Method for operating an ionization device of a motor vehicle and motor vehicle comprising an ionization device

Abstract

Method for operating a heating device (13) and / or an ionization device (15) of a motor vehicle (1), wherein the motor vehicle (1) comprises at least one ventilation device (2) by means of which at least one airflow (3, 8) is generated, which is tempered by means of at least one electric heating device (13) and ionized by means of at least one ionization device (15) and is directed via at least one air guidance device (5) into a passenger compartment (4) of the motor vehicle (1), wherein the operation of the ionization device (15) is controlled depending on at least one detected or determined operating information (24) relating to the operation of the heating device (13) or vice versa.

Description

[0001] The present invention relates to a method for operating an ionization device of a motor vehicle, wherein the motor vehicle comprises at least one ventilation device, by means of which at least one air flow is generated, which is tempered by means of at least one electrical heating device and ionized by means of at least one ionization device and guided into a passenger compartment of the motor vehicle via at least one air guiding device. Furthermore, the present invention relates to a motor vehicle comprising at least one ventilation device, wherein at least one air flow generated by the ventilation device can be tempered by means of at least one electrical heating device and ionized by means of at least one ionization device and guided into a passenger compartment of the motor vehicle via at least one air guiding device.

[0002] Ventilation systems, especially air conditioning systems, in modern motor vehicles often include ionization devices that ionize the air introduced into the passenger compartment. The ionization device, which can also be referred to as an ionizer, generates ions, particularly oxygen ions, in the air. These ions can bind dust particles, thus achieving a cleaning effect through the ionization device.

[0003] In motor vehicles with combustion engines, waste heat from the combustion engine is usually used to heat the passenger compartment. However, this concept is not fully applicable to hybrid and electric vehicles, where traction torque is generated by an electric motor. The waste heat generated by the electric motor is typically insufficient for this purpose. In this case, a heating device with, for example, a PTC thermistor as a heating element is often used instead. Electrical current to the heating element converts electrical energy into heat energy to heat the air in the passenger compartment.

[0004] DE 10 2012 220 501 A1 discloses an ionizer for ionizing an air stream. The ionizer comprises an ionizer satellite with multiple electrodes, an electrode heater, e.g., designed as a PTC thermistor, and a voltage sensor for monitoring a voltage applied to the electrodes. Furthermore, the ionizer comprises a device with multiple control units for controlling the components of the ionizer satellite. The ionizer satellite and the device are connected to each other via a cable.

[0005] Another concept involving an ionizer is known from DE 10 2014 005 955 A1. To prevent the generation of ozone, the ionizer detects whether an airflow is currently present. If this is not the case, the ionizer is switched off. For this detection, the air temperature is compared with a target temperature, which corresponds, for example, to the set temperature of an air conditioning system, from which it is determined whether the airflow is currently present.

[0006] The present invention has for its object to provide an improved concept in connection with a motor vehicle having an electric heating device and an ionization device.

[0007] According to the invention, the object is achieved in a method of the type mentioned at the outset in that the operation of the ionization device is controlled as a function of at least one detected or determined item of operating information relating to the operation of the heating device, or vice versa.

[0008] The invention is based on the finding that, when a heating device and an ionization device are operated simultaneously, the operation of the ionization device can be impaired due to the operation of the heating device. This effect, which has been identified in particular through testing, could be due to the fact that high heating powers are typically implemented during operation of the heating device, resulting in high electrical currents and voltages that could influence the operation of the ionization device. For example, it has been observed in a motor vehicle with an electrical heating device and an ionization device that, in extreme cases, it is not possible to generate ions using the ionization device when the heating device is operating.

[0009] Such negative influences are more pronounced the smaller the distance between the heating device and the ionization device. This problem therefore occurs more frequently in pairs comprising a heating device and an ionization device, in which these devices are arranged, particularly directly adjacent to one another, or at a short distance from one another. Thus, the motor vehicle can have at least one pair comprising a heating device and an ionization device, wherein the operation of this ionization device is controlled as a function of the at least one piece of operating information relating to the operation of this heating device, or vice versa.

[0010] In the present invention, knowledge of the existence of the influence just explained is used to reduce the corresponding negative effects or, ideally, to avoid them. Accordingly, a concept is implemented in which at least one parameter, in particular at least one control or measurement parameter, relating to the operation of the heating device is used as a, particularly additional, control basis for at least one parameter, in particular at least one control parameter, relating to the operation of the ionization device, or vice versa. Thus, the operation of the ionization device can be adapted to the operation of the heating device, or vice versa, in order to be able to implement a desired generation of ions as desired as possible.

[0011] In principle, in most cases the heating process will have a higher priority than the ionization process. This means that the operation of the ionization device is preferably controlled as a function of the at least one piece of operating information relating to the operation of the heating device. In principle, however, the reverse case is also conceivable, in which the operation of the heating device is controlled as a function of the at least one piece of operating information relating to the operation of the ionization device. Finally, it is also conceivable that both cases are realized, i.e. that the operation of the ionization device is controlled as a function of the at least one piece of operating information relating to the operation of the heating device, and that the operation of the heating device is controlled as a function of the at least one piece of operating information relating to the operation of the ionization device.All aspects or possible features explained below that are only explained in one of the aforementioned cases are also transferable to all other mentioned cases.

[0012] The air flow can be generated by means of the ventilation device, which in particular comprises a fan or is designed as such. For this purpose, air can be drawn in by means of the ventilation device, for example, from outside the motor vehicle or from the passenger compartment, with this air then forming the air flow. This air can preferably be conditioned by means of the ventilation device, for example, with regard to temperature or humidity. The ventilation device can be an air conditioning device.

[0013] The occupants of the motor vehicle typically stay in the passenger compartment while driving. Before the air flow reaches the passenger compartment, it can be conditioned by means of the heating device and the ionization device. The heating device and / or the ionization device can be a separate component from the ventilation device. In this case, it is conceivable that the air flow is generated by means of the ventilation device and then, while it is guided to the passenger compartment, is conditioned by means of the heating device and the ionization device. The heating device and / or the ionization device can be a component of the ventilation system. In this case, it is conceivable that the air conditioning by means of the heating and / or ionization device takes place parallel or simultaneously with the generation of the air flow.

[0014] The ionization device can comprise electrodes, with the air flow being guided past or around these electrodes. An electrical voltage can be applied to the electrodes, creating an electric field between the electrodes. The electric field, or the electrical potential associated with the electric field, is such that the aforementioned ionization effect occurs when air enters the electric field. At least one of the electrodes can be heated by means of an electrode heater, which represents a separate component from the electrical heating device.

[0015] The heating device is used to convert electrical energy, in particular from an electrical energy storage device of the motor vehicle, in which electrical energy for the traction of the motor vehicle is also stored or storable, into thermal energy. The heating device operates in particular in a high-voltage environment, so that a heating output sufficient to heat the passenger compartment can be achieved. Preferably, a thermal output in the order of kilowatts can be achieved using the heating device. Particularly preferably, the operating range of the heating device is between 1 kW and 10 kW and is in particular 1 kW or 5 kW.

[0016] Preferably, a heating device is used that comprises or is comprised of at least one PTC thermistor. In the PTC thermistor, the electrical ohmic resistance increases with increasing temperature. This enables stable operation of the heating device in terms of heating output. Such a PTC thermistor is often also referred to as a PTC thermistor, where PTC stands for "Positive Temperature Coefficient."

[0017] The air guiding device provides a means by which or through which the air flow can be guided from the ventilation device into the passenger compartment. Thus, the ventilation device can have at least one air duct or be one that leads from the ventilation device to the passenger compartment. The air duct can open into an air outlet, which is inserted into an outlet opening or can be one through which the air flow is blown into the passenger compartment. Air guiding elements, such as adjustable louvre grilles, can be arranged on or in the air outlet to influence the outflow direction of the air flow into the passenger compartment.

[0018] The operating information, or at least one of the operating information items, can be detected or determined using at least one control command generated during the control of the heating device or the ionization device. Thus, during the operation of the heating or ionization device, control signals for controlling the same can be generated, for example, by means of a heating device or an ionization device control device, which are also used as a control basis for the other device. This particularly advantageously eliminates the need for sensory detection of measured values ​​relating to the operation of the respective device, since its operating parameters clearly depend on these control signals. The control signals can thus serve to determine the operating information or represent it.Such operating information may relate to a type and / or a level of a pulse-width modulated control signal of the heating or ionization device.

[0019] Irrespective of this, it is additionally or alternatively conceivable that the operating information or at least one of the operating information items is recorded or determined based on at least one measured sensor value, which depends in particular on an operating state of the heating device or the ionization device. The advantage here is that relevant operating parameters can be recorded directly by sensors, whereas they can only be determined indirectly using the control signals explained above. Within the scope of this embodiment, sensors are therefore provided via which measured values, which in particular relate to operating parameters of the heating or ionization device, can be recorded. These measured values ​​serve to determine the operating information or represent it.

[0020] Preferably, the operating information is acquired or determined based on the at least one control command and the at least one measured sensor value. Thus, the operating information can be roughly predetermined based on the control command, with this result being verified and, if necessary, corrected based on the sensor value.

[0021] Furthermore, the operating information or at least one of the operating information items can be detected or determined based on a known switching behavior of the heating device or the ionization device. In this embodiment, too, the operating information is determined indirectly, with measured values ​​or control commands being used to obtain the operating information taking the known switching behavior into account. The known switching behavior of the heating device can be the delayed curve of the electrical current or the electrical voltage at the heating device after switching on or off. In a diagram in which the current or voltage is plotted at the top and time to the right, a ramp-shaped curve typically results. This rises with a time delay from zero to the required value for the voltage or current when switched on.When switched off, this drops from the original operating voltage to zero with a time delay.

[0022] The operating information, or at least one of the operating information items, can be commissioning information that indicates whether the heating device or the ionization device is currently switched on or off. Thus, the ionization device can only be operated depending on the operating information if the commissioning information indicates that the heating device is currently switched on. The same can also be provided the other way round, meaning that the heating device is only switched on if the ionization device is currently switched off. The commissioning information can be acquired via the heating device control device or the ionization device control device, which is configured to control the respective device.

[0023] The operating information, or at least one of the operating information items, can be voltage information relating to a value of the electrical voltage by which the heating device or the ionization device is currently or in the future operated. It can therefore generally be assumed that the influence of the heating device on the ionization device is greater the higher the current electrical voltage present at the heating device. The voltage information can be detected by a voltage sensor and / or the respective control device.

[0024] The operating information, or at least one of the operating information items, can be current information relating to a value of the electric current by which the heating device or the ionization device is currently or in the future operated. It can therefore generally be assumed that the influence of the heating device on the ionization device is greater the higher the current strength present in the heating device. The current information can be detected by means of a current sensor and / or the respective control device.

[0025] The operating information or at least one of the operating information items can be power information relating to a value of the operating power by which the heating device or the ionization device is currently or will be operated. It can therefore generally be assumed that the greater the power currently being implemented by the heating device, the greater the influence of the heating device on the ionization device. The power information can be detected by means of a power sensor and / or the respective control device. The power information can also or alternatively be detected using the voltage and current information. Thus, the current power at the heating device or the ionization device can be determined by multiplying the current voltage and the current current relating to this device.

[0026] It is conceivable that the operating power of the ionization device or the heating device is controlled depending on the at least one piece of operating information. With increasing operating power, the ion generation rate of the ionization device increases. The ion generation rate is thus one of the central operating parameters for the operation of the ionization device. The higher the ion generation rate, the more ions are generated per unit of time. The ion generation rate can be adjusted via the electrical voltage applied to the electrodes, whereby the ion generation rate increases with increasing voltage. Thus, the ion generation rate can be set lower, the greater the influence on the ionization device expected based on the operating information.

[0027] It is conceivable that the operating power of the ionization device or the heating device is controlled in such a way that the higher the current operating power and / or the current current and / or the current voltage of the heating device or the ionization device, i.e., the other device, the lower the operating power. Thus, with increasing power or voltage or current, a greater influence on the ionization device can be expected, so that in this case, its power can be reduced. Conversely, the heating power of the heating device can be reduced as the ionization power increases.

[0028] Preferably, the maximum possible power at which the ionization device or the heating device can be operated is lower the higher the current power and / or the current current and / or the current voltage of the other device. For example, in the case where the ionization device is to be operated at an already low power, this can be maintained unchanged provided the power or current or voltage at the heating device is sufficiently low. Preferably, therefore, the maximum operating power of the respective device is capped, which increases with increasing voltage or current or power of the other device.

[0029] It is conceivable that the operation of the ionization device or the heating device is controlled as a function of the at least one piece of operating information by means of a lookup table, which is based in particular on empirical values. Thus, in a lookup table, which is stored, for example, by a control device, several numerical values ​​relating to the operating information can be assigned corresponding numerical values ​​relating to a control parameter for controlling the ionization device or the heating device. It is conceivable that several values ​​for the power information are each assigned a value indicating the power at which the ionization device or the heating device is operated. A relationship is therefore specified between the at least one piece of operating information as the control basis and the control parameter for controlling the ionization device or the heating device as the parameter to be controlled.

[0030] This relationship can additionally or alternatively be given by a mathematical formula. Thus, the operation of the ionization device or the heating device can be controlled depending on the at least one piece of operating information using an empirical relationship. For example, a linear-anticorrelating relationship can be modeled between the current power of the heating device and the power of the ionization device. In this case, the power P Steuer of the ionization device or the heating device based on the power P Basis of the other institution by means of the relationship P Steuer = C · P Basis + P0, where C is a negative scaling factor and P0 is a maximum power in the case that the other component is switched off.

[0031] Additionally or alternatively, it is conceivable that the operation of the ionization device or the heating device is controlled by artificial intelligence depending on the at least one piece of operating information. In particular, since the specific relationship or the physical processes that describe the influence of the heating device on the ionization device cannot be described or modeled, or can only be described or modeled with great effort and expense, artificial intelligence can represent a low-effort solution for determining the influence of the heating device on the ionization device as realistically as possible. In this context, an artificial intelligence based on the concept of machine learning is conceivable, which is trained accordingly before and / or during real-life use in the motor vehicle.

[0032] According to the invention, it is conceivable that the operation of the ionization device or the heating device is additionally controlled depending on at least one piece of temperature information relating to a current temperature of the air flow that has been detected or determined. Thus, it is conceivable that the temperature information, or at least one of the operating information items, can be determined, at least indirectly, based on the temperature information. The temperature information can be detected via a temperature sensor arranged in or on the air flow.

[0033] For example, it can be provided that the commissioning information indicates that the heating device is currently switched off, with the temperature information indicating that the temperature of the air flow is so high that it can be concluded that the heating device was in operation immediately beforehand. It can therefore be assumed that the heating device was switched off immediately beforehand, with a voltage and current still present in the heating device due to the delayed switching behavior of the heating device. The known switching behavior already mentioned above, which can be described, for example, by means of a falling ramp, can be used to indirectly determine the current current and voltage values.Based on the temperature of the air and the operating voltage or power present immediately before switching off, it is possible to determine how much time has passed since switching off and therefore how high the current and voltage values ​​are.

[0034] In addition, the commissioning information can indicate that the heater is currently switched on, with the temperature information indicating that the temperature of the air flow is so low that it was only switched on immediately beforehand, and the voltage and current have not yet built up to the required value due to the delayed switching behavior. In this case, too, the known switching behavior, such as an increasing ramp, can be used to indirectly determine the current current and voltage values. Thus, based on the air temperature, it is possible to determine how much time has passed since the heater was switched on and thus how high the current current and voltage values ​​are.

[0035] Furthermore, depending on the control of the ionization device or the heating device based on the at least one piece of operating information, at least one piece of user information can be generated and, depending on this, a user output can be generated by means of which a user is informed about the control of the ionization device or the heating device. The presence of the user information triggers the user output by means of which the user is informed about the current operation of the ionization device or the heating device, in particular with regard to changes in this operation due to the operation of the respective other device. The user output can relate to specific numerical values. For example, the user can be given a factor by which or to which the performance of the device is reduced due to the operation of the other device.The user output can also be of a purely binary nature, i.e. inform the user whether or not there is a current change in the operation of the heating or ionization device due to the other device.

[0036] The user output can be provided via an output device of the motor vehicle. The output device can be a screen. The output device can be an input / output device, in particular a touchscreen. The output device can be arranged on a vehicle console, for example a dashboard. Additionally or alternatively, the user output can be provided via an electronic terminal of the user, for example a smartphone. For example, a communication device can be provided on the motor vehicle side and on the terminal side, via which a wireless communication connection can be established between the motor vehicle and the terminal, preferably via the Internet, wherein the user information is transmitted from the motor vehicle to the terminal via the wireless communication connection. An application can be implemented on the terminal side which evaluates the user information and generates the user output based on this.

[0037] According to the invention, the object is achieved in a motor vehicle of the type mentioned above in that the vehicle has an ionization device control device configured to control the operation of the ionization device as a function of at least one detected or determined piece of operating information relating to the operation of the heating device. Additionally or alternatively, the motor vehicle according to the invention can have a heating device control device configured to control the operation of the heating device as a function of at least one detected or determined piece of operating information relating to the operation of the ionization device. All aspects, advantages, and features explained in connection with the method according to the invention are equally applicable to the motor vehicle according to the invention and vice versa.

[0038] In particular, in the motor vehicle according to the invention, it is provided that the heating device comprises or is at least one PTC thermistor.

[0039] The motor vehicle according to the invention can be a hybrid or electric vehicle. Thus, the motor vehicle can comprise a high-voltage energy storage device, by means of which energy usable for traction or propulsion of the motor vehicle is stored or storable. Furthermore, the heating device and / or the ionization device can be operated using the energy stored in this energy storage device.

[0040] According to one conceivable embodiment of the motor vehicle according to the invention, a common control device is provided, which, on the one hand, implements the ionization device control device and, on the other hand, the heating device control device. In this case, it can be provided that the common control device controls the operation of either the ionization device or the heating device depending on the at least one piece of operating information relating to the operation of the other device. Alternatively, it can be provided that the common control device controls the operation of both the ionization device and the heating device depending on the at least one piece of operating information relating to the operation of the other device.In summary, the common control device can be a structural unit or a common control device by means of which the ionization device and the heating device can be controlled.

[0041] According to one conceivable embodiment of the motor vehicle according to the invention, the heater control device and the ionization device control device are provided, each of which is, in particular, a separate control unit. The ionization device control device and the heater control device can be connected to one another via a data transmission means for transmitting the at least one item of operating information from the heater control device to the ionization device control device or vice versa. The data transmission means can be or comprise at least one data cable. Particularly preferably, the data transmission means is a vehicle bus. The information can be transmitted using a suitable bus protocol, such as CAN, LIN, or Ethernet.

[0042] It is conceivable that the at least one air guiding device has at least one air duct or is designed as such, in particular with a rectangular cross-section. The air duct can be a separate component or an integral section of another component of the motor vehicle, for example a vehicle console such as a dashboard. The at least one ionization device and the at least one heating device can be arranged on or in the at least one air duct. Thus, the air duct can have a lateral recess in which the ionization device or the heating device is inserted or arranged for interaction with the air flow flowing through the air duct.

[0043] The at least one air guiding device can have a main duct that branches downstream into a plurality of sub-ducts, wherein the sub-ducts open into the passenger compartment at different points. Initially, the main air flow generated by the ventilation device can be guided in the main duct. At at least one branching point, the main duct can split into the sub-ducts, so that the main air flow also splits into a plurality of sub-air flows. The strength of the sub-air flows can be adjustable, for example via a valve device that can be arranged at the branching point. The sub-ducts, in particular two, can open into the passenger compartment on the driver side and the passenger side. An air vent can be arranged at each of the air outlet openings into which the sub-ducts open. Additionally or alternatively, the strength of the sub-air flows can be adjusted by opening and closing the air vents, in particular continuously.

[0044] It is conceivable that one or more ionization devices and / or one or more heating devices are provided in the main channel and / or in at least one of the subchannels. In particular, it is conceivable that the ionization device and the heating device are provided in pairs in the main channel and / or in at least one of the subchannels. Ultimately, all possible combinations are conceivable within the scope of the present invention with regard to the arrangement of the ionization device(s) and / or the heating device(s) in the main channel and in the subchannels.

[0045] Specifically, exactly one ionization device and exactly one heating device can be arranged in, in, or on the main duct. In this case, these devices are arranged upstream of the branching point(s), so that the main airflow is conditioned by the ionization device and this heating device.

[0046] Additionally or alternatively, exactly one ionization device and exactly one heating device can be arranged in or on at least one of the sub-channels, in particular on each of the sub-channels. Thus, the corresponding components are arranged downstream of the branching point(s). If multiple ionization devices and / or multiple heating devices are provided, these are preferably individually controllable. Thus, the partial air streams guided through the various sub-channels can be conditioned differently by the respective devices.

[0047] Further advantages and details of the present invention will become apparent from the following exemplary embodiments and from the figures, which schematically show: Fig. 1 a schematic diagram of the motor vehicle according to the invention according to an embodiment, and Fig. 2 a flowchart of the method according to the invention according to an embodiment, which in the motor vehicle of Fig. 1 is carried out.

[0048] Fig. Figure 1 shows a highly schematic sketch of a motor vehicle 1 according to the invention according to an exemplary embodiment, comprising a ventilation device 2 designed as a fan, by means of which a main air flow 3 can be generated. For this purpose, air is drawn in from outside the motor vehicle 1 and / or a passenger compartment 4 of the motor vehicle 1, forming the main air flow 3 and being blown into the passenger compartment 4.

[0049] To guide the air of the main air flow 3 from the ventilation device 2 to the passenger compartment 4, an air guiding device 5 is provided, which has a plurality of air ducts. Specifically, the air guiding device 5 has a main duct 6, which is connected downstream to the ventilation device 2. Further downstream, the main duct 6 branches into several, in this case two, sub-ducts 7. At the branching point, the main air flow 3 also branches into several sub-air flows 8. To adjust the strength of the sub-air flows 8, a valve device 9 is arranged in the region of the branching point, via which the inlet openings from the main duct 6 into the sub-ducts 7 can be continuously opened and closed. The valve device 9 can be controlled via a control signal generated by an operating action performed by a user on an input and output device 10.The input and output device 10 is a touchscreen mounted on a dashboard 11. The partial ducts 7 and the partial air streams 8 flow into the passenger compartment 4 via air vents 12 on the driver and passenger sides. The air vents 12 are mounted on the dashboard 11 and inserted into air outlets.

[0050] An electrical heating device 13 is provided on each of the sub-ducts 7, by means of which the air of the respective partial air flow 8 can be tempered. The heating devices 13 are inserted into lateral openings or recesses of the respective air duct and protrude into its interior to enable heating of the respective partial air flow. Thus, by means of the heating devices 13, electrical energy from an electrical energy storage device of the motor vehicle 1, in which electrical energy for driving the motor vehicle 1 is stored, is converted into thermal energy for heating the air and thus for heating the passenger compartment 4. The heating device 13 is designed as a so-called PTC or PTC resistor or comprises such a resistor, wherein the ohmic resistance of this resistor increases with increasing temperature. By means of the heating device 13, a heat output in the order of kilowatts can be implemented, namely, for example, 5 kW.A heating device control device 14 is provided to control the operation of the heating devices 13.

[0051] Adjacent to the heating devices 13, an ionization device 15 is provided for ionizing the air of the respective partial air flow 8. The ionization devices 15 are inserted into lateral openings or recesses of the respective air duct and extend into the interior thereof to enable ionization of the respective partial air flow 8. For this purpose, the ionization devices 15 each have electrodes along which the air of the respective partial air flow 8 is guided. An electrical voltage is applied to the electrodes to generate the ions, so that an electric field is created between the electrons, through which the air flows and is thereby ionized. Also provided is an electrode heater (not shown in detail), by means of which the electrodes can be heated. An ionization device control device 16 is provided to control the operation of the ionization devices 15.

[0052] With regard to the heating device(s) 13 and / or the ionization device(s) 15, it can additionally or alternatively be provided that these are arranged in the region of the main channel 6, so that the main air flow 3 can be heated and / or ionized additionally or alternatively. Fig. 1 by dashed lines. Thus, within the scope of the present invention, any combination regarding the arrangement of the heating device(s) 13 and the ionization device(s) 15 in the region of the main duct 6 and the sub-ducts 7 is conceivable, so that, in particular, selective heating and ionization of the partial air streams 8 flowing out via the various air outlets 12 is possible.

[0053] Also indicated by dashed lines is the possibility that a common control device 17 can be provided for controlling the heating device(s) 13 and the ionization device(s) 15, which implements both the heating device control device 14 and the ionization device control device 16 as a common control unit.

[0054] Another one in which Fig. A possibility not explicitly shown in Figure 1 is that the heating device(s) 13 and / or the ionization device(s) 15 are components of the ventilation device 2. Thus, the ventilation device 2 can be an air conditioning device of the motor vehicle 1, by means of which the air to be supplied to the passenger compartment 4 can be conditioned, in particular with regard to temperature and humidity.

[0055] The following is based on reference to Fig. 2 explains the method according to the invention according to an embodiment which is used in the motor vehicle 1 of Fig. 1 is carried out. Fig. Figure 2 shows a flowchart of the method comprising steps 18 - 23. The aspects described below regarding the heating devices 13 and the ionization devices 15 refer only to one pair of adjacent devices 13, 15, although these aspects are also applicable to the remaining pairs.

[0056] In the first step 18, the method is started by switching on the ionization device 15, for example, at the start of a journey. This switching on occurs, for example, on the part of the user, for example via an operating action performed on the input and output device 10 and directed thereto, or automatically as part of an at least partially autonomous vehicle control.

[0057] Subsequently, several pieces of operating information 24 are recorded or determined. Thus, in step 19, a piece of commissioning information 25 is recorded as operating information 24, which indicates whether the heating device 13 is currently switched on. The commissioning information 25 is recorded by the heating device control device 14 providing stored information on this matter. The commissioning information 25, like other operating information 24, is transmitted from the heating device control device 14 to the ionization device control device 16 via a data transmission means 26 embodied as a vehicle bus, using a suitable bus protocol such as CAN, LIN, or Ethernet. If the common control device 17 is provided, such a transmission is not necessary, since this information is already available from this control device 17.

[0058] In addition, in step 19, temperature information 27 is determined, which relates to the current temperature of the air in the air stream 3, 8 flowing along the ionization device 15 activated in step 18. To determine the temperature information 27, data from a temperature sensor (not shown in the figures) arranged in the respective air duct is transmitted to the ionization device control device 16, which evaluates this data to determine the temperature information 27.

[0059] In the next step 20, a check is made to determine whether the commissioning information 25 indicates that the heating device 13 is currently switched on. If this check reveals that this is the case, the method continues with the next step 21, which is explained further below. Otherwise, a check is made to determine whether the temperature information 27 indicates that the current air temperature at the ionization device 15 to be switched on corresponds to a value that can be expected when the heating device 13 is switched off. This is the case if the air temperature approximately corresponds to the outside temperature or the temperature in the passenger compartment 4. If this is also the case, step 21 is skipped and the method continues with step 22. In step 22, the ionization device control device 16 generates a control command 28 and outputs it to the ionization device 15, which causes it to be commissioned or switched on.This also takes into account the power with which the ionization device 15, which is continuously adjustable in terms of its operating power, is to be operated.

[0060] In all other cases, step 21 is performed after step 20. This is the case if the commissioning information 25 indicates that the heating device 13 is currently switched on. This is also the case if the commissioning information 25 indicates that the heating device 13 is currently switched off and, in addition, the temperature information 27 indicates that the current air temperature corresponds to a value that is higher than would be expected when the heating device 15 is switched off. In these cases, further operating information 24 is recorded or determined in step 21, namely voltage information 29, current information 30, and power information 31.

[0061] The voltage information 29 relates to a value for the electrical voltage by which the heating device 13 is currently or will be operated. The current information 30 relates to a value for the electrical current by which the heating device 13 is currently or will be operated. Specifically, the voltage information 29 is a volt number and the current information is an ampere number relating to the voltage or current values ​​applied to the heating device 13. If the heating device 13 is switched on, the information 29, 30 is determined via a control command generated by the heating device control device 14 and output to the heating device 13, by means of which the operating voltage or the operating current of the heating device 13 can be adjusted.Specifically, it is intended that a pulse-width-modulated control signal, which is generated by the heating device control device 14 to control the heating device 13, is used for this purpose. The type and magnitude of the signal can thus be used to determine the voltage and / or current at the heating device 13. If necessary, and additionally in the present example, the information 29, 30 is acquired using measured sensor values ​​that depend on the operating state of the heating device 13. Voltage and current sensors (not shown in the figures) are provided on the heating device 13. These sensor-detected values ​​are used to verify the results determined by means of the control commands and, if necessary, to correct them.

[0062] The power information 31 relates to a value of the operating power at which the heating device 13 is currently or will be operated. The power information 31 is a wattage value relating to the heating device 13. To determine the power information 31, the voltage information 29 and the current information 30, i.e., the number of volts and the number of amperes, are multiplied.

[0063] Several conceivable cases within step 21 are explained below. These depend on the commissioning information 25 and the temperature information 27. In a first case, the commissioning information 25 indicates that the heating device 13 is switched on. Furthermore, the temperature information 27 indicates that the current air temperature corresponds to this. In this case, the information 29, 30 are determined as described above based on the control commands and the sensor signals, and the power information 31 is determined by multiplying these results.

[0064] In a second case, the commissioning information 25 indicates that the heating device 13 is currently switched on. In addition, the temperature information 27 indicates that the current air temperature is not consistent with this, i.e., it is colder than would be expected when the heating device 13 is switched on. Consequently, it can be assumed that the heating device 13 was only switched on immediately beforehand and that the required value for the operating voltage has not yet been reached due to a delayed, known switching behavior of the heating device 13. In a diagram plotting the voltage or current against time, this behavior can be described by an increasing ramp. In addition to the temperature information 27, a value for the required voltage or the target voltage that is currently being built up is determined based on a control command generated by the heating device control device 14.Using the value for the air temperature, the determined target voltage and the known switching behavior, it is possible to determine how much time has passed since the heating device 13 was switched on and thus how high the current values ​​for voltage and current are in the heating device 13.

[0065] The third case is analogous to the second case, whereby in this case the commissioning information 25 indicates that the heating device 13 is currently switched off, and the temperature information 27 indicates that the current air temperature is not consistent with this, i.e., is warmer than expected when the heating device 13 is switched off. Thus, in this case, it can be assumed that the heating device 13 was only switched off immediately beforehand and, due to the delayed switching behavior, has not yet reached the corresponding operating voltage value of zero. The delayed switching behavior of the heating device 13 is also known with regard to switching off, resulting in a falling ramp in the diagram plotting the voltage or current against time.In this case, too, the current voltage and current values ​​of the heater 13 can be determined based on the current air temperature and the operating voltage of the heater 13 before shutdown. The operating voltage of the heater 13 before shutdown is determined based on a control command generated by the heater control device 14 and present before shutdown.

[0066] After the information 29, 30, 31 has been acquired, the method continues in the previously explained step 22, in which the control command 28 for controlling the ionization device 15 is generated and output. In contrast to the above-explained step, in which the heating device 13 is switched off and no longer subjected to voltage or current due to a delayed switching behavior, in this case the information 29, 30, 31 is taken into account to generate the control command 28.

[0067] This is particularly advantageous due to the proximity between the heating device 13 and the ionization device 15 of the respective pair. Thus, during operation of the heating device 13, high voltage and current values ​​create magnetic fields in its vicinity, which potentially impair the operation of the adjacent ionization device 15 due to electromagnetic interactions. The operating information 24 represents an additional control basis for the operation of the ionization device 15, so that the operation of the ionization device 15 is adapted to the operation of the heating device 13 in such a way that these negative effects are avoided or at least reduced.

[0068] In this case, the ionization device 15 can not only be switched on and off, but its operating power is also continuously adjustable. A corresponding value can be specified by the user or automatically. In general, the higher the current power of the ionization device 15, the higher the rate of ion generation in the air. In this case, the operating power of the ionization device 15 is controlled depending on the operating information 24. Specifically, this control is carried out in such a way that the maximum possible power of the ionization device 15, at which it can currently be operated, is lower the higher the current power of the heating device 13. This, in turn, is known based on knowledge of the power information 31.In other words, the operating power of the ionization device 15 is capped, which is greater or more pronounced the greater the operating power of the heating device 13. This is expedient because the influence of the heating device 13 on the ionization device 15 is greater the higher the current operating power of the heating device 13.

[0069] The relationship between the operating information 24, i.e., the power information 31, and the operating power of the ionization device 15 to be adjusted as a function of this information is specified, for example, by means of a lookup table 32 stored by the ionization device control unit 16. This lookup table can be based on corresponding empirical values. Additionally or alternatively, this relationship can be specified empirically, i.e., according to a mathematical formula. The use of artificial intelligence is also conceivable for this purpose.

[0070] In the final step 23, the user is informed about the adjustment of the control of the ionization device 15 or the change in the operating parameter within the scope of the control of the ionization device 15, which is dependent on the operating information 24. For this purpose, user information 33 is generated, and a user output is output depending on this. Specifically, a numerical value or factor is output to which the operating power of the ionization device 15 is reduced due to the operation of the heating device 13. For example, the user is given the information "30%" if the operating power of the ionization device 15 is reduced to 30% of the operating power actually intended in this situation.

[0071] The user output is provided via the input and output device 10. Furthermore, the user output is provided via an electronic terminal 34 of the user, which in this case is a smartphone. A motor vehicle-side communication device 35 and a terminal-side communication device 36 are provided, via which a wireless communication connection 37 is established between the motor vehicle 1 and the terminal 34, namely via the internet. The user information 33 is transmitted via the communication connection 37. An application is implemented on the terminal 34 that evaluates the user information 33 and generates the user output.

[0072] After performing step 23, the method can be terminated. Alternatively, the method can be restarted, for example, by re-capturing or updating the information 24, 27 in step 19 or 21.

[0073] It should also be noted that, within the scope of what has just been explained, only a control or adjustment of the operation of the ionization device 15 based on the operating information 24 relating to the operation of the heating device 13 is provided. Consequently, the operation of the heating device 13 is prioritized over the operation of the ionization device 15. However, within the scope of the invention, it is also conceivable that, additionally or alternatively, the operation of the heating device 13 is controlled based on the operating information 24 relating to the operation of the ionization device 15. All aspects presented are transferable to this reverse case. This applies in particular in connection with the operating information 24 present as the commissioning information 25, the voltage information 29, the current information 30 and / or the power information 31, which in this case accordingly describes the operation of the ionization device 15. QUOTES CONTAINED IN THE DESCRIPTION

[0000] This list of documents submitted by the applicant was generated automatically and is included solely for the convenience of the reader. This list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions. Cited patent literature

[0000] DE 10 2012 220 501 A1

[0004] DE 10 2014 005 955 A1

[0005]

Claims

[1] Method for operating a heating device (13) and / or an ionization device (15) of a motor vehicle (1), wherein the motor vehicle (1) comprises at least one ventilation device (2) by means of which at least one air flow (3, 8) is generated, which air flow is tempered by means of at least one electrical heating device (13) and ionized by means of at least one ionization device (15) and guided into a passenger compartment (4) of the motor vehicle (1) via at least one air guiding device (5), characterized by that the operation of the ionization device (15) is controlled as a function of at least one detected or determined item of operating information (24) relating to the operation of the heating device (13) or vice versa. [2] Method according to claim 1, characterized by that the operating information (24) or at least one of the operating information (24) - is detected or determined on the basis of at least one control command which is generated in the course of controlling the heating device (13) or the ionisation device (15), and / or - is detected or determined on the basis of at least one measured sensor value, which depends in particular on an operating state of the heating device (13) or the ionization device (15), and / or - is detected or determined on the basis of a known switching behavior of the heating device (13) or the ionization device (15). [3] Method according to claim 1 or 2, characterized by that the operating information (24) or at least one of the operating information (24) - commissioning information (25) indicating whether the heating device (13) or the ionization device (15) is currently switched on or off, and / or - a voltage information item (29) relating to a value of the electrical voltage by means of which the heating device (13) or the ionisation device (15) is currently or in the future operated, and / or - a current information item (30) relating to a value of the electric current by means of which the heating device (13) or the ionization device (15) is currently or in the future operated, and / or - a power information item (31) relating to a value of the operating power by means of which the heating device (13) or the ionization device (15) is currently or in the future operated. [4] Method according to one of the preceding claims, characterized by that an operating power of the ionization device (15) or the heating device (13) is controlled as a function of the at least one item of operating information (24). [5] Method according to claims 3 and 4, characterized bythat the operating power of the ionization device (15) or the heating device (13) is controlled in such a way that this, in particular its maximum possible operating power, is lower the higher the current operating power and / or the current current and / or the current voltage of the heating device (13) and / or the ionization device is. [6] Method according to one of the preceding claims, characterized by that the operation of the ionization device (15) or the heating device (13) is controlled as a function of the at least one item of operating information (24) by means of a lookup table (32), which is based in particular on empirical values, and / or an empirical relationship and / or an artificial intelligence. [7] Method according to one of the preceding claims, characterized bythat the operation of the ionization device (15) or the heating device (13) is additionally controlled as a function of at least one detected or determined item of temperature information (27) relating to a current temperature of the air flow (3, 8). [8] Method according to one of the preceding claims, characterized by that, depending on the control of the ionization device (15) or the heating device (13) carried out on the basis of the at least one item of operating information (24), at least one item of user information (33) is generated and, depending thereon, a user output is carried out by means of which a user is informed about the control of the ionization device (15) or the heating device (13). [9] Motor vehicle, designed in particular as a hybrid or electric vehicle, comprising at least one ventilation device (2), wherein at least one air flow (3, 8) generated by means of the ventilation device (2) can be tempered by means of at least one electric heating device (13) and ionized by means of at least one ionization device (15) and guided via at least one air guiding device (5) into a passenger compartment (4) of the motor vehicle (1), characterized byan ionization device control device (16) which is designed to control the operation of the ionization device (15) as a function of at least one detected or determined piece of operating information (24) relating to the operation of the heating device (13), and / or a heating device control device (14) which is designed to control the operation of the heating device (13) as a function of at least one detected or determined piece of operating information (24) relating to the operation of the ionization device (15). [10] Motor vehicle according to claim 9, characterized by that the heating device (13) comprises or is at least one PTC thermistor. [11] Motor vehicle according to claim 9 or 10, characterized by , that - a common control device (17) is provided which, on the one hand, implements the ionization device control device (16) and, on the other hand, the heating device control device (14), and / or - the heating device control device (14) and the ionization device control device (16) are connected to one another via a data transmission means (26), in particular via a vehicle bus, for transmitting the at least one item of operating information (24) from the heating device control device (14) to the ionization device control device (16) or vice versa. [12] Motor vehicle according to one of claims 9 to 11, characterized by that the at least one air guiding device (5) has at least one air guiding channel or is designed as such, on or in which the at least one ionizing device (15) and the at least one heating device (13) are arranged. [13] Motor vehicle according to one of claims 9 to 12, characterized by that the at least one air guiding device (5) has a main duct (6) branching downstream into a plurality of sub-ducts (7), wherein the sub-ducts (7) open into the passenger compartment (4) at different points. [14] Motor vehicle according to claim 13, characterized by that either an ionization device (15) and a heating device (13) are arranged in or on the main channel (6) or that several ionization devices (15) and / or several heating devices (13), which are in particular individually controllable, are arranged in or on respectively different sub-channels (7).

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