Airflow control system and climate control method for autonomous vehicles

Abstract

The present disclosure provides "an air flow control system and a climate control method for an autonomous vehicle". An air flow control system includes: a plenum chamber having an air inlet, a first air outlet, a second air outlet, and a third air outlet; a vent; an air guide carried on the vent; and an actuator. The actuator displaces the vent between a first position closing the first air outlet and a second position opening the first air outlet. A climate control method for an autonomous vehicle is also provided.

Description

Technical Field

[0001] This document generally relates to the field of motor vehicle equipment and, more specifically, to an air flow control system and a climate control method for an autonomous vehicle. Background Art

[0002] Autonomous vehicles intended for shared rides are expected to become a key component of future transportation systems, especially in large cities and metropolitan area environments. During the parking time between customer hails, such vehicles can be located at charging stations to recharge on-board energy storage devices, thereby allowing operation of the autonomous vehicle. Under normal operating conditions, it is further expected that shared autonomous vehicles will spend a significant amount of time stationary without any on-board occupants. To conserve energy, the climate control system for the passenger compartment of a motor vehicle will be configured to conserve energy rather than maintain the passenger compartment within a predetermined comfort temperature range for any passengers or occupants of the motor vehicle. However, once an autonomous vehicle is hailed to pick up a passenger, the climate control system will be configured to quickly condition the air and bring the air temperature in the passenger compartment within the predetermined comfort temperature range, and then pick up the passenger in response to the hail. In some cases, this will require very rapid heating or cooling of the air in the passenger compartment.

[0003] This document relates to a new and improved air flow control system that minimizes back pressure and provides a particularly rapid heating or cooling rate until the air temperature in the passenger compartment reaches a predetermined comfort temperature range. At this point, the air flow control system provides heating and cooling at a second heating or cooling rate that is adapted to maintain the predetermined comfort temperature range and maximize the comfort of any passengers or occupants of the autonomous vehicle. Summary of the Invention

[0004] In accordance with the objects and benefits described herein, a new and improved air flow control system is provided. The air flow control system includes: a plenum chamber having an air inlet and a first air outlet; a vent; an air guide carried on the vent; and an actuator that displaces the vent between a first position closing the first air outlet and a second position opening the first air outlet.

[0005] The first air inlet may be opposite the first air outlet. Additionally, the plenum chamber may include a second air outlet and a third air outlet. The second air outlet may be opposite the third air outlet. Further, the air inlet and the first air outlet may be aligned on a first axis, while the second air outlet and the third air outlet may be aligned on a second axis, where the first axis is perpendicular to the second axis.

[0006] The air guide may have a chevron shape. Additionally, the air guide may be carried on the first side of the vent. When the vent is in the first position, the air guide may be adapted to direct air transferred from the air conditioning system through the air inlet to the plenum chamber to the second air outlet and the third air outlet. Conversely, when the vent is in the second position, a first portion of the air transferred from the plenum chamber through the first air outlet may be directed by the air guide through the air passage between the air guide and the first side of the vent, a second portion of the air transferred from the plenum chamber through the first air outlet may be directed to the first side of the air passage, and a third portion of the air transferred from the plenum chamber through the first air outlet may be directed to the second side of the air passage.

[0007] The air flow control system may further include a controller. The controller may be adapted to control the operation of the actuator and shift the vent between the first position and the second position. Additionally, the air flow control system may further include a passenger compartment occupancy monitoring device. Further, the air flow control system may include (a) a passenger compartment air temperature monitoring device, (b) an ambient air temperature monitoring device, or (c) a passenger compartment air temperature monitoring device and an ambient air temperature monitoring device.

[0008] The controller may be adapted to shift the vent to the second position in response to: (a) a first signal from the passenger compartment occupancy monitoring device indicating an unoccupied passenger compartment, (b) a hail for a ride, and (c) a second signal from the passenger compartment air temperature monitoring device indicating that maximum heating or cooling is required to bring the air temperature in the passenger compartment within a predetermined comfort temperature range prior to picking up a passenger in response to the hail.

[0009] Further, the controller may be adapted to shift the vent to the first position in response to the air temperature reaching the predetermined comfort temperature range to maintain the air temperature within the predetermined comfort temperature range.

[0010] In at least one possible embodiment, the first air outlet has a first cross-sectional area CA1, and the air inlet has a second cross-sectional area CA2, where CA1 ≥ CA2. In this way, the system backpressure can be minimized to allow for rapid heating and cooling to bring the passenger compartment quickly within the predetermined comfort temperature range while the autonomous vehicle picks up a passenger in response to a hail for a ride en route.

[0011] According to another aspect, a climate control method for an autonomous vehicle is provided. The method includes the steps of: (a) opening, by a controller, a first air outlet having a first back pressure P1 to provide a first heating or cooling rate R1 until an air temperature in a passenger cabin of the autonomous vehicle reaches a predetermined comfort temperature range, and (b) in response to the temperature in the passenger cabin reaching the predetermined comfort temperature range, closing, by the controller, the first air outlet and directing air through at least a second air outlet having a second back pressure P2 to provide a second heating or cooling rate R2, where P1 < P2 and R1 > R2.

[0012] The climate control method may further include the step of configuring the controller to open the first air outlet in response to an unoccupied passenger cabin. The climate control method may further include the step of configuring the controller to open the first air outlet in response to a hail for a ride in the autonomous vehicle from a future passenger.

[0013] The climate control method may further include the step of configuring the controller to open the first air outlet in response to a need for maximum heating or cooling before picking up a passenger in response to a hail to bring the air temperature in the passenger cabin within the predetermined comfort temperature range.

[0014] Further, the climate control method may include the step of configuring the controller to open a first vent opening in response to: (a) an unoccupied passenger cabin, (b) a hail for a ride, and (c) a need for maximum heating or cooling before picking up a passenger in response to a hail to bring the air temperature in the passenger cabin within the predetermined comfort temperature range.

[0015] In the following description, several preferred embodiments of an air flow control system and related climate control method for an autonomous vehicle are shown and described. It should be recognized that the air flow control system and climate control method can have other different embodiments, and several details thereof can be modified in various obvious aspects without departing from the air flow control system and climate control method as set forth and described in the following claims. Accordingly, the drawings and description are to be regarded as illustrative in nature and not restrictive. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] The drawings incorporated herein and forming a part of the specification illustrate several aspects of an air flow control system and related climate control method for an autonomous vehicle and, together with the specification, are used to explain certain principles thereof.

[0017] Figure 1 is a schematic block diagram of the air flow control system.

[0018] Figure 2aSchematic view of a vent of an air flow control system, where the vent is located on the dashboard or instrument panel and is in a first position closing a first air outlet.

[0019] Figure 2b Schematic view of an air flow control system, where the vent is in a first position and the generated air flow is shown.

[0020] Figure 3a Is similar to Figure 2a the view, but shows the vent in a second position, the second position opening the first air outlet at the top of the dashboard or instrument panel.

[0021] Figure 3b Is a view further showing the air flow when the vent is in the second position.

[0022] Now will be detailed reference to the preferred embodiments of an air flow control system and related climate control methods for an autonomous vehicle, examples of which are shown in the drawings. Detailed Description

[0023] Now referring to the drawings, which show a new and improved air flow control system 10. The air flow control system 10 is useful in substantially any type of motor vehicle adapted to transport passengers and is particularly suitable for use in an autonomous vehicle configured to be used as a ride share vehicle. Such an autonomous vehicle may be hailed by a potential passenger at any time. After receiving such a hail, the autonomous vehicle will pick up the passenger and take the passenger to the desired destination.

[0024] As Figure 1 , Figure 2a and Figure 2b schematically shown, the air flow control system 10 includes a plenum chamber 12 having an air inlet 14 for receiving conditioned air from the climate control system of the motor vehicle, a first air outlet 16, a second air outlet 18, and a third air outlet 20. In the illustrated embodiment, the air inlet 14 is opposite the first air outlet 16, and the second air outlet 18 is opposite the third air outlet 20.

[0025] More specifically, in the illustrated embodiment, the air inlet 14 and the first air outlet 16 are aligned on a first axis A1, while the second air outlet 18 and the third air outlet 20 are aligned on a second axis A2, where the first axis is perpendicular to the second axis. More specifically, the first axis A1 generally runs along the vertical axis of the autonomous vehicle or along the Z axis, while the second axis A2 generally aligns with the lateral or Y axis of the autonomous vehicle according to the SAE vehicle axis system.

[0026] The air flow control system 10 further includes a vent 22 and an actuator 24 for shifting the vent between a first position closing the first air outlet 16 and a second position opening the first air outlet. The actuator 24 can include any type of actuator suitable for shifting the vent 22 between a first position closing the first air outlet 16 and a second position opening the first air outlet 16.

[0027] The air flow control system 10 further includes a controller 26 adapted to control the operation of the actuator 24 to selectively shift the vent 22 between the first and second positions. The controller 26 can include a computing device operating according to instructions from appropriate control software, such as a dedicated microprocessor or an electronic control unit (ECU). Thus, the controller 26 can include one or more processors, one or more memories, and one or more network interfaces, all communicating with each other via a communication bus.

[0028] The air flow control system 10 can further include various devices that provide data to the controller 26 regarding various environmental conditions and operating parameters associated with the air flow control system 10 and the autonomous vehicle. Those various devices can include, but are not limited to Figure 1 those shown, including a GPS / GeoLocator component 28, an occupancy monitoring device 30, a passenger cabin air temperature monitoring device 32, and an ambient air temperature monitoring device 34.

[0029] More specifically, the GPS / GeoLocator component 28 can be of a type known in the art for determining the current location of the autonomous vehicle. The occupancy monitoring device 30 can include weight sensors, cameras, or any other device located at each seating position in the autonomous vehicle that can be used to monitor the occupancy of the passenger cabin of the autonomous vehicle.

[0030] The passenger cabin air temperature monitoring device 32 can include any device capable of monitoring the air temperature within the passenger cabin. The ambient air temperature monitoring device 34 can include any device capable of monitoring the ambient air temperature of the environment in which the autonomous vehicle operates. The GPS / GeoLocator component 28, the occupancy monitoring device 30, the passenger cabin air temperature monitoring device 32, the ambient air temperature monitoring device 34, and substantially any other monitoring device suitable for providing appropriate operating data or information to the air flow control system 10 are all connected to provide data signals to the controller 26.

[0031] In one of many possible embodiments, the controller 26 is adapted to control the operation of the actuator 24 and shift the vent 22 to the second position in response to: (a) a first signal from the passenger compartment occupancy monitoring device 30 indicating an unoccupied passenger compartment, (b) a hailing received from a potential passenger requesting to be picked up by the autonomous vehicle at a specific location and transmitted to the controller via a wireless communication network, and (c) a second signal from the temperature monitoring device 32 indicating that maximum heating or cooling is required to bring the air temperature in the passenger compartment to a predetermined comfort temperature range before picking up the passenger in response to the hailing.

[0032] To this end, the controller 26 will use data from the GPS / GeoLocator component 28, which indicates the current location of the autonomous vehicle and a given location where the autonomous vehicle will pick up the passenger in response to the hailing, as well as the current traffic conditions and current weather conditions obtained through wireless communication from an appropriate information network and street information from a travel database, to determine the estimated time at which the autonomous vehicle will pick up the passenger in response to the hailing. This establishes the amount of time that the controller estimates the air flow control system 10 can be used to bring the air temperature in the passenger compartment of the autonomous vehicle to a predetermined comfort temperature range before picking up the passenger in response to the hailing. In some cases, maximum heating or cooling will be required to achieve this goal.

[0033] As Figure 2a , Figure 2b , Figure 3a and Figure 3b best shown in Figure 2a and Figure 2bAs best shown, when the vent 22 is in the first position closing the first air outlet 16 of the plenum chamber 12, the air guide 36 directs the air passed from the climate control system through the air inlet 14 into the plenum chamber 12 to the second air outlet 18 and the third air outlet 20. More specifically, a first portion of the air AF1 is directed by the first face 40 of the air guide 36 through the second air outlet 18 into the first air duct 42. At the same time, a second portion of the air stream AF2 is directed by the second face 44 through the third air outlet 20 into the second duct 46. The first duct 42 and the second duct 46 lead downstream to a vent register (not shown) which directs the air at specific locations particularly adapted to maintain the comfort of the passengers in the motor vehicle. Thus, for example, the vent register may be directed at the passengers at various seating positions within the motor vehicle. To reach those positions, the first duct 42 and the second duct 46 may be directed along the headliner and / or along the sill panels located below the vent openings at the sides of the motor vehicle through the A-pillars between the windshield and the front side windows of the motor vehicle, where the encapsulation space serves to limit the effective cross-sectional area of the first duct and the second duct, thereby creating a back pressure in the air flow control system that limits the heating and cooling efficiency.

[0034] Conversely, as Figure 3a and Figure 3b shown, when the vent 22 is in the second position opening the first air outlet 16, a first portion FP of the air passed from the plenum chamber 12 through the first air outlet 16 is directed upward through the air passage 48 between the air guide 36 and the first side 38 of the vent across the instrument panel / dashboard 50. A second portion SP of the air passed from the plenum chamber 12 through the first air outlet 16 is directed by the first face 40 of the air guide 36 to the air passage 48 and the first side of the motor vehicle, and a third portion TP of the air passed from the plenum chamber through the first air outlet is directed by the second face 44 of the air guide to the second side of the air passage in the motor vehicle.

[0035] Accordingly, it should be understood that when maximum heating and cooling are required, the controller 26 is adapted to shift the vent 22 to the second position so as to convey a maximum amount of conditioned air upwardly from the instrument panel / dashboard 50 through the first air outlet 16. To this end, the first air outlet 16 may have a first cross-sectional area CA1, while the air inlet 14 has a second cross-sectional area CA2, where CA1 ≥ CA2. In this way, the first air outlet 16 substantially eliminates any backpressure that would otherwise limit the heating or cooling efficiency of the air flow control system, thereby heating or cooling the passenger compartment in the fastest manner, regardless of providing heating or cooling directed to the seating positions. By bypassing the first duct 42 and the second duct 46 of the air flow control system supplied by the second air outlet 18 and the third air outlet 20, the inefficiencies introduced by the backpressure inherent in these ducts are advantageously avoided. Accordingly, when the autonomous vehicle is unoccupied and there is limited time for the air temperature within the passenger to reach a predetermined comfort temperature range, the maximum heating and cooling rate R1 is established and maintained.

[0036] Conversely, once a predetermined comfort temperature range has been established and a passenger or occupant is seated in the autonomous vehicle, the controller 26 is adapted to shift the vent 22 to the first position closing the first air outlet 16. In this position, the air guide 36 directs the air flow from the plenum chamber through the second air outlet 18 and the third air outlet 20 into the first duct 42 and the second duct 46, which convey the air to a vent air register (not shown), thereby directing this air to the passenger or occupant seated in the seating positions of the motor vehicle. In this way, the air flow control system serves to maintain the air temperature in the passenger compartment within the predetermined comfort temperature range desired by the motor vehicle passengers / occupants.

[0037] In accordance with the above description, a new and improved climate control method is provided for an autonomous vehicle. The method includes the steps of: (a) opening, by the controller 26, a first air outlet 16 having a first backpressure P1 to provide a first heating or cooling rate R1 until the air temperature in the passenger compartment of the autonomous vehicle reaches a predetermined comfort temperature range, and (b) in response to the air temperature in the passenger compartment reaching the predetermined comfort temperature range, closing, by the controller 26, the first air outlet and directing air through at least a second air outlet 18 (and in the illustrated embodiment, a third air outlet 20) having a second backpressure P2 to provide a second heating or cooling rate R2, where P1 < P2 and R1 > R2.

[0038] The climate control method may further include the steps of: configuring the controller 26 to open the first air outlet 16 in response to an unoccupied passenger compartment. Alternatively or additionally, the climate control method may further include the steps of: configuring the controller 26 to open the first air outlet 16 in response to a hail for a ride from a future passenger. Alternatively or additionally, the climate control method may further include the steps of: configuring the controller 26 to open the first air outlet 16 in response to a need for maximum heating or cooling to bring the air temperature in the passenger compartment within a predetermined comfort temperature range before picking up a passenger in response to a hail. Thus, the climate control method may include the steps of: configuring the controller 26 to open the first air outlet 16 in response to: (a) an unoccupied passenger compartment (as detected by the occupancy monitoring device 30), (b) a hail for a ride, and (c) a need for maximum heating or cooling to bring the air temperature in the passenger compartment within a predetermined comfort temperature range before picking up a passenger in response to a hail.

[0039] The foregoing has been presented for purposes of illustration and description. The foregoing is not intended to be exhaustive or to limit the embodiments to the precise forms disclosed. Modifications and variations are apparent in light of the above teachings. For example, while the embodiments of the air flow control system shown and described in this document are provided in the instrument panel / dashboard 50, it may be provided at other locations, such as a console or part of an auxiliary climate control system. All such modifications and variations are within the scope of the invention as determined by the appended claims when interpreted in accordance with their fair, legal, and equitable breadth.

[0040] According to the present invention, there is provided a climate control method for an autonomous vehicle, the climate control method having the steps of: opening, by a controller, a first air outlet having a first back pressure P1 to provide a first heating or cooling rate R1 until the air temperature in the passenger compartment of the autonomous vehicle reaches a predetermined comfort temperature range; and closing, in response to the air temperature in the passenger compartment reaching the predetermined comfort temperature range, the first air outlet by the controller and directing air through at least a second air outlet having a second back pressure P2 to provide a second heating or cooling rate R2, where P1 < P2 and R1 > R2.

[0041] According to one embodiment, a further feature of the above invention is that it includes configuring the controller to open the first air outlet in response to an unoccupied passenger compartment.

[0042] According to one embodiment, a further feature of the above invention is that it includes configuring the controller to open the first air outlet in response to a hail for a ride.

[0043] According to one embodiment, a further feature of the above invention is that it includes configuring a controller to open a first air outlet in response to a need for maximum heating or cooling before picking up a passenger in response to a stop request to bring the air temperature in the passenger compartment within a predetermined comfort temperature range.

[0044] According to one embodiment, a further feature of the above invention is that it includes configuring a controller to open a first air outlet in response to: (a) an unoccupied passenger compartment; (b) a stop request for boarding; and (c) a need for maximum heating or cooling before picking up a passenger in response to a stop request to bring the air temperature in the passenger compartment within a predetermined comfort temperature range.

Claims

1. An air flow control system, comprising: A plenum chamber having an air inlet, a first air outlet, a second air outlet, and a third air outlet, wherein the air inlet is opposite the first air outlet, and the second air outlet is opposite the third air outlet; the air inlet and the first air outlet are aligned on a first axis, and the second air outlet and the third air outlet are aligned on a second axis, wherein the first axis is perpendicular to the second axis; A vent; An air guide carried on the vent; An air passage located between the air guide and a first side of the vent; And An actuator that displaces the vent between a first position closing the first air outlet and a second position opening the first air outlet; Wherein when the vent is in the first position, the air guide directs air passing through the air inlet into the plenum chamber to the second air outlet and the third air outlet; Wherein when the vent is in the second position, a first portion of the air passing through the first air outlet from the plenum chamber is directed by the air guide through the air passage, a second portion of the air passing through the first air outlet from the plenum chamber is directed to a first side of the air passage, and a third portion of the air passing through the first air outlet from the plenum chamber is directed to a second side of the air passage.

2. The air flow control system according to claim 1, wherein the air guide has a chevron shape.

3. The air flow control system according to claim 2, further comprising a controller adapted to control the operation of the actuator and displace the vent between the first position and the second position.

4. The air flow control system according to claim 3, further comprising a passenger compartment occupancy monitoring device.

5. The air flow control system according to claim 4, further comprising (a) a passenger compartment air temperature monitoring device, (b) an ambient air temperature monitoring device, or (c) the passenger compartment air temperature monitoring device and the ambient air temperature monitoring device.

6. The air flow control system according to claim 5, wherein the controller is adapted to displace the vent to the second position in response to: (a) a first signal from the passenger compartment occupancy monitoring device indicating an unoccupied passenger compartment, (b) a pick-up call for a ride, and (c) a second signal from the passenger compartment air temperature monitoring device indicating a need for maximum heating or cooling to bring the air temperature in the passenger compartment within a predetermined comfort temperature range prior to picking up a passenger in response to the pick-up call.

7. The air flow control system according to claim 6, wherein the controller is adapted to displace the vent to the first position in response to the air temperature reaching the predetermined comfort temperature range to maintain the air temperature within the predetermined comfort temperature range.

8. The air flow control system according to claim 7, wherein the first air outlet has a first cross-sectional area CA1, and the air inlet has a second cross-sectional area CA2, where CA1 ≥ CA2.

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