording medium in accordance with the invention, readable by the processor 1_P and on which is recorded a computer program PROG_P in accordance with the invention, comprising instructions for execution of steps of the preconditioning process according to the invention. The PROG_P program defines functional modules of the SYS_P preconditioning system, which rely on or control the hardware elements 1_P to 5_P mentioned above, and which include in particular:
- an obtaining module MOD_OBT configured to obtain a set of data E_DATA comprising a date of next departure NEW_DATE of the electric car 100, a preconditioning temperature T_CAB of the passenger compartment of the electric car 100 on said date of next departure NEW_DATE as well that a temperature T_EXT outside the electric car 100 on said next departure date NEW_DATE,
- a determination module MOD_DET configured to determine a target temperature profile T_CONS of the windshield 110 as a function of the data from said set E_DATA, said target profile T_CONS evolving temporally until a final instant equal to or approximately equal to said date of next departure NEW_DATE and for which the temperature of said windshield 110 is included in a given interval defined as a function of said preconditioning temperature T_CAB, as detailed later in particular examples of embodiment of the invention,
- a control module MOD_CT configured to control in a closed loop the temperature of the windshield 110 as a function of said target profile T_CONS when the electric car 100 is stationary and before said next departure.

More particularly, in the embodiment described here, the MOD_CT control module comprises:
- a determination submodule SS_MOD_DET configured to determine a COM_T command for power regulation of the MOD_REGUL regulation means of the windshield temperature 110, the determination of said COM_T command being carried out by means of a regulation law of the type proportional-integral-derivative (ie “PID” command, acronym for the English expression “proportional–integral–derivative”),
- a modulation submodule SS_MOD_MODUL configured to modulate by pulse width modulation the COM_T command determined by the determination submodule SS_MOD_DET. The pulse width modulation method, also known as the “PWM” method (acronym for the English expression “Pulse Width Modulation”), advantageously makes it possible to reduce the average power delivered by an electrical signal. Such a method, and the advantages it provides, are well known to those skilled in the art, so much so that it is not described in more detail here,
- a transmission submodule SS_MOD_TX configured to transmit the modulated COM_T command to the windshield temperature regulation means MOD_REGUL 110,
- an acquisition submodule SS_MOD_AC configured to acquire a measurement of the temperature of the windshield 110.

It should be noted that considering that the COM_T command is determined by means of a PID type regulation law only constitutes a variant implementation of the invention. Thus, any method of determining (synthesis) of a regulation command known to those skilled in the art can be implemented within the framework of the present invention. For example, regulation implemented using a discrete all-or-nothing type controller can be considered, or even more advanced regulation implemented using a fuzzy logic type approach (“Fuzzy Logic”). in Anglo-Saxon literature).

Furthermore, it is also important to note that the presence of said modulation submodule SS_MOD_MODUL is, within the meaning of the present invention, optional. Nothing excludes, for example, considering that the COM_T command is transmitted directly from the determination submodule SS_MOD_DET to the transmission submodule SS_MOD_TX in order to carry out a relay to the MOD_REGUL regulation means. It is also possible to envisage, according to another example, that the sending of the COM_T command to the transmission submodule SS_MOD_TX is regulated over time, for example using a switch coupled to a timer. Generally speaking, no limitation is attached to the processing applied to the COM_T command as well as to the way in which it reaches the MOD_REGUL regulation means.

In the present embodiment, it is considered in no way restrictive that the data set E_DATA includes only said data NEW_DATE, T_CAB and T_EXT.

There schematically represents an example of target profile T_CONS determined from said data set E_DATA when the electric car 100 is in a cold environment. More particularly, the is a graph whose abscissa axis (respectively the y axis) is representative of time (respectively of the temperature of the windshield 110).

As illustrated by the , the preconditioning of the windshield 110 corresponds here to heating implemented from an activation date DATE_ACT of the control module MOD_CT, the objective being to reach a final temperature T_FINAL at said final instant. Said DATE_ACT activation date is for example determined in correspondence with a requirement imposed by the car manufacturer (for example 30 minutes before departure), or according to the exterior temperature T_EXT, the final temperature T_FINAL as well as availability in electrical energy of the car 100.

It should be noted that the example of the is given for purely illustrative purposes, and other target profiles T_CONS can of course be considered (example: straight line between T_EXT and T_FINAL).

Furthermore, nothing excludes considering other alternative embodiments of the invention in which said set of E_DATA data also includes (ie in addition to the NEW_DATE, T_CAB and T_EXT data) one or more of the data among:
- a relative humidity of the passenger compartment of the electric car 100 on said date of next departure NEW_DATE,
- a duration of the next journey,
- a distance of the next journey,
- a number of passengers for the next journey,
- a vehicle speed profile for the next trip,
- an air quality indicator in the passenger compartment of the electric car 100 on said next departure date NEW_DATE,
- electrical power available on said next departure date NEW_DATE.

The fact of considering such other data makes it possible in particular to refine the determination of the target temperature profile T_CONS of the windshield 110 which constitutes a setpoint to follow over time (i.e. a temperature evolution profile) for loop control closed carried out by the MOD_CT control module. Also, and in general, any data other than said NEW_DATE, T_CAB, T_EXT data can be considered to be part of said E_DATA set as long as it can contribute to the determination of the target profile T_CONS.

Thus, for purely illustrative purposes, the relative humidity of the passenger compartment and the number of passengers for the next journey can be taken into account to determine the target profile T_CONS, so as to avoid condensation on the windshield 110 at the start. of said next journey.

The communication means 5_C allow in particular the preconditioning SYS_P to transmit the COM_T command to the MOD_REGUL windshield temperature regulation means 110 (consequently, the MOD_REGUL regulation means are also equipped with communication means configured to receive the COM_T command intended for them). As a result, said communication means 5_C integrate the transmission submodule SS_MOD_TX.

The communication means 5_C also allow, in the embodiment described here, the preconditioning system SYS_P to obtain (via, for example, dedicated requests transmitted to entities external to the SYS_P) the data from said data set E_DATA. This obtaining is carried out here thanks to the obtaining module MOD_OBT which is therefore also integrated into said means of communication 5_C and which, in the present mode, has the sole function of obtaining this data from said set of data E_DATA.

To carry out these data exchanges, the communication means 5_C comprise for example a computer data bus capable of transmitting the COM_T command as well as receiving data from the E_DATA assembly.

According to another example, or in addition to the previous one, the means of communication 5_C comprise a communication interface, wired or non-wired, capable of implementing any suitable protocol known to those skilled in the art (Ethernet, Wifi, Bluetooth, 3G , 4G, 5G, etc.).

Data in the E_DATA dataset can come from different sources.

For example, at least one piece of data from the E_DATA set is determined by entry on a user interface. Typically, data entered by the user of the electric car 100 is the T_CAB data. The entry of T_CAB data is carried out for example using a virtual keyboard (touch screen) fitted to a communication terminal (example: smartphone) in the user's possession. The T_CAB data thus entered is first transmitted to the HVAC system, and then received (for example following the sending by the MOD_OBT obtaining module of a dedicated request) by the SYS_P system coming from said HVAC system. That being said, nothing excludes the possibility that the T_CAB data thus entered is directly transmitted to the SYS_P preconditioning system.

Of course, nothing excludes considering data other than T_CAB that can be entered using a user interface. Nothing also excludes considering, using other modes, input via a user interface integrated into the electric car 100, such as for example a keyboard integrated in the form of a touch screen on the dashboard of the electric car 100 , in which case said user interface can be considered integrated into the MOD_OBT obtaining module.

According to another example, possibly in addition to the previous one relating to the entry of data via a user interface, at least one piece of data is determined from at least one data history.

As a non-limiting example, the passenger compartment temperature data T_CAB is determined from a history of temperature data for said passenger compartment recorded during the year preceding the year which includes the next departure date NEW_DATE. This history is for example stored by a server within a database. In this example, the T_CAB data obtained by the MOD_OBT obtaining module (for example following the sending of a dedicated request) corresponds to the passenger compartment temperature recorded, for the previous year, on a date identical to that of the NEW_DATE date in terms of day/month, or to a date closest to the NEW_DATE date in terms of day/month.

Nothing of course excludes considering data other than T_CAB that can be obtained from a history of data of the same type as said other data. More generally, it is also possible to consider obtaining data from the E_DATA set from data histories of types different from that sought, processing operations then being implemented to synthesize (i.e. construct) the data searched from historical data.

Following yet another example, possibly in addition to the previous ones relating to the entry of data via a user interface as well as the determination of at least one piece of data from at least one data history, the outside temperature T_EXT to the electric car 100 on said next departure date NEW_DATE is determined from weather forecast information for a time equal to or approximately equal to said next departure date NEW_DATE. To obtain the exterior temperature T_EXT according to this example, the obtaining module can for example send a dedicated request to a server external to the car 100 and configured to store weather forecast information as well as transmit an appropriate response to said request.

Considering obtaining the outside temperature T_EXT from weather forecast information for a time equal to or approximately equal to said next departure date NEW_DATE obviously only constitutes a variant implementation of the invention. . Other variants remain possible, such as for example carrying out a temperature measurement by acquisition means (not shown in the figures) fitted to the electric car 100.

Said acquisition means comprise, in a known manner, an acquisition chain comprising a sensor. Said sensor forms a sensitive element configured to provide an electrical signal as a function of variations in the physical quantity (temperature) with which it is associated. Said acquisition chain for example also includes an acquisition card configured to condition the electrical signal supplied by the sensor, for example by amplification and/or filtering. Said acquisition means also comprise, at the output of the acquisition chain, an analog/digital converter configured to digitize a conditioned electrical signal.

Generally speaking, the configuration of such acquisition means is well known to those skilled in the art and is therefore not detailed further here. In particular, those skilled in the art know, on the one hand, how to choose a sensor suitable for measuring the exterior temperature T_EXT, and on the other hand, place it so as to collect a relevant measurement.

It should be noted that, as mentioned previously, the invention is described here in accordance with an embodiment in which the obtaining module MOD_OBT is integrated into said communication means 5_C and has the sole function of obtaining data from said E_DATA dataset via exchanges with other entities. However, such arrangements are not limiting to the invention, and it is entirely possible to envisage that said MOD_OBT obtaining module also presents other functions, such as for example one or more determination functions conforming to the examples previously described (determination of at least one piece of data from a user interface and/or from at least one data history), and/or a function for acquiring a temperature measurement, etc. In other words, the phrase "obtaining the E_DATA data set" can have different meanings depending on how the MOD_OBT getter module is configured, what ultimately matters is that the MOD_DET determiner module can have access to it. to the E_DATA data set obtained by the MOD_OBT obtaining module.

As described above, the final instant of the target profile T_CONS is an instant at which the temperature of the windshield 110 is included in a given interval defined as a function of said temperature T_CAB.

Such arrangements make it possible to provide a trajectory to be followed over time for the temperature of the windshield 110, this trajectory being advantageously related to the preconditioning temperature T_CAB of the passenger compartment. It thus becomes possible to impose a constraint so that at said final instant the temperature difference between the windshield 110 and the passenger compartment is controlled. This then results in a preservation of the autonomy of the electric battery(ies) of the electric car 100 during its next journey.

As a non-limiting example, the final temperature T_FINAL associated with the final instant of the target profile T_CONS is defined so that:
- when the outside temperature T_EXT is lower than a given threshold temperature (for example lower than 10°C, or 5°C, or even lower than 0°C), said final temperature T_FINAL is higher than the maximum between, on the one hand, the average of the preconditioning temperature T_CAB of the passenger compartment of the car 100 and said exterior temperature T_EXT, and, on the other hand, the dew point of said passenger compartment (ie the temperature below which the water vapor contained in the cabin air condenses on the surfaces, by saturation effect),
- when the exterior temperature T_EXT is greater than a given threshold temperature (for example greater than 30°C), said final temperature T_FINAL is greater than the average between the preconditioning temperature T_CAB of the passenger compartment of the car 100 and said exterior temperature T_EXT, as well as lower than the dew point of said passenger compartment.

Thus defining the temperature interval in which the temperature of the windshield 110 must be included at said final instant of the target profile T_CONS proves to be particularly advantageous. This makes it possible, in fact, when the car 100 moves in a cold environment (for example in the winter period where the windshield 110 will be heated during preconditioning) or in a hot environment (for example in the summer period where the windshield 110 will be cooled during preconditioning), to participate in preserving the autonomy of the vehicle, as well as limiting the appearance of fogging on said windshield 110, in particular when the next journey begins.

However, nothing excludes considering other intervals in which the temperature of the windshield 110 must be included at said final instant of the target profile T_CONS. For example, in both hot and cold environments, it is possible to consider intervals whose lower limit is, where applicable, greater than the average of the preconditioning temperature T_CAB of the passenger compartment of the car 100 and of said temperature exterior T_EXT. Furthermore, it is also possible to consider that the dew point of the passenger compartment is assigned an additive coefficient in order to define a safety margin making it possible to guarantee the absence of fogging on the windshield 110.

In accordance with the invention, the temperature of the windshield 110 is controlled in a closed loop as a function of said target profile T_CONS when the electric car 100 is stationary and before said next departure. Carrying out closed loop control implies that the control module MOD_CT receives, before each iteration of the closed loop, a measurement of the temperature of said windshield 110. This measurement, carried out by the acquisition submodule SS_MOD_AC , is compared to the target profile T_CONS during the application of the PID regulation law, and the COM_T command is then synthesized by the determination submodule SS_MOD_DET according to this comparison. The configuration of the acquisition submodule SS_MOD_AC is of the same type as that described above for means of acquiring the outside temperature T_EXT.

There represents, in flowchart form, a particular mode of implementation of the preconditioning method according to the invention, as implemented by the SYS_P system for preconditioning the .

For the remainder of the description, we now consider in no way limiting that all of the steps of the preconditioning process are implemented when the electric car 100 is stationary and before the next departure.

It is also considered in no way restrictive that the electric car 100 is connected to an electric charging station throughout the execution of the preconditioning process. These arrangements are advantageous in that they make it possible to use only the energy from the electrical network to carry out the preconditioning process, and therefore to save the energy on board the electric car 100.

As illustrated by the , the preconditioning process initially comprises a step E10 of obtaining the data set E_DATA. Said step E10 is implemented by the obtaining module MOD_OBT equipping the preconditioning system SYS_P.

More particularly, in the implementation mode described here, the vehicle user uses his smartphone to transmit the NEW_DATE and T_CAB data to the MOD_OBT obtaining module.

Furthermore, the MOD_OBT obtaining module, on receipt of the NEW_DATE data, sends a request to a weather information server to obtain the T_EXT data planned for said NEW_DATE next departure date.

Once said data NEW_DATE, T_CAB and T_EXT have been obtained, they are routed to the determination module MOD_DET, so as to determine the target temperature profile T_CONS of the windshield 110 as a function of said data. This is the subject of step E20 of the preconditioning process.

The preconditioning method then comprises a step E30 of closed-loop control of the temperature of the windshield 110 as a function of said target profile T_CONS. Said step E30 is implemented by the control module MOD_CT equipping the preconditioning system SYS_P.

More particularly, in the mode of implementation described here and illustrated by the , said step E30 comprises a sub-step E30_1 of determining the COM_T command for power regulation of the MOD_REGUL regulation means of the temperature of the windshield 110, the determination of said COM_T command being carried out by means of said PID regulation law . Said substep E30_1 is implemented by the determination submodule SS_MOD_DET integrated into the control module MOD_CT.

Once the COM_T command has been determined, step E30 includes a sub-step E30_2 for pulse width modulation of said COM_T command. Said sub-step E30_2 is implemented by the modulation sub-module SS_MOD_MODUL integrated into the control module MOD_CT.

Step E30 also includes a sub-step E30_3 for transmitting the modulated COM_T command to the windshield temperature regulation means MOD_REGUL 110. Said step E30_3 is implemented by the transmission sub-module SS_MOD_TX integrated into the module. MOD_CT control.

Finally, once the COM_T command is applied to the MOD_REGUL regulation means, a measurement of the temperature of the windshield 110 is acquired by the acquisition submodule SS_MOD_AC, to be routed to the determination submodule SS_MOD_DET. This is the subject of a sub-step E30_4 of the control step E30.

The sequence of said sub-steps E30_1, E30_2, E30_3, E30_4 forms the closed control loop making it possible to regulate the temperature of the windshield 110 according to the target profile T_CONS.

The preconditioning process has been described so far by considering that the steps of said process are all implemented when the electric car 100 is stationary and before the next departure. Such arrangements are however not limiting to the invention, and nothing excludes for example considering that the obtaining step E10 and/or the determination step E20 is implemented before the next departure while the electric car 100 moves (for example during the journey preceding said next journey)

It has also been considered until now that the preconditioning process is implemented while the electric car 100 is connected to a charging station. However, nothing excludes considering other modes of implementation in which all or part of the steps of said method are implemented when the car 100 is not connected to a charging station.

Claims (15)

1. Method for preconditioning the temperature of at least one glazing (110) of a vehicle (100), said method comprising steps of:
   - obtaining (E10) a set of data comprising a date of next departure of the vehicle, a preconditioning temperature of the passenger compartment of the vehicle on said date of next departure as well as a temperature outside the vehicle on said date of next departure ,
   - determination (E20) of a target temperature profile of said at least one glazing as a function of the data from said set of data, said target profile evolving temporally until a final instant equal to or approximately equal to said next departure date,
   - closed loop control (E30) of the temperature of said at least one glazing according to said target profile when the vehicle is stationary and before said next departure.
2. Method according to claim 1, wherein said vehicle (100) comprises at least one electric motor for moving, at least said control step (E30) being implemented when the vehicle is connected to an electric charging station.
3. Method according to any one of claims 1 to 2, in which said set of data also includes one or more of:
   - relative humidity in the vehicle cabin on said next departure date,
   - a duration of the next journey,
   - a distance of the next journey,
   - a number of passengers for the next journey,
   - a vehicle speed profile for the next trip,
   - an air quality indicator in the passenger compartment of the vehicle on said next departure date,
   - electrical power available on said next departure date.
4. Method according to any one of claims 1 to 3, in which at least one piece of data is determined by entry on a user interface.
5. Method according to any one of claims 1 to 4, in which at least one piece of data is determined from at least one data history.
6. Method according to any one of claims 1 to 5, wherein the temperature outside the vehicle on said next departure date is determined from weather forecast information for a time equal to or approximately equal to said next departure date.
7. Method according to any one of claims 1 to 6, in which the temperature associated with the final instant of the target profile, called “final temperature”, is defined so that:
   - when the temperature outside the vehicle is lower than a given threshold temperature, said final temperature is higher than the maximum between, on the one hand, the average of the preconditioning temperature of the passenger compartment of the vehicle and said temperature outside the vehicle, and, on the other hand, the dew point of said passenger compartment,
   - when the temperature outside the vehicle is higher than a given threshold temperature, said final temperature is higher than the average between the preconditioning temperature of the vehicle passenger compartment and said temperature outside the vehicle, as well as lower than the dew point of said passenger compartment.
8. Method according to any one of claims 1 to 7, in which the closed loop control step (E30) comprises a determination of a power regulation control of means for regulating the temperature of said at least one glazing (110 ), the determination of said control being carried out by means of a regulation law of the proportional-integral-derivative type.
9. Method according to any one of claims 1 to 8, in which the closed loop control step (E30) comprises a determination of a power regulation control of means for regulating the temperature of said at least one glazing (110 ), said command being modulated by pulse width modulation.
10. Method according to any one of claims 1 to 9, in which said at least one glazing (110) comprises a windshield of the vehicle (100).
11. Computer program comprising instructions for implementing a preconditioning method according to any one of claims 1 to 10 when said program is executed by a computer.
12. A computer-readable recording medium on which a computer program according to claim 11 is recorded.
13. System (SYS_P) for preconditioning the temperature of at least one glazing (110) of a vehicle (100), said system comprising means configured to implement a preconditioning process according to any one of claims 1 to 10.
14. Vehicle (100) comprising a preconditioning system (SYS_P) according to claim 13.
15. Vehicle (100) according to claim 14, said vehicle comprising at least one electric motor for moving.