Climate Control System And Method For Optimizing Energy Consumption Of A Vehicle

• US 20100286830A1
• Filed: 05/06/2009
• Published: 11/11/2010
• Est. Priority Date: 05/06/2009
• Status: Active Grant

• Current Assignee: Ford Global Technologies, LLC (Ford Motor Company)
• Original Assignee: Ford Global Technologies, LLC (Ford Motor Company)
• Inventors: Wijaya, Halim, Dage, Gerhard A., Greiner, Christopher Mark, Buescher, Wayne Frank
• Granted Patent: US 8,209,073 B2
• Time in Patent Office: Days
• US Class Current: 700/276
• CPC Class Codes: B60H 1/3205 Control means therefor
• CPC Class Codes: B60H 2001/3238 related to the operation of the compressor
• CPC Class Codes: B60H 2001/3266 related to the operation of the vehicle
• CPC Class Codes: B60H 2001/3277 to control the air flow

Abstract

A climate control system and method for optimizing energy consumption in a hybrid electric vehicle (HEV) is provided. By varying evaporator temperatures based on occupant settings and environmental conditions, electric compressor speed can be optimized to provide the necessary cooling capacities resulting in energy savings. Determining the impact that increasing or decreasing engine cooling fan speed has on the overall energy consumption of the climate control system without affecting target discharge air temperature provides for energy saving opportunities. Optimizing energy consumption according to the provided strategy provides for improved fuel economy without sacrificing passenger comfort.

Claims

1. A method for optimizing energy consumption of a climate control system in a hybrid electric vehicle (HEV), the climate control system including a compressor and a cooling fan, the method comprising:

increasing cooling fan power by a predetermined amount based upon a determination that the HEV is not moving and the cooling fan is not operating at maximum power; and

setting cooling fan speed based at least in part upon a determination whether the compressor power is reduced by an amount greater than the predetermined amount as a result of increasing the cooling fan power.

2. The method of claim 1, wherein the determination that the cooling fan is not operating at maximum power comprises comparing the measured cooling fan power with a maximum cooling fan power value.

3. The method of claim 1, further comprising measuring a first compressor power value and measuring a first cooling fan power value.

4. The method of claim 3, wherein the determination whether the compressor power is reduced by an amount greater than the predetermined amount comprises:

measuring a second compressor power value after increasing the cooling fan power by the predetermined amount; and

determining if the second compressor power value is less than the first compressor power value by an amount greater than the predetermined amount.

5. The method of claim 4, wherein a second cooling fan power value is obtained by increasing the first cooling fan power value by the predetermined amount.

6. The method of claim 5, wherein setting the cooling fan speed comprises:

maintaining the cooling fan speed associated with the second cooling fan power value upon a determination that the compressor power was reduced by an amount greater than the predetermined amount.

7. The method of claim 5, wherein setting the cooling fan speed comprises:

setting the cooling fan speed such that cooling fan power equals the first cooling fan power value upon a determination that the compressor power was not reduced by an amount greater than the predetermined amount.

8. The method of claim 1, wherein the predetermined amount is based at least in part upon a lookup table.

9. A method for optimizing energy consumption of a climate control system in a hybrid electric vehicle (HEV), the climate control system including a compressor and a cooling fan, the method comprising:

reducing cooling fan power by a predetermined amount based upon a determination that the HEV is moving or the cooling fan is operating at maximum power; and

setting cooling fan speed based at least in part upon a determination whether discharge air temperature increased and whether compressor power is increased by an amount greater than the predetermined amount as a result of reducing the cooling fan power.

10. The method of claim 9, further comprising measuring a first compressor power value, measuring a first cooling fan power value, and measuring a first discharge air temperature value.

11. The method of claim 10, wherein the determination whether the compressor power is increased by an amount greater than the predetermined amount comprises:

measuring a second compressor power value after reducing the cooling fan power by the predetermined amount; and

determining if the second compressor power value is greater than the first compressor power value by an amount greater than the predetermined amount.

12. The method of claim 11, wherein a second cooling fan power value is obtained by increasing the first cooling fan power value by the predetermined amount.

13. The method of claim 12, wherein setting the cooling fan speed comprises:

maintaining the cooling fan speed associated with the second cooling fan power value upon a determination that the discharge air temperature was not increased and the compressor power was increased by an amount less than the predetermined amount.

14. The method of claim 12, wherein setting the cooling fan speed comprises:

setting the cooling fan speed such that cooling fan power equals the first cooling fan power value upon a determination that the discharge air temperature was increased or the compressor power was increased by an amount greater than the predetermined amount.

15. A method for optimizing energy consumption of a climate control system in a hybrid electric vehicle (HEV), the method comprising:

receiving input from a climate control unit corresponding to a selected passenger cabin temperature;

calculating an initial target evaporator core temperature and a dew point temperature based upon one or more of a plurality of sensed climate conditions; and

setting a target evaporator core temperature based at least in part upon a determination whether the initial target evaporator core temperature is greater than the dew point temperature.

16. The method of claim 15, wherein setting the target core temperature comprises:

setting the target evaporator core temperature to the dew point temperature upon a determination that the initial target evaporator core temperature is greater than the dew point temperature.

17. The method of claim 15, wherein setting the target core temperature comprises:

setting the target evaporator core temperature to the initial target evaporator core temperature upon a determination that the initial target evaporator core temperature is not greater than the dew point temperature.

18. The method of claim 15 further comprising:

determining a windshield fogging probability; and

setting the target evaporator core temperature based at least in part upon the fogging probability.

19. The method of claim 18, wherein setting the target evaporator core temperature based at least in part upon the fogging probability comprises:

calculating a second target evaporator core temperature upon a determination that a risk of fogging exists based upon the fogging probability; and

setting the target evaporator core temperature to the second target evaporator core temperature.

20. The method of claim 18, wherein setting the target evaporator core temperature based at least in part upon the fogging probability comprises:

maintaining the target evaporator core temperature upon a determination that a risk of fogging does not exist based upon the fogging probability.