AIR FLOW CONTROL SYSTEM AND METHOD FOR CLIMATE CONTROL FOR AN AUTONOMOUS VEHICLE

Abstract

Airflow control system (10), comprising: a chamber (12) having an air inlet (14) and a first air outlet (16); a ventilation door (22); an air guide (36) which is supported on the ventilation door (22); and an actuator (24) that moves the ventilation door (22) between a first position that closes the first air outlet (16) and a second position that opens the first air outlet (16), wherein the air inlet (14) is opposite the first air outlet (16), the chamber (12) includes a second air outlet (18) and a third air outlet (20), wherein the second air outlet (18) is opposite the third air outlet (20), wherein the air inlet (14) and the first air outlet (16) are aligned on a first axis (A1) and the second air outlet (18) and the third air outlet (20) are aligned on a second axis (A2), wherein the first axis (A1) is perpendicular to the second axis (A2),further comprising an air duct (48) between the air guide (36) and a first side (38) of the ventilation door (22), wherein the ventilation door (22) is in the first position, wherein the air guide (36) directs air flowing into the chamber (12) through the air inlet (14) towards the second air outlet (18) and the third air outlet (20), wherein, when the ventilation door (22) is in the second position, a first part (FP) of air flowing from the chamber (12) through the first air outlet (16) is directed through the air guide (36) through the air duct (48), a second part (SP) of the air flowing from the chamber (12) through the first air outlet (16) is directed to a first side of the air duct (48), and a third part (TP) of the air flowing from the chamber (12) through the first air outlet (16) flows, is directed to a second side of the air duct (48), whereby the first part (FP) of the air,The second part (SP) of the air and the third part (TP) of the air are directed into a cabin of the vehicle.

Description

TECHNICAL AREA This document generally concerns the field of motor vehicle equipment and in particular an airflow control system and a climate control procedure for an autonomous vehicle. GENERAL STATE OF THE ART Autonomous vehicles adapted for ridesharing are expected to become a crucial component of future transportation systems, particularly in and around large cities and metropolitan areas. During downtime between customer requests, such a vehicle can be docked at a charging station, recharging its onboard energy storage devices and thus enabling autonomous operation. Under normal operating conditions, an autonomous ridesharing vehicle is also expected to spend significant periods of time without passengers on board. To conserve energy, the vehicle's climate control system will be configured to save energy rather than maintaining a predetermined comfort temperature for a passenger or occupant.Once the autonomous vehicle has been summoned to pick up a passenger, the climate control system will be configured to quickly condition the air and bring the passenger cabin temperature within a predetermined comfort range before picking up the passenger in response to the summons. In certain situations, this will require rapidly heating or cooling the air in the passenger cabin. German patent DE 102 61 037 A1 is known from the prior art. This describes an airflow control system comprising a chamber having an air inlet and several air outlets arranged on an axis, as well as ventilation doors with actuators. This document concerns a new and improved airflow control system that minimizes back pressure and provides a particularly rapid heating or cooling rate until the air temperature in the passenger cabin reaches the predetermined comfort temperature range. At this point, the airflow control system provides heating and cooling with a second heating and cooling rate adjusted to maintain the predetermined comfort temperature range and maximize comfort for each passenger or occupant of the autonomous vehicle. SUMMARY In accordance with the purposes and advantages described herein, a new and improved airflow control system is provided. The airflow control system comprises a chamber having an air inlet and a first air outlet, a ventilation door, an air guide mounted on the ventilation door, and an actuator that moves the ventilation door between a first position, which closes the first air outlet, and a second position, which opens the first air outlet. The first air inlet can be opposite the first air outlet. Furthermore, the chamber can include a second air outlet and a third air outlet. The second air outlet can be opposite the third air outlet. Additionally, the air inlet and the first air outlet can be aligned along a first axis, while the second air outlet and the third air outlet can be aligned along a second axis, the first axis being perpendicular to the second axis. The air duct can have an angled shape. Furthermore, the air duct can be mounted on one side of the ventilation door. When the ventilation door is in the first position, the air duct can be configured to direct air flowing from the air conditioning system into the chamber through the air inlet towards the second and third air outlets. Conversely, when the ventilation door is in the second position, a portion of the air flowing from the chamber through the first air outlet can be directed through the air duct via an air passage between the air duct and the first side of the ventilation door; a portion of the air flowing from the chamber through the first air outlet can be directed to the first side of the air passage; and a portion of the air flowing from the chamber through the first air outlet can be directed to the second side of the air passage. The airflow control system may also include a controller. This controller may be adapted to operate the actuator and move the ventilation door between the first and second positions. Furthermore, the airflow control system may also include a passenger cabin occupancy monitoring device. Additionally, the airflow control system may include: (a) a passenger cabin air temperature monitoring device, (b) an ambient air temperature monitoring device, or (c) both a passenger cabin air temperature monitoring device and an ambient air temperature monitoring device. The control system can be adapted to move the ventilation door to the second position in response to: (a) a first signal from the passenger cabin occupancy monitoring device indicating an unoccupied passenger cabin, (b) a call for a ride, and (c) a second signal from the passenger cabin air temperature monitoring device indicating a need for maximum heating or cooling to bring the air temperature in the passenger cabin to a predetermined comfort temperature range before a passenger is picked up in response to a call. Furthermore, the control can be adapted to move the ventilation door to the first position in order to maintain the air temperature within the predetermined comfort temperature range in response to the air temperature reaching the predetermined comfort air temperature range. In at least one possible embodiment, the first air outlet has a first cross-sectional area CA1, while the air inlet has a second cross-sectional area CA2, where CA1 ≥ CA2. In this way, system back pressure can be minimized to allow rapid heating and cooling, quickly bringing the passenger cabin into the predetermined comfort temperature range while the autonomous vehicle is in transit in response to a ride request. A climate control procedure for an autonomous vehicle is provided. The procedure comprises the following steps: (a) opening a first air outlet, having a first back pressure P1, by a controller 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) closing 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 in response to the temperature in the passenger cabin reaching the predetermined comfort temperature range, where P1 < P2 and R1 > R2. The climate control procedure can further include the step of configuring the control system to open the first air outlet in response to an unoccupied passenger cabin. The climate control procedure can further include the step of configuring the control system to open the first air outlet in response to a request from a prospective passenger for a ride in the autonomous vehicle. The climate control procedure may further include the step of configuring the control to open the first air outlet in response to a need for maximum heating or cooling, in order to bring the air temperature in the passenger cabin to a predetermined comfort temperature range for picking up a passenger in response to a call. Furthermore, the climate control procedure may include the step of configuring the control to open the first vent in response to: (a) an unoccupied passenger cabin, (b) a call for a ride, and (c) a need for maximum heating or cooling to bring an air temperature in the passenger cabin into a predetermined comfort temperature range before a passenger is picked up in response to the call. The following description shows and describes several preferred embodiments of the airflow control system and the associated climate control method for an autonomous vehicle. It should be noted that the airflow control system and climate control method are capable of other, different embodiments, and several of their details can be modified in various obvious aspects without deviating from the airflow control system and climate control method as set forth and described in the following claims. Accordingly, the drawings and descriptions should be considered illustrative and not limiting. BRIEF DESCRIPTION OF THE DRAWING FIGURES The accompanying drawings, which are included herein and form part of the patent specification, illustrate several aspects of the airflow control system and associated climate control procedure for an autonomous vehicle and, together with the description, serve to explain certain principles thereof. Fig. 1 is a schematic block diagram of the airflow control system. Fig. 2a is a schematic illustration of the air control system's ventilation door, wherein the ventilation door is located on the dashboard or instrument panel and is in a first position that closes a first air outlet. Fig. 2b is a schematic illustration of the airflow control system with the ventilation door in the first position and showing the resulting airflow. Fig. 3a is a figure.Figure 2a shows a similar view, but illustrates the ventilation door in a second position, opening the first air outlet at the top of the dashboard or instrument panel. Figure 3b is a view that further illustrates the airflow when the ventilation door is in the second position. Reference is now made in detail to the present preferred embodiments of the airflow control system and associated climate control procedure for an autonomous vehicle, examples of which are illustrated in the accompanying drawing figures. DETAILED DESCRIPTION Reference is now made to the drawing figures illustrating the new and improved airflow control system 10. The airflow control system 10 is useful in essentially any type of motor vehicle adapted for picking up passengers and is particularly well-suited for use in an autonomous vehicle configured to operate as a rideshare vehicle. Such an autonomous vehicle can be summoned by a potential passenger at any time. Upon receiving such a summons, the autonomous vehicle picks up the passenger and transports them to their desired destination. As schematically illustrated in Fig. 1, Fig. 2a and Fig. 2b, the airflow control system 10 includes a chamber 12 which has an air inlet 14 for receiving conditioned air from the vehicle's climate control system, 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. In particular, in the illustrated embodiment, the air inlet 14 and the first air outlet 16 are aligned along a first axis A1, while the second air outlet 18 and the third air outlet 20 are aligned along a second axis A2, the first axis being perpendicular to the second axis. More specifically, the first axis A1 is generally vertical or lies along the Z-axis of the autonomous vehicle, while the second axis A2 is generally aligned along the lateral or Y-axis of the autonomous vehicle according to the SAE vehicle axis system. The airflow control system 10 also includes a ventilation door 22 and an actuator 24 for moving the ventilation door between a first position, which closes the first air outlet 16, and a second position, which opens the first air outlet. The actuator 24 can comprise any type of actuator suitable for moving the ventilation door 22 between the first and second positions, which close and open the first air outlet 16. The airflow control system 10 also includes a controller 26, which is adapted to control the operation of the actuator 24 in order to selectively move the ventilation door 22 between the first position and the second position. The controller 26 can include a computing device, such as a dedicated microprocessor or an electronic control unit (ECU), which is operated according to instructions from suitable control software. Thus, the controller 26 can include one or more processors, one or more memories, and one or more network interfaces, all of which communicate with each other via a communication bus. The airflow control system 10 can also include various devices that provide data regarding various environmental conditions and operating parameters associated with the airflow control system 10 and the autonomous vehicle to the controller 26. These various devices can include, but are not necessarily limited to, those illustrated in Fig. 1, such as a GPS / geolocation component 28, an occupancy monitoring device 30, a passenger cabin air temperature monitoring device 32, and an ambient air temperature monitoring device 34. In particular, the GPS / geolocation component 28 can be of a type known in the art for determining the current position of the autonomous vehicle. The occupancy monitoring device 30 can comprise a weight sensor at each seat position in the autonomous vehicle, a camera, or any other device that can function to monitor the occupancy of the passenger cabin of the autonomous vehicle. The passenger cabin air temperature monitoring device 32 can comprise any device capable of monitoring the air temperature in the passenger cabin. The ambient air temperature monitoring device 34 can comprise any device capable of monitoring the ambient air temperature of the environment in which the autonomous vehicle operates. The GPS / geolocation component 28, the occupancy monitoring device 30, the passenger cabin air temperature monitoring device 32, the ambient air temperature monitoring device 34, and essentially any other monitoring device suitable for providing appropriate operational data or information to the airflow control system 10 are all connected to provide data signals to the controller 26. In one of many possible embodiments, the controller 26 is adapted to control the operation of the actuator 24 and to move the ventilation door 22 to the second position in response to: (a) a first signal from the passenger cabin occupancy monitoring device 30 indicating an unoccupied passenger cabin, (b) the receipt of a call from a potential passenger requesting a ride in the autonomous vehicle to a specific location, communicated to the controller via a wireless communication network, and (c) a second signal from the temperature monitoring device 32 indicating a need for maximum heating or cooling to bring the air temperature in the passenger cabin to a predetermined comfort temperature range before picking up the passenger in response to a call. For this purpose, the controller uses data 26 from the GPS / geolocation component 28, which specifies the current position of the autonomous vehicle and the given location where the autonomous vehicle will pick up the passenger in response to the call, as well as current traffic and weather conditions obtained via wireless communication from appropriate information networks and road information from travel databases, to determine an estimated time at which the autonomous vehicle will pick up the passenger in response to the call. This provides the time estimated by the controller that is available to the airflow control system 10 to bring the air temperature of the autonomous vehicle's passenger cabin to a predetermined comfort temperature range before picking up the passenger in response to the call. In certain situations, maximum heating or cooling is required to achieve this goal.As best illustrated in Figs. 2a, 2b, 3a, and 3b, an air guide 36 is supported on a first or inner side 38 of the ventilation door 22. In the illustrated embodiment, the air guide 36 has an angled shape. As best illustrated in Figs. 2a and 2b, when the ventilation door 22 is in the first position, which closes the first air outlet 16 of the chamber 12, the air guide 36 directs air from the climate control system flowing into the chamber 12 through the air outlet 16 toward the second air outlet 18 and the third air outlet 20. In particular, a first portion of this air AF1 is directed through a first surface 40 of the air guide 36 through the second air outlet 18 into a first air duct 42. At the same time, a second part of the airflow AF2 is directed through a second surface 44 through the third air outlet 20 into a second channel 46.The first and second channels 42, 46 lead downwards to ventilation flaps (not shown) that direct air to specific locations specially adapted to maintain passenger comfort in the vehicle. Thus, the ventilation flaps can be directed, for example, towards passengers in different seating positions within the vehicle. To reach these positions, the first channel 42 and the second channel 46 are likely routed through the A-pillars between the windshield and the front side windows of the vehicle, along the roof lining, and / or along the sills on the sides of the vehicle below the door openings, where packing space acts to limit the effective cross-sectional area of ​​the first and second channels from creating back pressure in the airflow control system, which would restrict heating and cooling efficiency. When the ventilation door 22 is in the second position, which opens the first air outlet 16, as illustrated in Figs. 3a and 3b, a first part of the air FP flowing from the chamber 12 through the first air outlet 16 is directed upwards from the instrument panel / dashboard 50 through the air duct 48 between the air guide 36 and the first side 38 of the ventilation door. A second part SP of the air flowing from the chamber 12 through the first air outlet 16 is directed through the first surface 40 of the air guide 36 to a first side of the air duct 48 and the vehicle, and a third part TP of the air flowing from the chamber through the first air outlet is directed through the second surface 44 of the air duct to a second side of the air passage in the vehicle. It follows that when maximum heating and cooling is desired, the control 26 is adjusted to move the ventilation door 22 to the second position, thereby supplying the maximum amount of conditioned air upwards from the instrument panel / dashboard 50 through the first air outlet 16. For this purpose, the first air outlet 16 can 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 essentially eliminates any back pressure that would otherwise limit the heating or cooling efficiency of the airflow control system, which thereby heats or cools the passenger cabin in the fastest possible manner, regardless of whether the heating or cooling is directed at the seating position.By surrounding the first channel 42 and the second channel 46 of the airflow control system, which is fed by the second air outlet 18 and the third air outlet 20, inefficiencies caused by the back pressure inherent in these channels are advantageously avoided. Thus, a maximum heating and cooling rate R1 is achieved and maintained when the autonomous vehicle is vacant and a limited time is available to bring the air temperature in the passenger compartment to a predetermined comfort temperature range. Once this predetermined comfort temperature range has been reached and passengers or occupants have taken their seats in the autonomous vehicle, the control unit 26 is adjusted to move the ventilation door 22 to the first position, which closes the first air outlet 16. In this position, the air duct 36 directs the airflow from the chamber through the second and third air outlets 18, 20 into the first and second channels 42, 46, which supply air to the ventilation flaps (not shown), thereby directing this air towards the passengers or occupants of the vehicle who are seated. In this way, the airflow control system functions to maintain the air temperature in the passenger cabin within the predetermined comfort temperature range desired by the passengers / occupants of the vehicle. In accordance with the preceding description, a new and improved climate control method for an autonomous vehicle is provided. The method comprises the following steps: (a) opening the first air outlet 16, which has a first back pressure P1, by the controller 26 to provide a first heating or cooling rate R1 until the air temperature in the passenger cabin of the autonomous vehicle reaches a predetermined comfort temperature range, and (b) closing the first air outlet by the controller 26 and directing air through the at least one second air outlet 18 (and, in the illustrated embodiment, through a third air outlet 20), which has a second back pressure P2, to provide a second heating or cooling rate R2 in response to the air temperature in the passenger cabin reaching the predetermined comfort temperature range, wherein P1 < P2 and R1 > R2. The climate control procedure can further include the step of configuring the controller 26 to open the first air outlet 16 in response to an unoccupied passenger cabin. Alternatively or additionally, the climate control procedure can further include the step of configuring the controller 26 to open the first air outlet 16 in response to a ride request from a prospective passenger. Alternatively or additionally, the climate control procedure can further include the step of configuring the controller 26 to open the first air outlet 16 in response to a maximum heating or cooling requirement, in order to bring the air temperature in the passenger cabin to a predetermined comfort temperature range before picking up a passenger in response to a ride request.Thus, the climate control procedure can include the step of configuring the controller 26 to open the first air outlet 16 in response to: (a) an unoccupied passenger cabin (as detected by the occupancy monitoring device 30), (b) a call for a ride, and (c) a need for maximum heating or cooling to bring an air temperature in the passenger cabin into a predetermined comfort temperature range before a passenger is picked up in response to the call. The foregoing has been set forth for the purpose of illustration and description. It makes no claim to completeness and is not intended to limit the embodiments to the exact form disclosed. Obvious modifications and variations are possible in light of the foregoing teachings. For example, while the embodiment of the airflow control system illustrated and described in this document is provided in the instrument panel / dashboard 50, it may be provided in other locations, such as a console, or form part of an auxiliary climate control system. All such modifications and variations are within the scope of the appended claims when interpreted according to the breadth to which they are entitled under law, statute, and equity. A climate control method for an autonomous vehicle is provided, comprising: opening a first air outlet having a first back pressure P1 by a controller 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 closing 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 in response to the temperature in the passenger cabin reaching the predetermined comfort temperature range, where P1 < P2 and R1 > R2. According to one embodiment, the climate control method is further characterized in that it includes configuring the control to open the first air outlet in response to an unoccupied passenger cabin. According to one embodiment, the climate control method is further characterized in that it includes configuring the control to open the first air outlet in response to a call for a journey. According to one embodiment, the climate control method is further characterized in that it includes configuring the control to open the first air outlet in response to a need for maximum heating or cooling, in order to bring the air temperature in the passenger cabin into the predetermined comfort temperature range before picking up a passenger in response to a call. According to one embodiment, the climate control method is further characterized in that it includes configuring the control to open the first air outlet in response to: (a) an unoccupied passenger cabin; (b) a call for a ride; and (c) a need for maximum heating or cooling to bring the air temperature in the passenger cabin to the predetermined comfort temperature range before picking up a passenger in response to the call.

Claims

Airflow control system (10), comprising: a chamber (12) having an air inlet (14) and a first air outlet (16); a ventilation door (22); an air guide (36) which is supported on the ventilation door (22); and an actuator (24) that moves the ventilation door (22) between a first position that closes the first air outlet (16) and a second position that opens the first air outlet (16), wherein the air inlet (14) is opposite the first air outlet (16), the chamber (12) includes a second air outlet (18) and a third air outlet (20), wherein the second air outlet (18) is opposite the third air outlet (20), wherein the air inlet (14) and the first air outlet (16) are aligned on a first axis (A1) and the second air outlet (18) and the third air outlet (20) are aligned on a second axis (A2), wherein the first axis (A1) is perpendicular to the second axis (A2),further comprising an air duct (48) between the air guide (36) and a first side (38) of the ventilation door (22), wherein the ventilation door (22) is in the first position, wherein the air guide (36) directs air flowing into the chamber (12) through the air inlet (14) towards the second air outlet (18) and the third air outlet (20), wherein, when the ventilation door (22) is in the second position, a first part (FP) of air flowing from the chamber (12) through the first air outlet (16) is directed through the air guide (36) through the air duct (48), a second part (SP) of the air flowing from the chamber (12) through the first air outlet (16) is directed to a first side of the air duct (48), and a third part (TP) of the air flowing from the chamber (12) through the first air outlet (16) flows, is directed to a second side of the air duct (48), whereby the first part (FP) of the air,The second part (SP) of the air and the third part (TP) of the air are directed into a cabin of the vehicle. Airflow control system (10) according to claim 1, wherein the air guide (36) has an angular shape. Airflow control system (10) according to claim 2, further comprising a control (26) adapted to control the operation of the actuator (24) and to move the ventilation door (22) between the first position and the second position. Airflow control system (10) according to claim 3, further comprising a passenger cabin occupancy monitoring device (30). Airflow control system (10) according to claim 4, further comprising (a) a passenger cabin air temperature monitoring device (32), (b) an ambient air temperature monitoring device (34) or (c) the passenger cabin air temperature monitoring device (32) and the ambient air temperature monitoring device (34). Airflow control system (10) according to claim 5, wherein the control (26) is adapted to move the ventilation door (22) to the second position in response to: (a) a first signal from the passenger cabin occupancy monitoring device (30) indicating an unoccupied passenger cabin, (b) a call for a ride, and (c) a second signal from the passenger cabin air temperature monitoring device (32) indicating a need for maximum heating or cooling to bring an air temperature in the passenger cabin into a predetermined comfort temperature range before a passenger is picked up in response to the call. Airflow control system (10) according to claim 6, wherein the control (26) is adapted to bring the ventilation door (22) into the first position to maintain the air temperature within the predetermined comfort temperature range in response to the air temperature reaching the predetermined comfort air temperature range. Airflow control system (10) according to claim 7, wherein the first air outlet (16) has a first cross-sectional area CA1 and the air inlet (14) has a second cross-sectional area CA2, wherein CA1≥ CA2.

Images