Method for condition-dependent ventilation of a vehicle interior, and vehicle

Abstract

Method for ventilating an interior (1-1) of a vehicle (1), comprising the steps: Determine, by means of a control (10), a formation of a negative interior pressure in the interior (1-1) while a journey of the vehicle (1) is maintained, as an interior air mode; Determine (S50), by means of the control (10), an overproduction of a harmful gas in an exhaust gas using a fuel-air ratio or an acceleration position value (APS), determining a pressure quantity of an accelerator pedal, in an air conditioning system (7); Consider (S52, S53) the fulfillment of the formation of negative indoor pressure and the fulfillment of the overproduction of the harmful gas as a triggering condition, and mix outside air into the indoor space (1-1) in order to reduce the negative indoor pressure in the indoor air mode; and after mixing the outside air, taking into account (S60) the non-fulfillment of the overproduction of the harmful gas as a cancellation condition and blocking the outside air; Before the step of determining the formation of negative cabin pressure and determining the overproduction of the harmful gas in the exhaust gas, a throttle position value (DPS) and a vehicle speed are checked together with a fuel-air ratio, the acceleration position value (APS), a catalyst temperature, a coolant temperature, and a lean NO x -LNT front end temperature, diesel particulate filter (DPF) regeneration, exhaust gas recirculation (EGR) load and selective catalytic reducer (SCR) front end temperature using exhaust emission data; and determine (S40) whether an operating status of the air conditioning system (7) is in the indoor air mode.

Description

Technical field

[0001] The present disclosure relates to a method for blocking or inhibiting the introduction of exhaust gas into a vehicle interior, and more specifically, to a method for conditionally ventilating a vehicle interior, which is suitable for ensuring passenger safety with regard to the introduction of CO, HC, NO. x, and H2S in an exhaust gas into an interior space and eliminate side effects due to the introduction of outside air, thus improving interior comfort and eliminating customer dissatisfaction. Description of related technology

[0002] Recently, a measure was needed to prevent exhaust gases generated in a vehicle's internal combustion engine from entering the interior space due to the danger they pose to the human body from CO, HC, and NO. x,NH3, H2S and the like, in addition to emissions regulation.

[0003] The reason is that a vehicle traveling at high speed (more than approximately 120 km / h) develops negative interior pressure due to a pressure difference between the interior and outside of the vehicle caused by an aerodynamic property; and this negative interior pressure introduces exhaust gases that are fed to an exhaust system component of the vehicle, while CO, HC, NO x, H2S and similar substances, along with odors, enter the interior of a vehicle, thus impairing passenger safety due to the presence of CO. An example of a measure to prevent the introduction of exhaust gases into the interior is a method for ventilating a vehicle interior.

[0004] As an example, the procedure for natural ventilation of the vehicle interior switches from an interior air mode to an outside air mode when the vehicle speed reaches a certain speed (for example, more than approximately 120 km / h), and a condition of negative interior pressure exists, so that the condition of negative interior pressure is resolved by introducing outside air.

[0005] As a result, the method for ventilating the vehicle interior can overcome a structural limitation to a certain degree, which does not fundamentally block or inhibit the introduction of exhaust gas due to the impossibility of perfect airtightness in order to avoid creating negative interior pressure in the vehicle interior compared to the rear of the vehicle and a structural necessity, such as the formation of an electrical panel hole for exhaust from the rear of the vehicle.

[0006] However, the method for ventilating the vehicle interior controls an inlet flap of an air conditioning system at more than a certain vehicle speed and eliminates the condition for the formation of negative interior pressure, and therefore this necessarily leads to the following side effects.

[0007] First, frequent logic input in a driving condition on the road, when a certain vehicle speed is reached, leads to customer dissatisfaction. Second, interior comfort is reduced due to the introduction of outside air depending on the frequency of logic input. Third, short-term cooling is worsened due to the mixing of outside air with high temperature / humidity in summer, and in particular, a cold wind is introduced due to the mixing of outside air below 0°C in winter. Fourth, the average compressor load of a cooling condition is increased due to the increased frequency of outside air mixing in summer, and therefore a deterioration of the fuel-air ratio is generated due to increased fuel consumption.Fifthly, the logic input is executed at a specific speed and may not accurately reflect the characteristics of a diesel engine and a gasoline engine, as the duration or degree of harmful gas is different.

[0008] US Patent 6,758,739 B1 discloses an air quality system for controlling air quality in a vehicle's passenger compartment. The air quality system uses three air quality sensors to detect three air quality parameters. A controller responds to the air quality sensors. The controller is programmed to determine the current value of each air quality parameter from the air quality sensors and to determine whether the current value of any of the air quality parameters exceeds a predetermined threshold. The predetermined thresholds for the air quality parameters are based on levels that indicate poor air quality for the cabin. The controller can operate between a purge mode and a non-purge mode. In purge mode, the air is purged from the cabin if the current value of any of the measured air quality parameters exceeds its respective predetermined threshold. Summary

[0009] Other objectives and advantages of the present disclosure can be understood from the following description and will become apparent with reference to the embodiments of the present disclosure. It is also evident to the person skilled in the art, to whom the present disclosure relates, that the advantages and objectives of the present disclosure can be realized by the claimed means and combinations thereof.

[0010] Accordingly, one objective of the present disclosure, taking into account the foregoing points, is to provide a method for condition-dependent ventilation of a vehicle interior and a vehicle which is thereby suitable for reducing the emission duration of CO, HC, NO. x,To consider NH3 and H2S as trigger and cancellation conditions and to implement a logic linked to a vehicle speed at the time the negative interior pressure develops, thereby improving vehicle safety by effectively preventing the introduction of CO, HC, NO x, NH3 and H2S into an interior, which improves cost competitiveness by reducing or removing an additional component; in particular, it eliminates customer dissatisfaction due to frequent logic use, which leads to side effects at high vehicle speeds, thus increasing interior comfort and improving the fuel-air ratio.

[0011] A method according to the invention for condition-dependent ventilation of a vehicle interior is defined by claim 1. It comprises the steps of: determining, by means of a control system, the formation of a negative interior pressure in an interior while the vehicle is in motion, as an interior air mode; determining, by means of the control system, an overproduction of a harmful gas in an exhaust gas using a fuel-air ratio or an accelerator pedal position or Accelerator Position Scope (APS) in an air conditioning system; considering the fulfillment of the formation of the negative interior pressure and the fulfillment of the overproduction of the harmful exhaust gas as a trigger condition and mixing outside air into the interior in order to mitigate the negative interior pressure in the interior air mode.to mitigate; and after mixing in the outside air, considering the failure to meet the overproduction of harmful exhaust gas as a cancellation condition and inhibiting the outside air. Before establishing the negative cabin pressure and determining the overproduction of harmful gas in the exhaust, it includes checking using exhaust emission data, a DPS and vehicle speed, together with a fuel-air ratio, an APS, a catalyst temperature, a coolant temperature, an LNT front end temperature, a DPF regeneration, an EGR load and an SCR front end temperature; and determining whether an operating status of the air conditioning system is in cabin air mode.The fuel-air ratio, APS, catalyst temperature, coolant temperature, LNT front end temperature, DPF regeneration, EGR load and SCR front end temperature can be classified as a production factor of the harmful gas.

[0012] Dependent claims relate to preferred embodiments. In one exemplary embodiment, outside air is introduced through a flap of the air conditioning system, and the plate opens only for a partial area of ​​the total opening area.

[0013] One exemplary embodiment considers the determination of the formation of negative interior pressure at a vehicle speed as the condition for the formation of negative interior pressure; the vehicle speed, defining a threshold vehicle speed which is recorded according to the vehicle's movement, is classified as fulfilling and not fulfilling the condition of forming negative interior pressure; and the vehicle speed when fulfilled is set higher than when not fulfilled.

[0014] In one exemplary embodiment, the harmful gas that is produced in excess with respect to both the fuel-air ratio and the APS (Air-fuel ratio) is defined as the harmful gas overproduction condition: CO; the fuel-air ratio or the APS is classified as meeting or not meeting the harmful gas overproduction condition; and the fuel-air ratio is set lower when the condition is met than when it is not, and the APS is set higher when the condition is met than when it is not. The inhibition of outside air according to the non-fulfillment of the harmful gas overproduction condition is delayed by a timer count after the non-fulfillment.

[0015] In an exemplary embodiment, the condition of overproduction of the harmful gas further includes a catalyst temperature, a coolant temperature, an LNT upstream temperature, a DPF regeneration, an EGR load, and an SCR upstream temperature; the catalyst temperature or the coolant temperature considers HC as the overproduced harmful gas, the LNT upstream temperature or the DPF regeneration or the EGR load relates to NO x as the excessively produced harmful gas, and the SCR front-end temperature affects NH3 as the excessively produced harmful gas.

[0016] In an exemplary embodiment, the catalyst temperature and the cooling water temperature are classified as fulfilling and not fulfilling the condition of overproduction of the harmful gas; the catalyst temperature when fulfilled is set lower than when not fulfilled, and the cooling water temperature when fulfilled is set lower than when not fulfilled; and the inhibition of outside air according to the non-fulfillment of the condition of overproduction of the harmful gas is carried out without time delay after the non-fulfillment.

[0017] As an exemplary embodiment, the LNT front-end temperature, DPF regeneration, and EGR load are classified as meeting or failing to meet the harmful gas overproduction condition; the LNT front-end temperature is set lower when the condition is met than when it is not; DPF regeneration is set to be active when the condition is met, while it is set to be stopped when it is not met; and the EGR load is set lower when the condition is met than when it is not met; and the inhibition of outside air according to the failure to meet the harmful gas overproduction condition is carried out without a time delay after the failure.

[0018] In an exemplary embodiment, the SCR upstream temperature is classified as meeting or not meeting the condition of overproduction of the harmful gas; the SCR upstream temperature is set higher when the condition is met than when it is not met; and the inhibition of the outside air according to the non-meeting of the condition of overproduction of the harmful gas is carried out without a time delay after the non-meeting.

[0019] Furthermore, according to the present disclosure, a vehicle, in order to achieve the aforementioned objective, has a control system configured to introduce outside air into an interior space under a condition of negative interior pressure and a condition of the production of a harmful gas in an exhaust gas, wherein the condition of negative interior pressure is mitigated; and an air conditioning system configured to operate in an interior air mode or an outside air mode, and configured to introduce outside air into the interior space by opening a flap or door; and an exhaust line through which exhaust gas generated in an engine flows, together with EGR gas supplied by the EGR, and a catalyst suitable for removing the harmful gas, and a post-treatment device.

[0020] In one exemplary embodiment, the flap introduces the outside air by means of 3% of a total opening area or a total opening surface.

[0021] According to an exemplary embodiment, the control system includes an EMS that controls the motor, and an air conditioning control system with a ventilation map relating to an opening area of ​​the flap, and for controlling the air conditioning system and the flap.

[0022] As an exemplary embodiment, the catalyst is a WCC or a UCC, and the post-treatment device is designed as an LNT, a DPF and an SCR.

[0023] The vehicle according to the present disclosure implements a logic for ventilating the vehicle interior, which is linked to conditions for triggering and canceling, in addition to speed sensitivity, thereby achieving the following advantages and effects.

[0024] Firstly, regarding one aspect of the effect of reducing the introduction of an exhaust gas, it is possible to introduce CO, HC, NO. x, To effectively prevent NH3 and H2S from entering the passenger compartment via exhaust gases, thereby improving passenger safety with regard to CO.

[0025] Secondly, with regard to one aspect of an engine characteristic, it is possible to introduce outside air at the exact emission time of CO, HC, NO. x, to execute NH3 and H3S, thereby optimizing the introduction of exhaust gas in relation to the gasoline engine and the diesel engine, so that the emission duration and degree of harmful gases are different.

[0026] Thirdly, in terms of improving air conditioning comfort, it is possible to prevent the frequency of introducing outside air into the interior pressure at high vehicle speeds and to prevent side effects due to mixing high-temperature / high-humidity outside air in summer and introducing cold external air in winter, thereby improving interior air conditioning comfort and eliminating customer dissatisfaction.

[0027] Fourthly, with regard to an aspect of improving air conditioning energy consumption, it is possible to prevent an increase in the average compressor load of a cooling air conditioning system by reducing the frequency of outside air mixing, thereby improving the fuel-air ratio by reducing fuel consumption; and in particular, not to perform the logic input under a severe driving condition, such as rain on the road, thereby maintaining air conditioning energy consumption under essentially the same conditions as if the logic were not executed.

[0028] Fifthly, according to a vehicle design, it is possible to achieve water resistance and to prevent exhaust gas leakage by using an electrical circuit board pin connector and the logic of mixing a partial outside air, which is easily implemented even in precarious conditions for the vehicle; and in particular, to improve the deterioration of exhaust gas leakage due to the deterioration of a plastic such as a weather strip, and the like, thereby developing robustness of exhaust gas leakage and improving service life.

[0029] Sixthly, with regard to a cost aspect, it is possible to remove a majority of circuit board hole drain plugs, which is structurally used in a top-down exhaust system component used in a vehicle, or in a vehicle with exhaust where less than 1 ppm is introduced, by introducing an outside air intake logic, which therefore leads to cost savings in the vehicle, so that the probability of exhaust being introduced is low. Brief description of the characters Fig. 1 and Fig. Figure 2 is a flowchart showing a method for condition-dependent or conditional vehicle speed-sensitive ventilation of a vehicle interior according to an exemplary embodiment of the present disclosure. Fig. Figure 3 is a view showing an embodiment of a vehicle which performs conditional vehicle speed-sensitive ventilation of the vehicle interior according to an exemplary embodiment of the present disclosure. Fig. Figure 4 is a view showing a logic for determining an input condition for inhibiting a harmful gas according to an exemplary embodiment of the present disclosure. Fig. Figure 5 is a view that shows a logic for determining an extinguishing condition for inhibiting a harmful gas according to an exemplary embodiment of the present disclosure. Fig. Figure 6 is a diagram showing a measure of the exhaust gas in the vehicle interior, wherein the method for conditional, vehicle speed-sensitive ventilation of the vehicle interior is carried out according to an exemplary embodiment of the present disclosure. Description of specific embodiments.

[0030] Reference is now made to the accompanying figures, which show preferred embodiments of the present disclosure, and to the description of the accompanying figures in order to fully explain the present disclosure, explaining the operational advantages of the present disclosure and the objectives that are achieved by carrying out the present disclosure.

[0031] Referring to Fig. 1 and Fig. 2 comprises a method for ventilating a vehicle interior, a gas production mode S10 to S40, wherein an interior air mode of an air conditioning system is determined while a vehicle is being driven, so that an exhaust gas containing harmful substances such as CO, HC, NO is produced. x,NH3 and H2S; an excess gas mode S50 to S54, which performs ventilation by introducing outside air without overriding the interior air mode, when an overproduction condition of the harmful substance in the exhaust is met while the vehicle is being driven, creating negative interior pressure; a normal gas mode S60 to S64, which stops ventilation by blocking outside air when the vehicle is braking during ventilation and the overproduction condition of the harmful substance is lifted. As a result, the method for ventilating the vehicle interior is performed under a condition, or "conditionally," as a vehicle speed-sensitive type, which therefore eliminates side effects resulting from the frequent introduction of outside air, and blocks the introduction of CO, HC, NO3, NH3, and H2S at high speeds.In particular, it is possible to prioritize the removal of CO concentrations in the vehicle interior when outside air is introduced in excess gas mode, thus improving passenger safety with respect to CO.

[0032] With reference to Fig. 3 The vehicle 1 forms an interior space 1-1 between an engine compartment and a trunk 1-2; an exhaust pipe 4, which releases exhaust gas from an engine 2 into the air, is arranged along the floor of the vehicle body, extending from the engine compartment to the trunk 1-2; a catalyst 5, which reduces CO, HC, NO x, NH3 and H2S, which are generated as emission material (EM) and particulate matter (PM) from the exhaust gas, are cleaned and removed, and a post-treatment device is provided in the exhaust gas line 4.

[0033] As an example, the engine compartment has an air conditioning system (or flap or door) 7, which includes the engine 2, an exhaust gas recirculation (EGR) system 3, and an outside air flap 7-1 that opens and closes towards the interior 1-1; the interior 1-1 forms front and rear seats and a passenger seat; and the trunk 1-2 forms a void space that can be opened and closed by a trunk lid.

[0034] As an example, catalyst 5 removes an EM from the exhaust gas and employs a warm-up catalytic converter (WCC) or an underfloor catalytic converter (UCC). The post-treatment unit features a lean NO x -trap (Lean NO) x Trap; LNT) 6-1 on, the NO xabsorbed or concealed, which is contained in exhaust gas, by a precious metal coating of Ba or K; a diesel particulate filter (DPF) 6-2, which burns soot that is collected inside and removes PM from the exhaust gas; and a selective catalytic reduction (SCR) 6-3, which removes NO x and NH3 from the exhaust gas is removed by a reduction process. In one layout, the catalyst 5, the DPF 6-2, and the SCR 6-3 are arranged towards a rear side of the vehicle 1 along the exhaust pipe 4, with the LNT 6-1 positioned at a rear end of an exhaust manifold of the engine 2; and an operating status detection is carried out together with a temperature sensor for temperature detection.

[0035] As an example, the EGR 3 emits EGR gas at an intake manifold of the engine 2 using the emitted exhaust gas; the air conditioning system 7 performs an opening / closing of the flap 7-1 by means of a motor or actuator controlled by the controller 10, whereby air conditioning for the interior 1-1 is carried out; and it may be a heater ventilated air conditioning (HVAC) system with a heating function.

[0036] As an example, the controller 10 includes an engine management system (EMS) 20; an air conditioning controller 30; and a ventilation card 30-1; and a controller area network or control area network (CAN) communication is carried out between them.

[0037] The EMS 20 receives a value from each control element as input data, depending on the operation of engine 2 and the exhaust gas production, and detects the formation of negative interior pressure in the interior 1-1; and transmits a command to the air conditioning control 30 to introduce outside air via a CAN signal in order to block the formation of negative interior pressure. In this case, the input data includes a key on / off signal indicating that engine 2 is running / stopped; an EGR load of the EGR 3 with respect to the EGR gas supply of engine 2; an accelerator position scope (APS) acceleration position value with respect to the pressure of an accelerator pedal; a throttle position scope (TPS) or...Throttle position value in relation to the opening quantity of a throttle valve; a vehicle speed of vehicle 1; and a fuel-air ratio of engine 2, measured by an oxygen sensor; a coolant temperature; a catalyst temperature of catalyst 5, an LNT front end temperature of LNT 6-1, and an SCR front end temperature of SCR 6-3, through which the exhaust gas passes; a DPF regeneration operation of DPF 6-2; a gas concentration of the exhaust gas, detected by a sensor, and the like.

[0038] The air conditioning controller 30 controls the air conditioning system 7 using the indoor air mode and the outdoor air mode together with the on / off operation of the damper 7-1; and in particular, it controls a range or area of ​​partial outdoor air intake through the damper 7-1 by means of a damper load output depending on an outdoor air intake instruction from the controller 10. In this case, the area of ​​partial outdoor air intake is set to approximately 2-5% relative to the total opening area, which is 100%. The ventilation map 30-1 has a plurality of diagrams with which the load output value is adjusted as a function of the opening area of ​​the damper 7-1; and provides the value upon request via the CAN signal of the air conditioning system 7. In particular, the air conditioning controller 30 and the ventilation map 30-1 are integrally designed.

[0039] The procedure for ventilating the vehicle interior is then described with reference to Fig. Sections 1 to 6 are described in detail. In this case, a control unit comprises the EMS 20, the air conditioning control 30, and the ventilation card 30-1, which performs CAN communication and forms the control 10, and is generally referred to as a control 10. A control target is the flap 7-1, which is controlled by a motor or actuator of the air conditioning system 7.

[0040] Control of the vehicle interior ventilation and control unit 10 is carried out through the gas production mode, the excess gas mode and the normal gas mode.

[0041] First, the gas production mode of control 10 includes checking emission data of an exhaust gas depending on the operation of the engine S10; classifying a production factor of a harmful substance S20; checking an operating mode of the air conditioning system S30; and determining an interior air mode S40; and production of the exhaust gas of the driven vehicle and an operating status of the interior air mode of the air conditioning system are confirmed by the gas production mode.

[0042] With reference to Fig. 3. The EMS 20 checks the exhaust emission data as a function of engine operation in S10, a vehicle speed, a fuel-air ratio, a coolant temperature, an EGR load, an APS, a TPS, a vehicle speed of vehicle 1, a gas concentration, a catalyst temperature, an LNT upstream temperature, a DPF regeneration, an SCR upstream temperature, and the like; and classifies by the production factor of the harmful substance in S20 a fuel-air ratio, an APS, a catalyst temperature, a coolant temperature, an LNT upstream temperature, a DPF regeneration, an EGR load, and an SCR upstream temperature. As an example, the classification of the production factor of the harmful substance is into a CO factor using the fuel-air ratio and the APS S21; an HC factor using the catalyst temperature and the coolant temperature S22; a NO x-factor using the LNT front-end temperature, DPF regeneration, and EGR load S23; and an NH3 factor using the SCR front-end temperature S24. And the EMS 20 checks the operating mode of the air conditioning system 7 in S30 via the air conditioning control unit 30 and CAN communication; and determines whether the operating mode is in an indoor air mode or not. As a result, the EMS 20 returns to S10 if the air conditioning system 7 is not in indoor air mode; and repeats the same step, while it enters excess gas mode if it is in indoor air mode.

[0043] Next, the excess gas mode of control 10 includes determining an input condition for blocking the harmful gas S50; determining a threshold vehicle speed S51; determining whether the CO overproduction condition S52 is met, followed by opening the outside air flap to reduce CO S52-1; and determining whether the HC / NO overproduction condition is met. x and NH3, S53, each followed by determining an opening of an outside air flap relative to other S53-1; and opening the door S54; and ventilation is carried out, from the excess gas mode, by introducing outside air without canceling the inside air mode after determining a formation of negative interior pressure and fulfilling the condition of overproduction of the harmful material depending on the vehicle driving.

[0044] In particular, the control unit 10 preferably blocks CO instead of blocking HC, NO. xand NH3; if only CO is considered necessary, determining the input condition for blocking the harmful gas S50 can be simplified for S51, S52, S52-1, and S54. The possibility of changing the logic serves convenience, which accounts for a difference in the production quantity of the harmful substance, easily reflected in a vehicle model.

[0045] With reference to Fig. 3. In S51, EMS 20 determines whether the movement of vehicle 1 is a condition that can create a negative interior pressure in the interior 1-1. As an example, the condition for the creation of negative interior pressure uses a vehicle speed defined as a threshold vehicle speed and is set according to the following equation.

[0046] Condition for the formation of negative indoor pressure: Vehicle speed≥Vgo km / h.

[0047] According to this definition, "vehicle speed" refers to a threshold vehicle speed that is recorded depending on the journey of vehicle 1; the "V go “It sets approximately 120 km / h, which is considered an aerodynamic aspect of vehicle speed for creating negative interior pressure; however, it is possible to use a predetermined value taking into account the vehicle's usage 1 and the interior density 1-1. The “≥” denotes an inequality representing the magnitude of two values, and the “vehicle speed ≥ V” go km / h denotes a value that is greater than the vehicle speed V go , which is set as the detected vehicle speed.

[0048] As a result, the EMS 20 returns to S10 if the threshold vehicle speed detected in vehicle 1, which is now driving, is less than 120 km / h (V go) and repeats the same step while determining whether the CO₂ overproduction condition is met when the threshold vehicle speed is greater than 120 km / h (V go ).

[0049] With reference to Fig. 4. In S52, the EMS 20 sets a fuel-air ratio and an APS as a CO factor and performs the determination of the fuel-air ratio S521 and the determination of the APS S522 respectively. Accordingly, the determination of the input condition of the CO factor is set according to the following equation. Equation of the input condition of the CO factor

[0050] Fuel-air ratio condition: Fuel-air ratio <a, APS−Bedingung:APS≥b%

[0051] According to this, the “fuel-air ratio” denotes a predetermined fuel-air ratio for triggering; the “APS” denotes the depressing of a predetermined accelerator pedal for triggering; the “b” denotes approximately 80% of an initially predetermined APS; the “<” denotes a sign of inequality representing magnitudes of two values, and the “fuel-air ratio < 1.0” means that the detected fuel-air ratio is less than 1.

[0052] As a result, EMS 20 determines that the condition of CO overproduction and S523 is met if the predetermined fuel-air ratio for triggering is less than 1.0 or the predetermined APS for triggering is greater than 80%; and initiates the opening of the outside air flap against CO S52-1, which is controlled by the air conditioning control 30, when the CO overproduction condition is met, while it determines whether the overproduction condition is met with respect to HC and NO, respectively. x, and NH3 S53 switches through the EMS 20 if the CO overproduction condition is not met.

[0053] Furthermore, the EMS 20 in S53 uses the catalyst temperature and the coolant temperature as an HC factor; the LNT front end temperature, the DPF regeneration, and the EGR load as an NO factor. x-factor; and the SCR upstream temperature as an NH3 factor; and performs a determination of the catalyst temperature S531; a determination of the coolant temperature S532; a determination of the LNT upstream temperature S534, a determination of the DPF regeneration S535, and a determination of the EGR load S536; and a determination of the SCR upstream temperature S538. Accordingly, the determination of the input condition of the HC factor, the NO x The -factor and the NH3 factor are each determined according to the following equation. Equation of the input condition of the HC factor Catalyst temperature condition: catalyst temperature < c, cooling water temperature condition: cooling water temperature < d Equation of the input condition of the NO x -factor LNT front-end temperature condition: LNT front-end temperature < e DPF regeneration condition: DPF regeneration = ON (regeneration mode) EGR load condition: EGR load = f Equation of the input condition of the NH3 factor SCR front-end temperature condition: SCR front-end temperature ≥ g

[0054] In this document, "catalyst temperature" refers to a predetermined trigger temperature of catalyst 5; "c" denotes approximately 150°C as a predetermined trigger temperature of catalyst; "coolant temperature" refers to a predetermined trigger temperature of engine 2's coolant; "d" denotes approximately 70°C as a predetermined trigger temperature of engine coolant; "LNT front end temperature" refers to a predetermined trigger temperature of LNT 6-1; "e" denotes approximately 160°C as a predetermined trigger temperature of LNT 6-1; and "DPF regeneration" refers, as "during regeneration," to an on signal as an operating status of DPF 6-2; "EGR load" refers to a predetermined trigger EGR load; "SCR front end temperature" refers to a predetermined trigger SCR front end temperature of SCR 6-3; and the "e" indicates approximately 300°C as a predetermined trigger temperature.

[0055] As a result, the EMS 20 determines that the condition of HC overproduction is met, as with S533, if the predetermined catalyst temperature for triggering is less than 150°C or the predetermined cooling water temperature for triggering is less than 70°C; determined that the condition of NO overproduction is met. x, as in S537, if the predetermined LNT front end temperature for triggering is less than 160°C, DPF regeneration is in operation, or the EGR load is 0%; and determined as the fulfillment of the NH3 overproduction condition, as in S539, if the predetermined SCR front end temperature for triggering is more than 300°C. Next, the EMS 20 enters into opening the outside air flap relative to other S53-1, which is controlled by the air conditioning control 30 with respect to each of the HC, NO overproduction conditions. xand NH3 are controlled. On the other hand, the EMS 20 returns information to S10 regarding each of the conditions of fulfillment of the CO overproduction condition, the HC overproduction condition, and the NO overproduction condition. x and the failure to meet the condition of overproduction of NH3 and repeats the same step through the EMS 20.

[0056] Then the air conditioning control 30 associated with EMS 20 is directed to open the outside air flap against CO S52-1 or the outside air flap against other S53-1; and controls the flap, as does S54. As an example, the flap control uses the following equation with respect to the flap opening area. Equation of flap control Door opening area=Dopen_area%

[0057] Herein, the “door opening area” refers to a measured opening area of ​​the door in door 7-1 or flap 7-1; the D open_area designates approximately 3% to 100% of the opening area of ​​flap 7-1 as a predetermined opening area of ​​the door.

[0058] With reference to Fig. 3. EMS 20 transmits an instruction to the air conditioning control unit 30 to introduce outside air via a CAN signal, bringing the air conditioning control unit 30 into an operating state. The air conditioning control unit 30 then adjusts an output value for the flap load identical to the instruction to introduce outside air and the ventilation card 30-1 and outputs it to flap 7-1 of the air conditioning system 7. The air conditioning control unit 30 then controls the opening operation of flap 7-1, as specified in S54-1, until flap 7-1 reaches 3% of the predetermined flap opening value in S54.

[0059] As a result, the interior space 1-1 of vehicle 1 does not develop a negative interior pressure through mixing with outside air, and therefore CO, HC, NO are possibly present. x and NH3 not introduced under a vehicle 1 driving condition that results in excessive CO, HC, NO x and NH3 is produced, so passenger safety is not threatened.

[0060] Then, the normal gas mode of control 10 includes determining a no-damage gas blocking condition S60; determining a vehicle speed below a threshold S61; determining the fulfillment of the CO overproduction no-damage condition S62, followed by a time delay S62-1; determining the fulfillment of the overproduction no-damage condition with respect to each of HC, NO xand NH3 S63; and closing of the flap S64; and the interior air mode, which blocks mixing with outside air, is maintained by the normal gas mode without any disturbing formation of negative interior pressure during vehicle travel.

[0061] In particular, the control unit 10 divides the data into CO and HC, NO. x, NH3 and the blocking of outside air are carried out jointly, and if only CO is required, determining the lifting condition for blocking the harmful gas S60 can be simplified to S61, S62, S62-1 and S64. The possibility of changing the logic serves convenience, making it easy to reflect the production quantity of the harmful gas depending on a vehicle model.

[0062] With reference to Fig. 2. In S61, EMS 20 determines whether the movement of vehicle 1 is a condition for establishing negative interior pressure in interior 1-1. In one example, the condition for not establishing negative interior pressure is a vehicle speed, defined as a vehicle speed below a threshold, and is determined according to the following equation.

[0063] Cancellation condition of negative indoor pressure: Vehicle speed <Vstop km / h

[0064] In this context, "vehicle speed" refers to a vehicle speed below a threshold value, which is recorded depending on the journey of vehicle 1; the "V stop“ denotes approximately 110 km / h per hour, taking into account the aerodynamic aspect of vehicle speed to avoid negative interior pressure. However, it is possible to use a predetermined value, considering a vehicle specification 1 and an interior density 1-1. The “<” denotes a sign of inequality, representing the magnitudes of two values; and the “vehicle speed < V stop “ means that the detected vehicle speed is lower than the predetermined vehicle speed V stop .

[0065] As a result, the EMS 20 switches to closing the flap S64, controlled by the climate control unit 30, when the detected vehicle speed is below the threshold of the moving vehicle 1 and is less than 110 km / h (V stop ).

[0066] Closing flap S64 immediately switches flap 7-1 to OFF by the air conditioning control 30, which receives a closing instruction for the flap according to a signal of the fulfillment of the cancellation condition of the overproduction of CO in the EMS 20 by the CAN signal, which therefore stops the mixing of outside air with respect to the interior 1-1.

[0067] On the other hand, EMS 20 proceeds to determine the fulfillment of the cancellation condition of the overproduction of CO S62 if the recorded vehicle speed is below the threshold of the moving vehicle 1 and is greater than 110 km / h (V stop) .

[0068] With reference to Fig. In step 5, EMS 20 sets a fuel-air ratio and an APS as the CO factor in S62 and performs the determination of the fuel-air ratio S611 and the determination of the APS S612, respectively. Accordingly, the determination of the CO factor cancellation condition is defined according to the following equation. Equation of the cancellation condition of the CO factor

[0069] Fuel-air ratio condition: Fuel-air ratio ≥ aa, APS condition: APS <bb%

[0070] In this context, "fuel-air ratio" refers to a detected fuel-air ratio; "aa" sets 1.0 as a predetermined fuel-air ratio; "APS" refers to a detected depressor pedal movement; and "bb" refers to approximately 70% as a predetermined APS.

[0071] As a result, the EMS 20 determines whether the cancellation condition for CO overproduction is met if the fuel-air ratio is greater than 1.0 or the APS is less than 70%, and then switches to closing flap S64 after the time delay S62-1, which is controlled by the air conditioning control 30.

[0072] For the time delay S62-1, the following equation is used with the aid of a timer. Timer activation condition Time delay, T delay seconds

[0073] Here, the “time delay” refers to the number of times a measuring time cue is used; the “T delay “ sets approximately 5 seconds as the predetermined number of a timer, but it is possible to use a predetermined value taking into account the specification of the vehicle 1 and the density of the interior 1-1 together.

[0074] As a result, the air conditioning control unit 30 maintains a flap-open status for 5 seconds at the time the flap closing instruction is received. a CAN signal depending on a signal of the fulfillment of the cancellation condition of the overproduction of CO in the EMS 20 is received.

[0075] Closing flap S64 switches flap 7-1 OFF by the air conditioning control 30 at the time 5 seconds are reached and stops the mixing of outside air with respect to the interior 1-1.

[0076] Furthermore, the EMS 20 in S63 uses the catalyst temperature and the coolant temperature as an HC factor; the LNT front end temperature, the DPF regeneration, and the EGR load as an NO factor. x -factor; and the SCR front end temperature as an NH3 factor; determines a cancellation condition with respect to all of these and returns information to S61 while maintaining flap opening, as with S63-1 if the cancellation condition is not met; and continues to determine a vehicle speed condition.

[0077] With reference to Fig. 5 in the EMS 20 sets the cancellation condition of the HC factor, the determination of the catalyst temperature S631, the determination of the cooling water temperature S632, and the cancellation condition of the NO x The -factor uses the determination of the LNT front-end temperature S633, the determination of the DPF regeneration S634, and the determination of the EGR load S635; and the cancellation condition of the NH3 factor uses the determination of the SCR front-end temperature S638. Accordingly, the cancellation conditions of the HC factor and the NO x The -factor and the NH3 factor are each determined according to the following equations. Equation of the cancellation conditions of the HC factor

[0078] Catalyst temperature conditions: Catalyst temperature ≥ cc, cooling water temperature condition: cooling water temperature ≥ dd Equation of the input condition of the NO x -factor LNT front-end temperature condition: LNT front-end temperature ≥ ee DPF regeneration condition: DPF regeneration = OFF (regeneration stopped) EGR load condition: EGR load = ff Equation of the input condition of the NH3 factor STR front-end temperature condition: SCR front-end temperature < gg

[0079] Herein, "catalyst temperature" refers to a predetermined trigger temperature of catalyst 5; "cc" denotes approximately 160°C as a predetermined trigger temperature of catalyst; "coolant temperature" refers to a predetermined trigger temperature of engine 2; "dd" denotes approximately 75°C as a predetermined trigger temperature of engine coolant; and "LNT front end temperature" refers to a predetermined trigger temperature of LNT 6-1; "e" denotes approximately 170°C as a predetermined trigger temperature of LNT 6-1; "DPF regeneration" uses an OFF signal as an operating status of DPF 6-2 to stop regeneration; "EGR load" refers to a predetermined trigger load of EGR 3; "ff" sets 1% as a predetermined trigger load of EGR; The “SCR front end temperature” refers to a quenching-detected SCR front end temperature of the SCR 6-3;and the "gg" sets approximately 290°C as a predetermined trigger temperature.

[0080] As a result, the EMS 20 determines that the cancellation condition for overproduction of HC is met if the cancellation catalyst temperature is higher than 160°C or the cancellation cooling water temperature is higher than 75°C; determined that the cancellation condition for overproduction of NO is met. x, If the LNT upstream temperature is higher than 170°C, DPF regeneration is in a stopped state, or the EGR load is 1%, the system will shut down. The overproduction of NH3 is also determined to be fulfilled, as in S638, if the SCR upstream temperature is lower than 290°C. Next, EMS 20 switches to closing flap S64, controlled by the air conditioning control unit 30, with respect to the overproduction of HC and NOx cancellation conditions. x and NH3.

[0081] Closing flap S64 switches flap 7-1 to OFF by the air conditioning control 30, which receives a closing instruction for the flap according to the signal of the filling of the cancellation condition of the overproduction of CO in the EMS 20 by the CAN signal, which therefore stops a mixing of the outside air with respect to the interior 1-1.

[0082] Then, control unit 10 continuously executes the logic for ventilating the vehicle interior until the engine stops (S70), and is reset to an original state when the engine stops.

[0083] However, Fig.6 a diagram showing the measured exhaust gas of the interior 1-1 and the trunk 1-2 when the flap 7-1 of the air conditioning system 7 opens by 3% when the 4-door vehicle 1 is traveling at a high speed of 120 km / h; a fuel-air ratio is less than 1.0 or an APS is greater than 80%; or a catalyst temperature is less than 150°C and a coolant temperature is less than 70°C; or an LNT front end temperature is less than 160°C, a DPF regeneration is in operation or an EGR load is 0%; or an SCR front end temperature is greater than 300°C.

[0084] As shown, it has been experimentally proven that although vehicle 1 is operating under conditions of overproduction of CO, HC, NO x and NH3, concentrations of CO, HC, NO x and NH3 of the interior 1-1 and the trunk 1-2 are maintained at less than 5 ppm (5 parts per million).

[0085] As described above, the method for ventilating the vehicle interior according to the present disclosure introduces outside air into the interior 1-1 in an interior air mode and inhibits or blocks the formation of negative interior pressure when the control 10, which confirms the interior air mode of the air conditioning system 7, confirms that the vehicle 1's driving speed reaches 120 km / h, as a condition for the formation of negative interior pressure in the interior 1-1, and then confirms the condition of overproduction of the harmful gas in the exhaust, thus preventing the introduction of the excessively produced harmful gas from the trunk 1-2 into the interior 1-1; and when the vehicle 1's driving speed is reduced to 110 km / h or the condition of overproduction of the harmful gas is not confirmed, the introduction of outside air into the interior 1-1 is stopped.As a result, even when driving at a high speed of approximately 120 km / h, vehicle 1 inhibits the inward introduction of CO, HC, NO. x, NH3 and H2S effectively, and also eliminates side effects due to frequent introduction of outside air, thus increasing passenger safety, resolving customer dissatisfaction, improving interior comfort and improving the fuel-air ratio; and in particular, it is possible to reduce or eliminate a component that is additionally used, thus also improving cost savings.

Claims

[1] Method for ventilating an interior (1-1) of a vehicle (1), comprising the steps: Determine, by means of a control (10), a formation of a negative interior pressure in the interior (1-1) while a journey of the vehicle (1) is maintained, as an interior air mode; Determine (S50), by means of the control (10), an overproduction of a harmful gas in an exhaust gas using a fuel-air ratio or an acceleration position value (APS), determining a pressure quantity of an accelerator pedal, in an air conditioning system (7); Consider (S52, S53) the fulfillment of the formation of negative indoor pressure and the fulfillment of the overproduction of the harmful gas as a triggering condition, and mix outside air into the indoor space (1-1) in order to reduce the negative indoor pressure in the indoor air mode; and after mixing the outside air, taking into account (S60) the non-fulfillment of the overproduction of the harmful gas as a cancellation condition and blocking the outside air; Before the step of determining the formation of negative cabin pressure and determining the overproduction of the harmful gas in the exhaust gas, a throttle position value (DPS) and a vehicle speed are checked together with a fuel-air ratio, the acceleration position value (APS), a catalyst temperature, a coolant temperature, and a lean NO x -LNT front end temperature, diesel particulate filter (DPF) regeneration, exhaust gas recirculation (EGR) load and selective catalytic reducer (SCR) front end temperature using exhaust emission data; and determine (S40) whether an operating status of the air conditioning system (7) is in the indoor air mode. [2] Method for ventilating the interior (1-1) of the vehicle (1) according to claim 1, wherein the outside air is introduced into a flap (7-1) of the air conditioning system (7). [3] Method for ventilating the interior (1-1) of the vehicle (1) according to claim 2, wherein the flap (7-1) opens only a partial area of ​​a total opening area. [4] Method for ventilating the interior (1-1) of the vehicle (1) according to one of the preceding claims, wherein the step of determining the formation of the negative interior pressure takes into account a vehicle speed as a condition for the formation of the negative interior pressure (S51). [5] Method for ventilating the interior (1-1) of the vehicle (1) according to claim 4, wherein the vehicle speed, defining a threshold vehicle speed which is detected as a function of the vehicle's (1) journey, is classified as fulfilling and not fulfilling the condition of the formation of negative interior pressure; and the vehicle speed is set higher when the condition is fulfilled than when it is not fulfilled. [6] Method for ventilating the interior (1-1) of the vehicle (1) according to one of the preceding claims, wherein the harmful gas is CO. [7] A method for ventilating the interior (1-1) of the vehicle (1) according to any one of the preceding claims, wherein the fuel-air ratio or the acceleration position value (APS) is classified as meeting or not meeting the condition of overproduction of the harmful gas; wherein the fuel-air ratio is set lower when the condition is met than when it is not met; and the The Acceleration Position Value (APS) is set higher when the requirement is met than when it is not. [8] Method for ventilating the interior (1-1) of the vehicle (1) according to one of the preceding claims, wherein the blocking of the outside air according to the failure to meet the condition of overproduction of the harmful gas is delayed in time (S62-1). [9] Method for ventilating the interior (1-1) of the vehicle (1) according to claim 8, wherein the time delay is a timer count. [10] Method for ventilating the interior (1-1) of the vehicle (1) according to one of the preceding claims, wherein the condition of overproduction of the harmful gas further includes a catalyst temperature, a coolant temperature, a lean NO x-LNT front end temperature, diesel particulate filter (DPF) regeneration, exhaust gas recirculation (EGR) load, selective catalytic reduction (SCR) front end temperature, and considers the catalyst temperature or coolant temperature as the excess gas produced, the lean NO x -LNT front end temperature or diesel particulate filter (DPF) regeneration or exhaust gas recirculation (EGR) load NO x as the excessively produced harmful gas is taken into account, and the SCR front end temperature NH3 is taken into account as the excessively produced gas. [11] A method for ventilating the interior (1-1) of the vehicle (1) according to claim 10, wherein the catalyst temperature and the coolant temperature are classified as fulfilling and not fulfilling the condition of overproduction of the harmful gas; the catalyst temperature is set lower when fulfilled than when not fulfilled and the coolant temperature is set lower when fulfilled than when not fulfilled; and the blocking of the outside air according to the non-fulfillment of the condition of overproduction of the harmful gas is carried out without a time delay after non-fulfillment. [12] A method for ventilating the interior (1-1) of the vehicle (1) according to claim 10 or 11, wherein the LNT front-end temperature, the DPF regeneration, and the EGR load are classified as meeting or not meeting the harmful gas overproduction condition; the LNT front-end temperature is set lower when the condition is met than when it is not met; the DPF regeneration is set to be in operation when the condition is met, while it is stopped when the condition is not met; and the EGR load is set lower when the condition is met than when it is not met; and the outside air is blocked according to the harmful gas overproduction condition without a time delay after the condition is not met. [13] Method for ventilating the interior (1-1) of the vehicle (1) according to claim 12, wherein the EGR load 0% is taken into account as fulfillment. [14] Method for ventilating the interior (1-1) of the vehicle (1) according to any one of claims 10 to 13, wherein the SCR front-end temperature is classified into fulfilling and non-fulfilling the condition of overproduction of the harmful gas, the SCR front-end temperature is set higher when fulfilling than when not fulfilling, and the blocking of outside air according to the non-fulfillment of the condition of overproduction of the harmful gas is carried out without a time delay after non-fulfillment. [15] Method for ventilating the interior (1-1) of the vehicle (1) according to claim 1, wherein the fuel-air ratio, the acceleration position value (APS), the catalyst temperature, the coolant temperature, the LNT front end temperature, the DPF regeneration, the EGR load and the SCR front end temperature are classified in a production factor of the harmful gas. [16] Vehicle (1), with: a control (10) which is configured to carry out the method according to claim 1, wherein the control (10) is configured to introduce outside air into an interior space (1-1) under a condition of the formation of a negative interior pressure and a condition of overproduction of a harmful gas in an exhaust gas and to reduce the condition of the formation of the negative interior pressure; an air conditioning system (7) which is configured to operate in an indoor air mode or an outdoor air mode and to introduce outside air into the interior by opening a flap (7-1); and an exhaust line (4) which carries the exhaust gas produced in an engine (2) with an exhaust gas recirculation (EGR) gas supplied by the exhaust gas recirculation (EGR) (3), and with a catalyst (5) which removes the harmful gas, and a post-treatment device. [17] Vehicle (1) according to claim 16, wherein the flap (7-1) introduces outside air by means of 3% of a total opening area. [18] Vehicle (1) according to claim 16 or 17, wherein the control unit (10) comprises an engine management system (EMS) (20) which is configured to control the engine (2) and an air conditioning control unit (30) with a ventilation map (30-1) in respect of an opening area of ​​the flap (7-1), and which is configured to control the air conditioning system (7) and the flap (7-1). [19] Vehicle (1) according to any one of claims 16 to 18, wherein the catalyst (5) is a Warm Up Catalytic Converter (WCC) or an Underfloor Catalytic Converter (UCC) and the post-treatment device is a lean NO x -trap (LNT) (6-1), a diesel particulate filter (DPF) (6-2) or a selective catalytic reducer (SCR) (6-3) is formed.

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