Method and system for adjusting the presence of condensation on at least one glass unit of a vehicle

Abstract

The invention relates to a method for adjusting the presence of fog on the inner surface of at least one gaze unit (110) of a vehicle (100). The method comprises a control loop comprising the following steps: obtaining (E10) at least one signal, referred to as a "control signal", associated with a parameter and comprising a past value and a current value of said parameter; a risk of moisture condensation on the inner surface of the at least one gaze unit can be determined from the at least one parameter,-determining (E30) a predicted command for at least one actuator of the vehicle using the at least one control signal, and transmitting (E40) the predicted command to the at least one actuator in order to maintain the risk below a threshold value or to reduce the risk below a threshold value.

Description

Background Art

[0001] The present invention belongs to the general field of managing the state of one or more glass units of vehicles, such as cars, trucks, buses, trains, etc. More specifically, the present invention relates to a method for regulating the presence of condensation on at least one glass unit of a vehicle. It also relates to a system configured to implement said method. The present invention finds particular advantage in the case of vehicles comprising at least one electric motor for movement, such as electric or hybrid vehicles, but the application is by no means limited.

[0002] Managing the risk of moisture condensation on the inner surface of the windshield of a vehicle, and therefore in particular the risk of the presence of condensation, is of particular importance in terms of the safety of the vehicle's users. Indeed, the presence of condensation on the windshield has a direct impact on the visual comfort of the vehicle's driver, since it is expected that the driver has as wide and clear a field of vision as possible in order to avoid any visual impairment / fatigue that could be detrimental to the safety of driving the vehicle.

[0003] In practice, managing the risk of such condensation may prove complex as it may conflict with managing thermal comfort within the passenger compartment, which is traditionally defined as the combination of the temperature felt by one or more users of the vehicle (which is expected to reach a given value in the passenger compartment (e.g. a temperature determined by the driver)) and the relative or absolute humidity in the passenger compartment.

[0004] In fact, in order to achieve a given thermal comfort, use is traditionally made of climate control systems, also called HVAC systems (standing for “Heating, Ventilation and Air Conditioning”), making it possible to heat, cool and ventilate the air that circulates in the passenger compartment.

[0005] However, in many current vehicles, such HVAC systems are also used to manage the risk of condensation on the windshield, so that the windshield even takes precedence over managing thermal comfort. This can therefore lead to problematic situations, such as for example in winter, when, without introducing cold air and / or activating the cooling circuit, the HVAC system cannot be used to manage the risk of condensation, resulting in a degradation of thermal comfort, or even an increase in the consumption of electrical energy on the vehicle.

[0006] In order to overcome this difficulty, it has been proposed to equip the windshield with dedicated heating means (for example, electrical resistance elements of the wire or strip type, heated interlayers of laminated glass units, etc.).

[0007] Such a heating device makes it possible to effectively defog the windscreen, which is in fact heated directly, with low heat losses in its vicinity, making it possible to increase the operating margin in terms of optimizing the thermal management of the passenger compartment.

[0008] In this case, the heating device is usually controlled by an on / off switch operated by the user of the vehicle (e.g. the vehicle driver). Therefore, such use of the heating device cannot be considered satisfactory because it is caused by an intentional action of the user, i.e. an action based on subjective criteria. Therefore, sometimes the heating device may remain on because the user simply forgets, which undoubtedly has a negative impact on energy consumption.

[0009] One way of trying to overcome these drawbacks consists in, inter alia, automatically controlling the management of condensation on the windshield of the vehicle. Such automatic control is usually performed by means of a closed-loop control using data from temperature and / or humidity sensors. On the basis of these data, the heating device is controlled in an attempt to reduce the risk of condensation on the windshield.

[0010] Current solutions proposing closed-loop automatic control rely on traditional PID type regulation techniques (standing for “proportional, integral, derivative”) and have proven to be ultimately unsatisfactory since they are not very conducive to a reliable assessment of the risk of condensation on the vehicle's windshield, nor to a precise regulation of the aforementioned condensation risk.

[0011] It should be noted that all elements set out above are expressly applicable to any type of glass unit of a vehicle, and are therefore particularly applicable to glass units other than windshields (eg rear windows, side windows, etc.). Summary of the invention

[0012] The present invention aims to remedy all or part of the disadvantages of the prior art, in particular those described above, by proposing a solution which makes it possible to automatically regulate (control) the presence of condensation on one or more glass units of a vehicle in a more accurate and effective way than the prior art solutions.

[0013] To this end, and according to a first aspect, the invention relates to a method for regulating the presence of condensation on an inner surface of at least one glass unit of a vehicle, said method comprising a control loop which, during a current iteration, comprises the following steps:

[0014] - obtaining at least one signal, referred to as "control signal", associated with a quantity and comprising past and current values ​​of said quantity, from which the risk of condensation of moisture on said inner surface of said at least one glass unit can be determined,

[0015] - determining a predicted command for at least one actuator of the vehicle in order to maintain or reduce the risk below a threshold, said command being determined by means of a predictive model of the risk using said at least one control signal,

[0016] - transmitting said predicted command to said at least one actuator.

[0017] The term “predictive command” here refers to a command aimed at activating / deactivating the heating and / or activating / deactivating at least one component belonging to the air-conditioning system in order to regulate the presence of condensation on said at least one glass unit.

[0018] It should be noted that the expression "regulating the presence of condensation on the at least one glass unit" covers several situations, namely:

[0019] - a situation in which condensation is no longer present on said at least one glass unit, in which case said regulation aims at preventing the presence of condensation,

[0020] - the case where condensation is already present on said at least one glass unit, in which case said regulation aims at eliminating the condensation.

[0021] In addition, and more specifically, the term "predictive" refers to active compensation / correction type commands. Such predictive commands involve advanced automatic command techniques (the abbreviations "MPC" or "MBPC" are often used to refer to such techniques and stand for "(based) model predictive control").

[0022] In its general principle, the MPC technique consists in using at least one model driven by a signal. The at least one model makes it possible to describe the changes in one or more quantities, including in particular quantities associated with the signal provided at the input of the at least one model, in order to anticipate future changes in the quantities and therefore to predict, based on the changes, which are the most appropriate commands to transmit.

[0023] This implementation of an MPC technique is particularly suitable for the application envisaged here, namely regulating the presence of condensation on said at least one glass unit of a vehicle. In fact, the MPC technique makes it possible to produce an active effect on the control signal so as to be able to generate a regulation command adapted to the change (within a determined future time horizon) of the quantity associated with the control signal.

[0024] Excessive variations in the processed quantity can also be avoided (ie the prediction command is gentler), which helps to make better use of the actuators (heating device, air conditioning system).

[0025] Finally, the implementation of the regulation method according to the invention advantageously makes it possible to finely regulate the presence of condensation on the at least one glass unit in order in particular to minimize the risk of condensation appearing or, if condensation is already present, to promote its rapid removal for driving safety reasons.

[0026] In certain embodiments, the regulation method may also include one or more of the following features, which are taken in isolation or in any technically possible combination.

[0027] In certain embodiments, a plurality of control signals are obtained, including:

[0028] - the associated quantity is a signal of the temperature of said at least one glass unit, and

[0029] The associated quantity is a signal for the absolute humidity in the passenger compartment of the vehicle.

[0030] In a particular embodiment, a single control signal is obtained, the quantity associated with the control signal being the relative humidity of the vehicle interior in the vicinity of the at least one glass unit.

[0031] "In the vicinity of the at least one glass unit" here refers to a gap of the order of a few millimeters at the windshield, for example less than or equal to 10 mm.

[0032] In a particular embodiment, the determination of the condensation risk, by means of a prediction model and for a given time interval of a future time horizon, comprises:

[0033] - obtaining the temperature of said at least one glass unit and the dew point of said passenger compartment,

[0034] - calculating the gap between the temperature of the at least one glass unit and the dew point of the passenger compartment,

[0035] - Comparing the gap with at least one given value.

[0036] In a particular embodiment, said determination of said risk of condensation by means of a predictive model and for a given time interval of a future time horizon comprises:

[0037] - obtaining a relative humidity of the interior of the vehicle in the vicinity of the at least one glass unit,

[0038] - Comparing the relative humidity with at least one given value.

[0039] In a particular embodiment, the at least one actuator comprises means for heating the at least one glass unit and / or at least one actuator of an air conditioning system of the vehicle's passenger compartment from: a fan, a compressor, a heating resistor, an air recirculation damper.

[0040] In certain embodiments, the predictive model is configured to model:

[0041] - changes in temperature and humidity conditions at said inner surface of said at least one glass unit, and

[0042] - changes in temperature and humidity conditions in the passenger compartment of the vehicle due to operation of the air conditioning system of the passenger compartment.

[0043] In a particular embodiment, the regulation method also comprises a step of obtaining at least one signal, called “interference signal”, associated with a quantity and comprising past values ​​and current values ​​of said quantity, said at least one interference signal being at least one of the following signals:

[0044] - the associated quantity is a signal of the number of persons in the vehicle,

[0045] - the associated quantity is a signal for the level of carbon dioxide present in said passenger compartment,

[0046] - the associated quantity is a signal of the vehicle's speed,

[0047] - the associated quantity is a signal of the vehicle's external temperature,

[0048] - the associated quantity is a signal of the relative or absolute humidity outside the vehicle,

[0049] - the associated quantity is the signal of the weather forecast item of the data,

[0050] The associated quantity is a signal of the solar energy absorbed by the at least one glass unit and / or by the passenger compartment of the vehicle.

[0051] The regulation method further comprises the steps of: determining, based on the at least one interference signal, at least one predicted value of the quantity associated with the at least one interference signal,

[0052] The predictive model of the risk of condensation also uses the at least one predicted value when determining the predicted command for the at least one actuator.

[0053] This provision advantageously makes it possible to take into account measurable disturbances that may affect the prediction command. This therefore results in a very high reactivity with respect to vehicle external conditions in terms of regulation, but also makes it possible to refine (ie enrich) the prediction model and thus to further improve the accuracy of the regulation.

[0054] In a particular embodiment, the step of determining the predicted command comprises optimization of a cost function, the cost function comprising at least one of:

[0055] - a difference between the condensation risk predicted by the prediction model and the threshold value,

[0056] - The rate at which the condensation risk changes.

[0057] In certain embodiments, the cost function also includes a weighting of at least one term representing a vehicle usage criterion, the at least one usage criterion including at least one of the following:

[0058] - a criterion relating to the absence of frost on said at least one glass unit,

[0059] - standards relating to thermal comfort in said passenger compartment,

[0060] - criteria relating to the consumption of electrical energy on board said vehicle and used for the operation of said at least one actuator,

[0061] - standards relating to carbon dioxide levels in said passenger compartment,

[0062] - Standards relating to noise levels within the passenger compartment.

[0063] According to a second aspect, the invention relates to a computer program comprising instructions for implementing the regulation method according to the invention when said program is executed by a computer.

[0064] The program may use any programming language, and may be in the form of source code, object code, or an intermediate code between source code and object code, such as in a partially compiled form, or in any other desired form.

[0065] According to a third aspect, the present invention relates to a computer-readable information or recording medium, on which a computer program according to the present invention is recorded.

[0066] The information or recording medium may be any entity or device capable of storing a program. For example, the medium may include a storage device such as a ROM (eg, a CD-ROM or a microelectronic circuit ROM), or a recording device (eg, a USB key or a hard disk).

[0067] Alternatively, the information or recording medium may be a transmissible medium such as an electrical or optical signal, which may be transmitted by radio or other means via an electrical or optical cable. The program according to the invention may be downloaded via an Internet type network in particular.

[0068] Alternatively, the information or recording medium may be an integrated circuit in which the program is incorporated, the circuit being adapted to execute the method or to be used in executing the method.

[0069] According to a fourth aspect, the invention relates to a system for regulating the presence of condensation on at least one glass unit of a vehicle. The system comprises means configured to implement the regulation method according to the invention.

[0070] According to a fifth aspect, the invention relates to a vehicle comprising a system for regulating according to the invention.

[0071] In certain embodiments, the vehicle includes at least one electric motor for operation. BRIEF DESCRIPTION OF THE DRAWINGS

[0072] Other features and advantages of the present invention will emerge from the following non-restrictive description given with reference to the accompanying drawings which illustrate exemplary embodiments of the present invention. In the drawings:

[0073] [ Figure 1 ] Figure 1 A particular embodiment of a conditioning system according to the invention is schematically shown in its environment, the conditioning system being configured to condition the presence of condensation on a windshield of a vehicle;

[0074] [ Figure 2 ] Figure 2 Schematically shows Figure 1 Example hardware architecture of a regulation system;

[0075] [ Figure 3 ] Figure 3 Schematically shows the Figure 1 a specific operating mode of a control loop implemented by a control system for regulating the presence of condensation;

[0076] [ Figure 4 ] Figure 4 The flowchart shows the combination Figure 3 A specific embodiment of a control method for a control loop of;

[0077] [ Figure 5 ] Figure 5 Schematically shows the Figure 1 The regulation system is used Figure 3 a specific embodiment of a regulation module for the operation of a control loop;

[0078] [ Figure 6 ] Figure 6 Another specific embodiment of a control loop is shown;

[0079] [ Figure 7 ] Figure 7 The flowchart shows the combination Figure 6 A specific embodiment of a method for adjusting a control loop. DETAILED DESCRIPTION

[0080] The invention belongs to the field of managing the state of one or more glass units of a vehicle and more specifically aims at regulating, ie controlling, the risk of moisture condensation, ie the risk of condensation, on one or more glass units of said vehicle.

[0081] The remainder of this description relates more specifically to vehicles of the electric sedan type. An "electric sedan" is here understood to mean a sedan comprising at least one electric motor and which, for its operation (i.e. for the operation of said at least one electric motor), uses only the electrical energy of one or more batteries equipped thereon.

[0082] For reasons of simplicity of the present description, the above-mentioned adjustments are also to be considered in a non-limiting manner to apply only to the windshield of the electric passenger car.

[0083] However, it is important to note that the invention is not limited to the case of electric cars and may equally relate to hybrid cars or cars equipped only with an internal combustion engine.

[0084] More generally, consideration of a car-type vehicle does not constitute a limitation of the invention, which remains applicable to any type of vehicle capable of moving with the aid of on-board energy (electricity and / or fuel) and comprising at least one glass unit, such as a truck, bus, train, etc.

[0085] Furthermore, the invention is described here only with respect to the windshield of an electric car, which constitutes only one alternative embodiment of the invention. Therefore, no restrictions are imposed on these aspects, so that other glass units can be considered, such as, for example, the side windows or rear windows of a car. Furthermore, it is not excluded to consider the regulation of the presence of condensation of multiple glass units.

[0086] Finally, a person skilled in the art will know how to adapt the following description without difficulty, whatever the type of vehicle under consideration and whatever the type and number of glazing units under consideration.

[0087] Figure 1 A specific embodiment of a system SYS_C for regulating the presence of condensation on a windshield 110 of an electric car 100 is schematically shown in its context.

[0088] exist Figure 1 In the embodiment of the present invention, the regulation system SYS_C is connected to an HVAC (which stands for “Heating, Ventilation and Air Conditioning”) system which equips the electric car 100 via communication means which will be described in more detail later.

[0089] Conventionally, the HVAC system is configured to heat, cool and ventilate the passenger compartment of a vehicle equipped with the electric sedan 100. The design and implementation details of such an HVAC system are well known to those skilled in the art and will not be repeated here.

[0090] Furthermore, in the embodiment described here, the system SYS_C is also connected to a heating device MOD_HEAT equipping the windshield 110 in order to carry out control of the defogging of the windshield 110 .

[0091] The heating device MOD_HEAT comprises, for example, an array of electrical wires incorporated into the windshield 110 (in the case of a laminated glazing unit comprising layers in which the electrical wires are inserted). Generally, all known heating devices are conceivable, without limiting the invention in this respect.

[0092] Thus, in the embodiment described here, the regulation of the presence of condensation on the windshield 110 of the electric car 100 is performed by the heating device MOD_HEAT and by the air conditioning system HVAC. However, it is important that such a provision is not a restriction of the invention, and only the heating device MOD_HEAT (respectively only the air conditioning system HVAC) can be used, for example, to regulate the presence of condensation on the windshield 110.

[0093] The heating device MOD_HEAT thus forms an actuator for the planned regulation. The same applies to the component(s) of the air conditioning system HVAC which can be used for the implementation of this regulation, such as, for example: a fan and / or a compressor and / or a heating resistor (such as a heating resistor of a heated seat or a radiant panel which equips the car 100) and / or an air recirculation damper or the like.

[0094] According to the invention, the system SYS_C is configured to perform processing operations making it possible to regulate (i.e. control) the presence of condensation on the inner surface of the windshield 110 of the electric car 100, i.e. the surface in direct contact with the interior environment of the car 100, i.e. the passenger compartment of the car 100. In other words, the system SYS_C is configured to generate regulation commands intended for the heating device MOD_HEAT and the air conditioning system HVAC by implementing a regulation method according to the invention, which is described in detail below and whose steps are included in a (closed) control loop.

[0095] Implementing this control method via the control system SYS_C advantageously makes it possible to carefully control the risk of condensation on the windshield 110 of the electric car 100 and therefore the presence of condensation in order to ensure excellent driving comfort, in particular with regard to safety requirements related to visibility through the windshield 110 .

[0096] Figure 2 Schematically shows Figure 1 Example hardware architecture of a regulation system SYS_C.

[0097] like Figure 2The control system SYS_C according to the invention shown in FIG. 1 has the hardware architecture of a computer. Thus, the control system SYS_C comprises in particular a processor 1_C, a random access memory 2_C, a read-only memory 3_C and a non-volatile memory 4_C. It also has a communication device 5_C.

[0098] The read-only memory 3_C of the control system SYS_C constitutes a recording medium according to the invention, which can be read by the processor 1_C and on which a computer program PROG_C according to the invention is recorded, said computer program PROG_C comprising instructions for executing the steps of the control method according to the invention. The program PROG_C defines the functional modules of the control system SYS_C, said functional modules being dependent on or controlling the previously mentioned hardware elements 1_C to 5_C and comprising in particular:

[0099] an acquisition module MOD_OBT configured to acquire at least one signal, called “control signal”, associated with a quantity from which the risk RI of condensation of moisture on the inner surface of the glass unit 110 can be determined and comprising past and current values ​​of said quantity,

[0100] a regulation module MOD_REG configured to determine prediction commands C_PRED for the actuators of the heating device MOD_HEAT and the air conditioning system HVAC in order to maintain or reduce the risk RI below a threshold value VS_RI, said commands being determined with the aid of a prediction model MODEL of the risk RI,

[0101] A transmission module MOD_TX configured to transmit the prediction command C_PRED to the actuator.

[0102] In a known manner, condensation may occur on the windshield 110 if any of the following statements are met:

[0103] - the relative humidity near the windshield 110 reaches 100%;

[0104] - the temperature of the air near the windshield 110 reaches the dew point;

[0105] - The partial pressure of water near the windshield 110 reaches the saturated vapor pressure.

[0106] These three statements are equivalent in that they all reflect the fact that condensation may occur on the interior surface of the windshield 110 if the mass of water present in the passenger compartment of the sedan 100 in the vicinity of the windshield 110 is greater than the mass of water in vapor form that the air in the vicinity can contain.

[0107] According to these considerations, and more particularly the equivalence between the statements stated, it is possible to define the condensation risk RI as a function of different sets of physical quantities (a set potentially referring to one or more quantities), which function then affects the various embodiments of the invention in terms of the control signals intended to be obtained via the acquisition module MOD_OBT.

[0108] For example, a control signal is associated with a controllable quantity, ie a quantity that can be acted upon. Specifically, for example, a signal associated with a quantity relating to the temperature outside the car does not form a control signal.

[0109] Furthermore, in the embodiment described here, it is considered that two control signals are obtained (it is to be understood that each control signal represents a single quantity), which are:

[0110] - a signal S_T_WS, the associated quantity of which is the temperature T_WS of the windshield 110. It should be noted that for the present embodiment, the "temperature T_WS of the windshield 110" refers to the temperature at the inner surface of the windshield 110,

[0111] A signal S_AH_CAB, the associated quantity of which is the absolute humidity AH_CAB in the passenger compartment of the car 100. In a manner known per se, the absolute humidity AH_CAB corresponds to the proportion by weight of water vapor present in the air contained in the vicinity of the windshield 110.

[0112] Based on the two control signals S_T_WS, S_AH_CAB and on the basis of calculations known to those skilled in the art, the dew point DP_CAB of the passenger compartment of the car 100 (i.e., the temperature below which water vapor contained in the passenger compartment condenses on surfaces by a saturation effect) can be initially determined (i.e., estimated).

[0113] Therefore, and in a second step, the risk RI of moisture condensation on the inner surface of the windshield 110 can be evaluated by taking into account a risk indicator I1_RI which is equal to the difference between the quantities T_WS and DP_CAB (ie I1_RI=T_WS−DP_CAB).

[0114] More specifically, for example, consider:

[0115] - if I1_RI is less than the first value T_INF, the risk RI is equal to 100%;

[0116] - If I1_RI is greater than the second value T_SUP (T_SUP is greater than T_INF), the risk RI is zero;

[0117] - If I1_RI is included between T_INF and T_SUP (i.e., T_INF < I1_RI < T_SUP), then the risk RI is expressed as follows:

[0118] [Mathematics 1]

[0119]

[0120] where A and n are two given coefficients.

[0121] It should be noted that there are no additional restrictions on the selection of the parameters T_INF, T_SUP, A, and n. In practice, these parameters are traditionally fixed during the manufacture of the sedan 100.

[0122] In addition, when the indicator I1_RI is included between T_INF and T_SUP, it is considered that such a RI value only constitutes an alternative embodiment of the present invention. When considering determining the risk RI based on the risk indicator I1_RI, any other alternative known to those skilled in the art can be used here.

[0123] More generally, it should be noted that determining the risk RI and thus ultimately achieving regulation by taking into account the two control signals S_T_WS, S_AH_CAB is not a limitation of the present invention.

[0124] In fact, it is not excluded to consider, for example, other embodiments in which a single control signal is obtained by the acquisition module MOD_OBT, i.e., for example, the signal S_RH_CAB, the associated quantity of which is the relative humidity RH_CAB inside the sedan 100 near the windshield 110 (usually at a distance less than or equal to 10 mm from the windshield 110). According to the signal S_RH_CAB, the risk RI of moisture condensation on the inner surface of the windshield 110 can be evaluated by considering the risk indicator I2_RI equal to the quantity RH_CAB. More specifically, for example, it is considered that:

[0125] - If I2_RI is greater than the first value RH_SUP, then the risk RI is equal to 100%;

[0126] - If I2_RI is less than the second value RH_INF (RH_SUP is greater than RH_INF), then the risk RI is zero;

[0127] - If I2_RI is included between RH_INF and RH_SUP (i.e., RH_INF < I2_RI < RH_SUP), then the risk RI is expressed as follows:

[0128] [Mathematics 2]

[0129]

[0130] Where A' and n' are two given coefficients.

[0131] According to considerations similar to those mentioned above, no restrictions are imposed on the selection of the parameters RH_INF, RH_SUP, A' and n', which are usually set during the manufacture of the car 100. In addition, when the indicator I2_RI is included between RH_INF and RH_SUP, considering such RI value only constitutes an alternative embodiment of the present invention, when considering the determination of the risk RI according to the risk indicator I2_RI, any other alternative known to those skilled in the art is applicable here.

[0132] Regarding the threshold value VS_RI, this value may be constant or may vary over time, without imposing any restrictions in this regard. As a general rule, and as considered in the embodiments described herein, it is a constant value that is fixed (e.g. during the construction of the car 100), stored in the non-volatile memory 4_C, and acts as a threshold value, above which it is considered that condensation may be present on the windshield 110.

[0133] In other words, the threshold value VS_RI may be considered as an operational constraint on the regulation system SYS_C. For the remainder of the description, a notation is adopted in which the operational constraint(s) on the regulation system SYS_C form a set of constraints denoted "E_CONS".

[0134] Within the meaning of the present invention, the expression “prediction command C_PRED” refers to a command of the active compensation / correction type aimed at activating / deactivating the heating device MOD_HEAT and / or activating / deactivating at least one component belonging to the air conditioning system HVAC in order to regulate the presence of condensation on the windshield 110. Such a prediction command relates to an advanced automatic command technique (the abbreviations “MPC” or “MBPC” are generally used to refer to such techniques and stand for “(Model-Based) Predictive Control”).

[0135] The general principle of this MPC technique consists in using at least one model driven by a signal. The at least one model makes it possible to describe the changes of one or more quantities in the passenger compartment of the car 100, including in particular quantities associated with the signals provided to the model at the input, in order to anticipate future changes of the quantities and therefore provide the most appropriate commands for transmission to the actuators based on the changes.

[0136] In this respect, and as already mentioned above, the model considered for determining the prediction command C_PRED is said prediction model MODEL, which in particular uses the control signals S_T_WS, S_AH_CAB. More specifically, in the embodiment described here, the prediction model MODEL is considered to include:

[0137] a first sub-model SS_MODEL_CAB configured to model changes in temperature and humidity conditions at the inner surface of the windscreen 110 (thus in particular modeling changes in the quantities T_WS and AH_CAB). The first sub-model SS_MODEL_CAB is thus a hygrothermal model of the area in the passenger cabin situated in the vicinity of the windscreen 110,

[0138] A second sub-model SS_MODEL_HVAC configured to model changes in temperature and humidity conditions inside the vehicle passenger compartment due to the operation of the air conditioning system HVAC. For this purpose, said SS_MODEL_HVAC sub-model models and simulates the operation of the HVAC system components.

[0139] Any model (i.e. all equations, typically differential equations) capable of modeling the changes in temperature and humidity conditions at the inner surface of the windshield 110 (respectively capable of modeling the changes in temperature and humidity conditions in the passenger compartment of the vehicle due to the operation of the air conditioning system HVAC) and known to a person skilled in the art may be used herein. In other words, the choice of a specific model for both the first sub-model SS_MODEL_CAB and the second sub-model SS_MODEL_HVAC constitutes only one alternative embodiment of the present invention.

[0140] Furthermore, although it is considered here that two sub-models SS_MODEL_CAB, SS_MODEL_HVAC are integrated into the prediction model MODEL, it should be noted that within the meaning of the present invention, the presence of the second sub-model SS_MODEL_HVAC is optional. Therefore, it is not excluded to consider other embodiments in which only the first sub-model SS_MODEL_CAB is integrated into the prediction model MODEL (the first sub-model SS_MODEL_CAB is actually the model responsible for modeling the changes of the quantities associated with the control signals S_T_WS, S_AH, CAB).

[0141] Besides the various aspects related to the use of the prediction model, the implementation of the MPC technique conventionally also comprises the optimization of a cost function F. Within the scope of the invention, said cost function F is mainly intended to allow the presence of condensation on the windshield 110 to be regulated.

[0142] In practice, the cost function F is constructed so as to allow at least an evaluation of the impact of the prediction of the quantities associated with the control signals S_T_WS, S_AH_CAB on the change in the condensation risk RI. To this end, the cost function F may include at least one of the following:

[0143] - the difference between the condensation risk RI and the threshold VS_RI,

[0144] - The rate of change of the condensation risk RI ("rate of change" refers to the change over time).

[0145] Generally, the theoretical basis of the MPC technique is well known to those skilled in the art and will not be repeated here. In addition, the manner in which the prediction command C_PRED is determined by the regulation module MOD_REG will be described in detail later through an embodiment of the regulation method according to the present invention.

[0146] However, it may have been noted that, in the embodiment described here, the prediction command C_PRED comprises a number of components specific to the air conditioning system HVAC, namely:

[0147] a component C_PRED_VV for controlling the speed of the fan (ie the fan that blows the air in the passenger compartment of the electric car 100 ),

[0148] a component C_PRED_VC for controlling the speed of the compressor (ie the speed of the compressor incorporated in a conventional manner into the air conditioning system HVAC),

[0149] a component C_PRED_PT for controlling the power of a heating resistor, such as, for example, a heating resistor of a heated seat or a radiant panel equipping the car 100 ,

[0150] - Component C_PRED_PV, used to control the angular position of the air recirculation damper.

[0151] In addition to the component dedicated to the air conditioning system HVAC, in this embodiment the command C_PRED comprises a component C_PRED_HEAT for controlling the heating device MOD_HEAT.

[0152] Of course, considering said plurality of components C_PRED_VV, C_PRED_VC, C_PRED_PT, C_PRED_PV for the HVAC system only constitutes an alternative embodiment of the invention. Therefore, it is not excluded to consider only part of said components. Additionally or alternatively, it is not excluded to consider one or more other components associated with the HVAC system.

[0153] It can also be considered that at least one component dedicated to the HVAC system or the heating device MOD_HEAT is a zero component. In other words, the invention covers a mode in which only the heating device MOD_HEAT (and accordingly only one or more components of the HVAC system) is activated by the prediction command C_PRED.

[0154] The communication means 5_C allow in particular the regulating system SYS_C to transmit a command C_PRED to the heating device MOD_HEAT and to the HVAC system (the heating device MOD_HEAT and the HVAC system are therefore equipped with communication means configured to receive the command component(s) C_PRED specific to them).

[0155] The communication device 5_C also allows the regulating system SYS_C to receive control signals S_T_WS, S_A_CAB.

[0156] Thus, in the embodiment described here, the communication device 5_C incorporates an acquisition module MOD_OBT and a transmission module MOD_TX. Furthermore, it is also possible to consider the transmission module MOD_TX being incorporated into the regulation module MOD_REG, it being understood that it is not excluded to consider it external to the regulation module MOD_REG. Furthermore, it is not excluded to consider an embodiment in which the acquisition module MOD_OBT is also integrated into the regulation module MOD_REG.

[0157] To achieve these data exchanges, the communication means 5_C include, for example, a computer data bus capable of transmitting the command C_PRED and receiving the control signal. According to another example, the communication means 5_C include a wired or wireless communication interface capable of implementing any suitable protocol known to those skilled in the art (Ethernet, Wi-Fi, Bluetooth, 3G, 4G, 5G, etc.). Generally, no restrictions are imposed on the manner of transmitting the command C_PRED and obtaining the control signal.

[0158] In the embodiment described here, the control signals S_T_WS, S_AH_CAB are obtained from measurements acquired by an acquisition device (not shown) equipped with the electric car 100. The measurements are performed to obtain the control signals S_T_WS, S_AH_CAB related to the quantities T_WS, AH_CAB.

[0159] In a known manner, the acquisition means configured to acquire said measurements comprise an acquisition chain comprising sensors dedicated to the measurement of each of said quantities T_WS, AH_CAB. Each of these sensors forms a sensitive element configured to provide an electrical signal that is a function of the change in the physical quantity associated with it. The acquisition chain also comprises, for example, an acquisition card configured to process the electrical signals provided by the sensors, for example by amplification and / or filtering. The acquisition means may also comprise, at the output of the acquisition chain, an analog-to-digital converter configured to digitize the processed electrical signals.

[0160] Generally, the configuration of such an acquisition device is well known to the person skilled in the art and is therefore not described in detail here. In particular, the person skilled in the art knows on the one hand how to select sensors suitable for measuring the respective quantities T_WS, AH_CAB and on the other hand how to position them.

[0161] Furthermore, although it is considered here that the acquisition device is external to the regulation system SYS_C (ie the acquisition module MOD_OBT does not incorporate the acquisition device), according to another alternative, it is not excluded to consider the opposite arrangement (ie the acquisition module MOD_OBT incorporates the acquisition device).

[0162] It should be noted that the invention is not limited to the case where the measurements performed by the acquisition means are directly related to quantities associated with control signals. In particular, it is conceivable that at least some of the measurements are related to other quantities from which control signals can be derived, in which case those signals can also be considered as composite signals.

[0163] As a non-limiting example, temperature measurements may be collected on the outer surface of the windshield 110, i.e. the surface in direct contact with the external environment of the car 100. From these measurements, and using a model of the windshield 110 modeling the effects of thermal conduction (a model of a type known per se), the control signal S_T_WS may be obtained.

[0164] It is also important to note that, according to calculations known to those skilled in the art, the acquisition of the measured values ​​of said quantities T_WS, AH_CAB makes it possible to obtain the corresponding value of the quantity RH_CAB and therefore finally to obtain an estimate of the risk indicator I2_RI. And vice versa (i.e. the estimation of I1_RI from the measurements of said quantity RH_CAB). These considerations therefore again illustrate that the measurements performed by the acquisition means can be directly or indirectly related to the quantities associated with the control signal obtained by the acquisition module MOD_OBT.

[0165] We will now describe the Figure 2 The regulation system SYS_C implements a specific operating mode of the control loop of the regulation method. Figure 3 The block diagram of this particular operation mode is described in detail. Figure 3 represents the control loop (ie the signals exchanged between the various functional modules of the regulation system SYS_C).

[0166] While describing the operation of the control loop, we will also refer to Figure 4 Specific embodiments of the adjustment method are described.

[0167] As a reminder, in the mode described here, the condensation risk RI is considered to be defined by the above mentioned risk indicator I1_RI.

[0168] To describe Figure 3 and 4 , consider the current iteration of the control loop. This current iteration is indexed by means of an integer index "i" (as a result, the iteration immediately following the current iteration is indexed by index "i+1", and so on).

[0169] It is also considered that the control loop is iterated with a fixed period, for example a period of 1 second. However, it should be noted that such a period of 1 second does not constitute a limitation of the invention in any case and does not exclude the consideration of another period, such as, for example, a period of less than 1 second.

[0170] Likewise, for this current iteration, and as mentioned above, each control signal includes both the past and current values ​​of the quantity associated with it. Thus, each control signal S_X (in this embodiment X may be T_WS or AH_CAB) includes a component S_X[i] (the current value), but also includes components S_X[i1], ..., S_X[ik], where k is a determined integer defining the size of the history of past values. To specify the set of these current and past values ​​S_X[i], S_X[i-1], ..., S_X[ik], the compact notation S_X[i, i-1, ..., ik] is used again.

[0171] It should be noted that taking into account past values ​​of each control signal S_T_WS, S_AH_CAB is a conventional method in the context of determining the prediction command. Moreover, it will be clearly understood that these past values ​​correspond to the respective values ​​considered current during the previous iteration of the control loop. These past values ​​are stored by dedicated storage means (e.g. a non-volatile memory 4_C of the regulation system SYS_C, a dedicated server external to the regulation system SYS_C, etc.) when the control loop is iterated.

[0172] If through Figure 3 As shown, the control signals S_T_WS, S_AH_CAB are obtained (received) by the obtaining module MOD_OBT. This is the subject of step E10 of the regulation method, as Figure 4 As shown in .

[0173] The control signals S_T_WS, S_AH_CAB obtained in this way are then transmitted from the acquisition module MOD_OBT to the regulation module MOD_REG during a step E20 of the regulation method.

[0174] On receipt of said control signals S_T_WS, S_AH_CAB, and also as a function of the threshold VS_RI extracted from the non-volatile memory 4_C, the regulation module MOD_REG determines a prediction command C_PRED. This is the subject of step E30 of the regulation method, as Figure 4 As shown in .

[0175] As a reminder, in this embodiment, the prediction command C_PRED comprises multiple components for iterations of rank i+1, namely:

[0176] - the components C_PRED_VV[i+1], C_PRED_VC[i+1], C_PRED_PT[i+1], C_PRED_PV[i+1] intended for the air conditioning system HVAC,

[0177] - A component C_PRED_HEAT[i+1] intended for the heating device MOD_HEAT.

[0178] The prediction command C_PRED is then transmitted by means of the transmission module MOD_TX to the heating device MOD_HEAT and the air conditioning system HVAC for regulating the risk of condensation on the windshield 110. This is the subject of step E40 of the regulation method, such as Figure 4 As shown in .

[0179] Figure 5 is a more detailed schematic diagram of a regulation module MOD_REG belonging to the regulation system SYS_C. The regulation module MOD_REG is used Figure 3 The operation of the control loop. Figure 5 The implementation details of step E30 performed by the regulation module REG are also given in Figure 4 Shown in.

[0180] As a reminder, it is considered here by no means limiting that the prediction model MODEL used by the regulation module MOD_REG is formed by two submodules, namely the first and second submodules SS_MODEL_CAB, S_MODEL_HVAC.

[0181] pass Figure 5 As shown, after executing step 20 , the sub-model SS_MODEL_CAB first receives the control signals S_T_WS, S_AH_CAB at the input.

[0182] Then, during a sub-step E30_1 of step E30 of the regulation method, the SS_MODEL_CAB sub-model determines data S_T_WS[i+1], ..., S_T_WS[i+j] and data S_AH_CAB[i+1], ..., S_AH_CAB[i+j]. These data correspond to the predicted value of each quantity T_WS, AH_CAB associated with said control signals S_T_WS, S_AH_CAB over a future time horizon of size j.

[0183] It should be noted that considering the prediction of the quantities T_WS, AH_CAB in a future time horizon is a conventional method for implementing MPC techniques. Moreover, no restrictions are imposed on the size of the future time horizon (i.e., on the value of the integer j), which can be selected according to considerations well known to those skilled in the art (e.g., the time required to execute the control loop, the accuracy of the prediction command C_PRED, etc.).

[0184] According to the data determined during sub-step E30_1 , in the embodiment described here and for each time step m of the future time horizon (ie for each integer m comprised between i+1 and i+j), the sub-model SS_MODEL_CAB executes:

[0185] - Calculate the risk indicator I1_RI[m],

[0186] - Determine the associated condensation risk RI[m] based on the calculated risk indicator I1_RI[m].

[0187] Therefore, the condensation risk RI determined by the SS_MODEL_CAB sub-model comprises several components RI[i+1], ..., RI[i+k], the calculation and determination steps described above for obtaining these components being grouped in a sub-step E30_2 of step E30 of the regulation method.

[0188] Then, the components RI[i+1],..., RI[i+k](= Figure 5 The RI[i+1, ..., i+j] in VS_RI and the threshold VS_RI of the set of constraints E_CONS are used to perform the optimization of the cost function F. The optimization process is as follows Figure 4 Substep E30_3 of step E30 of the regulation method shown in FIG. 1 and also with the aid of Figure 5 It is symbolically represented by a function block called "OPTIM_F" in FIG. 1 (such a block has a solver function for the cost function F).

[0189] Any optimization algorithm known to those skilled in the art may be implemented herein, and the selection of a particular optimization algorithm merely constitutes an alternative embodiment of the present invention.

[0190] It should be noted that the optimization of the cost function F can also be performed by taking into account data provided by the submodel SS_MODEL_HVAC, such as, for example, data related to the electrical energy consumed by the components of the HVAC system for which the prediction command C_PRED is at least partially intended. Figure 5 This is schematically represented by means of an arrow connecting the submodel SS_MODEL_HVAC to the block OPM_F.

[0191] In practice, stopping the optimization algorithm of the cost function F depends on a stopping criterion. No restrictions are imposed on the nature of this stopping criterion, which may correspond, for example, to a convergence criterion of the metric used by the cost function F (deviation between the risk of condensation RI predicted by the prediction model and said threshold value VS_RI, rate of change of the risk of condensation RI) and / or to a calculation time reaching a given threshold value and / or reaching a given number of iterations during which the optimal solution no longer changes.

[0192] The optimization of the cost function F finally makes it possible to generate a prediction command vector comprising as many components as the size j of the future time horizon used. In practice, only the first component of this vector (i.e. the component of rank i+1) is retained and corresponds to said prediction command C_PRED intended for the actuator.

[0193] It should be noted that the components of the prediction command C_PRED, in addition to being transmitted to the heating device MOD_HEAT and the air conditioning system HVAC, can also be used to:

[0194] - implement the calculations performed by each of said sub-models SS_MODEL_CAB, SS_MODEL_HVAC, and / or

[0195] -Update the parameters of each of the models SS_MODEL_CAB, SS_MODEL_HVAC.

[0196] For this reason, and as Figure 5 As shown, the components C_PRED_VV[i+1], C_PRED_VC[i+1], C_PRED_PT[i+1], C_PRED_PV[i+1] are also transmitted to the submodel SSMODEL_HVAC. The component C_PRED_HEAT[i+1] is also transmitted to the submodel SS_MODEL_CAB.

[0197] Furthermore, once the components of the command C_PREP are transmitted to the sub-models SS_MODEL_CAB, SS_MODEL_HVAC, additional data may be generated by the sub-model SS_MODEL_HVAC and transmitted to the sub-model SS_MODEL_CAB. By way of example, and as by Figure 5 As shown, the additional data include the value of the air flow rate MP_AIR[i+1] of the air conditioning system HVAC and the value of the temperature T_AIR[i+1] of the air injected into the passenger compartment by the air conditioning system HVAC. Such additional data advantageously allow the SS_MODEL_CAB submodel to refine its predictions for the next iteration of the control loop.

[0198] So far, the invention has been described using the assumption that the regulation method is implemented solely on the basis of control signals (two control signals S_T_WS, S_AH, CAB or a single control signal S_RH_CAB). However, the invention is not limited to this provision and in fact covers other embodiments in which, in addition to the control signals, other signals are used to implement the regulation method.

[0199] Figure 6 Another specific operating mode of the control loop is schematically shown. Figure 7 The flowchart shows the combined Figure 6 A specific embodiment of a method for adjusting a control loop.

[0200] Figure 7 The steps of the adjustment method include the above reference Figure 4 Steps E10, E20, E30 and E40 described above, but also include in a non-limiting manner the steps described above with reference to Figure 5 Sub-steps E30_1, E30_2 and E30_3 described.

[0201] exist Figure 6 In the embodiment of the invention, the acquisition module MOD_OBT is configured to receive, in addition to the control signals S_T_WS, S_AH_CAB, a plurality of signals referred to as “interference signals”, including:

[0202] a signal S_V_CAR, the associated variable of which is the speed V_CAR of the car 100 ,

[0203] a signal S_T_EXT, the associated variable of which is the external temperature T_EXT outside the passenger car 100 ,

[0204] a signal S_RH_EXT, the associated quantity of which is the relative humidity RH_EXT outside the car 100 ,

[0205] - A signal S_DATA_M, the associated quantity of which is the weather forecast item of the data M (rain, sunshine, etc.).

[0206] Analogously to what was described for the control signals S_T_WS, S_AH, CAB, each interference signal S_V_CAR, S_T_EXT, S_RH_EXT, S_DATA_M comprises a past value and a current value of a quantity associated therewith.

[0207] Obtaining said interference signals S_V_CAR, S_T_EXT, S_RH_EXT, S_DATA_M by the acquisition module MOD_OBT is the subject of step E11 of the regulation method, Figure 7 The order of implementing steps E10 and E11 does not limit the present invention. For example, steps E10 and E11 can be implemented in parallel.

[0208] It should be noted that the consideration of the interference signals S_V_CAR, S_T_EXT, S_RH_EXT, S_DATA_M only constitutes an alternative embodiment of the present invention. Therefore, adding or replacing one or more of the signals S_V_CAR, S_T_EXT, S_RH_EXT, S_DATA_M does not exclude the consideration of other interference signals that still exist, such as, for example:

[0209] - a signal whose associated quantity is the number of people in the vehicle,

[0210] - its associated quantity is a signal for the level of carbon dioxide present in the passenger compartment,

[0211] - a signal whose associated quantity is the absolute humidity outside the car 100,

[0212] The associated quantity of which is a signal of the solar energy absorbed by the at least one glass unit and / or the passenger compartment of the car 100 .

[0213] Generally, no restrictions are imposed on the number and nature of conceivable interfering signals.

[0214] exist Figure 6 In an embodiment of the present invention, the regulation system SYS_C also comprises a determination module MOD_DET configured to determine at least one predicted value of each of the quantities V_CAR, T_EXT, S_RH_EXT, DATA_M as a function of the interference signals S_V_CAR, S_T_EXT, S_RH_EXT, S_DATA_M.

[0215] For example, and if Figure 6As shown, the number of predicted values ​​for each quantity V_CAR, T_EXT, S_RH_EXT, DATA_M is equal to j, j being the number of time steps considered for the future time horizon used by the regulation module MOD_REG during the determination of the prediction command C_PRED. However, for the predicted values ​​of each of the quantities V_CAR, T_EXT, S_RH_EXT, DATA_M, it is not excluded to consider numbers different from j, for example less than j.

[0216] According to considerations similar to those mentioned above regarding the submodels SS_MODEL_CAB, SS_MODEL_HVAC, any model (i.e. all equations, usually differential equations) capable of modeling the changes of the quantities V_CAR, T_EXT, S_RH_EXT, DATA_M and known to a person skilled in the art may be used here. In other words, the choice of a particular design only constitutes an alternative embodiment of the invention.

[0217] The determination of the predicted value of each of said quantities V_CAR, T_EXT, S_RH_EXT, DATA_M by the determination module MOD_DET is the subject of step E13 of the regulation method, such as Figure 7 This step E13 is performed after the transmission of the interference signals S_V_CAR, S_T_EXT, S_RH_EXT, S_DATA_M by the acquisition module MOD_OBT to the determination module MOD_DET, which transmission was the subject of step E12 of the control method.

[0218] During step E21 of the regulation method, the predicted value of each of the quantities V_CAR, T_EXT, S_RH_EXT, DATA_M is then transmitted to the regulation module MOD_REG. The order in which steps E20 and E21 are implemented does not limit the invention. For example, steps E20 and E21 may be implemented in parallel.

[0219] exist Figure 6 In the embodiment of , during step E30 for determining command C_PRED, prediction model MODEL (here more specifically submodel SS_MODEL_CAB) uses control signals S_T_WS, S_AH_CAB and predicted values ​​for each of the quantities V_CAR, T_EXT, S_RH_EXT, DATA_M.

[0220] Taking into account the predicted values ​​for each of the quantities V_CAR, T_EXT, S_RH_EXT, DATA_M advantageously makes it possible to refine, ie enrich, the model for determining the prediction command C_PRED and thus to even further increase the achieved control accuracy.

[0221] So far, the invention has also been described with the assumption that during the determination of the prediction command C_PRED, the cost function F is optimized by taking into account only the adjustment for the presence of condensation on the windshield 110. However, the invention is not limited by such provisions and in fact covers other embodiments in which the cost function F may still take into account other aspects.

[0222] For example, the cost function F may include a weighting of at least one item representing a usage criterion for the car 100. The at least one usage criterion may include at least one of the following:

[0223] - criterion CRIT_1 relating to the absence of frost on the windshield 110,

[0224] - Standard CRIT_2 concerning thermal comfort in passenger cabins,

[0225] - a standard CRIT_3 relating to the electrical energy consumption in the passenger car 100 and for the operation of the heating device MOD_HEAT and the air conditioning system HVAC,

[0226] - Standard CRIT_4 concerning carbon dioxide levels in the passenger compartment,

[0227] - Standard CRIT_5 relating to the noise level in the passenger compartment (for example the noise generated by the fan of the air conditioning system HVAC, whereby the noise level can be adjusted by modifying the speed of said fan).

[0228] There is no restriction imposed on the number of usage criteria (and therefore on the number of items to be weighted) that can be considered in said criterion CRIT_p (p being an integer between 1 and 5). More generally, adding or replacing all or part of the criterion CRIT_p does not exclude also considering one or more other usage criteria.

[0229] Thus, in such an embodiment, the cost function F adopts a general formula of the type F=F_D+F_CRIT, where:

[0230] F_D is a term indicating that only the presence of condensation on the windshield 110 is adjusted for its contribution to the determination of the prediction command C_PRED,

[0231] - F_CRIT is an item representing the contribution of one or more usage criteria taken into account when determining the prediction command C_PRED.

[0232] Purely for illustration, an example of using criteria CRIT_2 and CRIT_3 may be considered. With regard to more specific criterion CRIT_2, it is to be considered that the comfort conditions are not only related to the temperature in the passenger compartment, but also to the absolute humidity in said passenger compartment. Thus, criterion CRIT_2 relates to thermal comfort in the passenger compartment.

[0233] In a manner known per se, the thermal comfort in the passenger compartment can be evaluated in various ways. In the example described here, it is considered in a completely non-limiting manner that the evaluation of thermal comfort is performed by calculating the difference between the temperature T_CAB of the passenger compartment and the set point temperature T_CAB_SET selected by the user of the car 100 (for example, the driver of the car 100 sets the temperature T_CAB_SET in the passenger compartment to 20° C.). The acquisition of the set point temperature T_CAB_SET is performed, for example, via the acquisition module MOD_OBT (for example, a manual input interface integrated with the acquisition module MOD_OBT). In addition, the way of adjusting the temperature T_CAB may depend not only on the set point T_CAB_SET, but also on the selection of an economical temperature control mode, for example.

[0234] Of course, other modes of assessing thermal comfort are also conceivable, such as, for example, an assessment performed with the aid of a Fanger model, also known as a PMV / PPD model (standing in the literature for "predicted mean vote" and "predicted percentage of dissatisfaction"). Generally, within the meaning of the present invention, no restrictions are imposed on the manner in which thermal comfort is assessed.

[0235] In the embodiment described herein, the weights using the criteria CRIT_2, CRIT_3 can be expressed as follows:

[0236] F_CRIT=w2*F_CRIT_2+w3*F_CRIT_3,

[0237] An expression where:

[0238] -w2 and w3 are weights (i.e. positive real numbers or zero real numbers),

[0239] - F_CRIT_2 is an item representing the contribution to the item F_CRIT using the standard CRIT_2,

[0240] - F_CRIT_3 is an item representing the contribution to the item F_CRIT using the standard CRIT_3.

[0241] It should be noted that the term "weight" covers all possible combinations between F_CRIT_2 and F_CRIT_3. In other words, it is not excluded to consider the following alternatives:

[0242] - weights w2 and w3 are both strictly positive, or

[0243] -w2 (and accordingly w3) is strictly positive, and w3 (and accordingly w2) is zero.

[0244] It may also be noted that taking into account one or more usage criteria in the cost function F has an impact on the signals intended to be obtained by the obtaining module MOD_OBT and / or the operating constraints of the regulating system SYS_C that should be taken into account at the optimizer OPM_F.

[0245] Therefore, by taking the previous example, where the cost function F accepts the expression:

[0246] F=F_D*w2*F_CRIT_2+w3*F_CRIT_3,

[0247] What needs to be understood is:

[0248] - for the criterion CRIT_2, the acquisition module MOD_OBT acquires, via appropriate measurements, not only the control signal S_T_CAB, the associated quantity of which is the temperature T_CAB of the passenger compartment, but also the value T_CAB_SET which constitutes a constraint belonging to the set of constraints E_CONS and which is provided at the input of the optimizer OPM_F,

[0249] - With regard to the criterion CRIT_3 , a signal S_ELEC represents the maximum electric power available for the operation of the heating device MOD_HEAT and the air conditioning system HVAC and belongs to a set of constraints E_CONS, provided at the input of the optimizer OPM_F.

[0250] In general, for any usage criterion that may be taken into account when optimizing the cost function F, a person skilled in the art knows how to determine the quantity(s) (and therefore better know how to determine the associated signal(s)) and the constraint(s) that are intended to be taken into account.

[0251] Finally, so far the invention has been described considering that the heating device MOD_HEAT and the air conditioning system HVAC are two entities external to the conditioning system SYS_C. However, these arrangements are not limitations of the invention and do not exclude considering embodiments in which the heating device MOD_HEAT and / or the air conditioning system HVAC belong to the conditioning system SYS_C.

Claims

1. A method for regulating the presence of condensation on an interior surface of at least one glass unit (110) of a vehicle (100), the method comprising a control loop, during a current iteration, the control loop comprising the following steps: - obtaining (E10) at least one signal, called "control signal" (S_T_WS, S_AH_CAB), associated with a quantity from which the risk of moisture condensation on the inner surface of said at least one glass unit can be determined and comprising a past value and a current value of said quantity, - determining (E30) a prediction command (C_PRED) for at least one actuator (MOD_HEAT, HVAC) of the vehicle in order to maintain the risk below a threshold value (VS_RI) or to reduce the risk below a threshold value (VS_RI), determining the command by means of a prediction model (MODEL) of the risk using the at least one control signal, - transmitting ( E40 ) said predicted command to said at least one actuator.

2. The method of claim 1 , wherein a plurality of control signals are obtained, comprising: - a signal (S_T_WS) whose associated quantity is the temperature of said at least one glass unit (110), and A signal (S_AH_CAB) whose associated quantity is the absolute humidity of the vehicle interior in the vicinity of the at least one glass unit. 3 . The method of claim 1 , wherein a single control signal is obtained, the quantity associated with the control signal being the relative humidity of the vehicle interior in the vicinity of the at least one glass unit.

4. The method according to any one of claims 1 to 3, wherein for a given time interval of a future time horizon, the determination of the risk of condensation comprises: - obtaining the temperature of the at least one glass unit and the dew point temperature of the passenger compartment, - calculating the gap between the temperature of the at least one glass unit and the dew point of the passenger compartment, - comparing the gap with at least one given value.

5. The method according to any one of claims 1 to 4, wherein the determination of the risk of condensation comprises, for a given time interval of a future time horizon: - obtaining the relative humidity of the vehicle interior in the vicinity of the at least one glass unit, - comparing the relative humidity with at least one given value.

6. Method according to any one of claims 1 to 5, wherein the at least one actuator comprises means (MOD_HEAT) for heating the at least one glass unit (110) and / or at least one actuator of an air conditioning system (HVAC) of a passenger compartment of the vehicle (100) from the following: a fan, a compressor, a heating resistor, an air recirculation damper.

7. The method according to any one of claims 1 to 6, wherein the prediction model (MODEL) is configured to model: - changes in temperature and humidity conditions at said inner surface of said at least one glass unit (110), and - changes in temperature and humidity conditions within the passenger compartment of the vehicle due to operation of the air conditioning system of the passenger compartment.

8. The method according to claim 1 , further comprising the step of obtaining (E11) at least one signal, referred to as an “interference signal”, associated with a quantity and comprising past and current values ​​of said quantity, said at least one interference signal being at least one of the following signals: - a signal whose associated quantity is the number of people in the vehicle, - its associated quantity is a signal for the level of carbon dioxide present in said passenger compartment, - a signal whose associated quantity is the vehicle speed (S_V_CAR), a signal whose associated quantity is the temperature outside the vehicle (S_T_EXT), a signal whose associated quantity is the relative or absolute humidity outside the vehicle (S_RH_EXT), - a signal whose associated quantity is a weather forecast item of data (S_DATA_M), - a signal whose associated quantity is the solar energy absorbed by said at least one glass unit and / or by said passenger compartment of said vehicle, The method further comprises the step of determining (E13) as a function of the at least one interfering signal at least one predicted value of a quantity associated with the at least one interfering signal, The prediction model (MODEL) of the condensation risk also uses the at least one prediction value when determining the prediction command (C_PRED) of the at least one actuator (MOD_HEAT, HVAC).

9. The method according to claim 1 , wherein the step of determining ( E30 ) the predicted command comprises an optimization of a cost function comprising at least one term from among: - the difference between the condensation risk predicted by the prediction model and the threshold value (VS_RI), - the rate of change of the condensation risk.

10. The method of claim 9, wherein the cost function further comprises a weighting of at least one term representing a vehicle usage criterion, the at least one usage criterion comprising at least one of the following: - a criterion relating to the absence of frost on said at least one glass unit, - standards relating to thermal comfort in said passenger compartment, - criteria relating to the consumption of electrical energy on board said vehicle and used for the operation of said at least one actuator, - standards relating to carbon dioxide levels in the passenger compartment, - Standards relating to noise levels within the passenger compartment.

11. A computer program (PROG_C) comprising instructions for implementing the regulation method according to any one of claims 1 to 10 when the program is executed by a computer.

12. A computer-readable recording medium having recorded thereon the computer program according to claim 11.

13. A system (SYS_C) for regulating the presence of condensation on at least one glass unit (110) of a vehicle (100), said system comprising means configured to implement the regulation method according to any one of claims 1 to 10.

14. A vehicle (100) comprising a system for regulating according to claim 12.

15. The vehicle (100) of claim 14, comprising at least one electric motor for operation.

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