VEHICLE CLIMATE CONTROL SYSTEM AND METHOD FOR REDUCING ICE ACCURACY

Abstract

A vehicle climate control system comprises an air conditioning unit, a variety of sensors, a variety of timers, and a controller. The controller includes a timing module, a memory module, and a processor. The timing module provides a variety of timers, and the memory module provides a variety of calibrated thresholds and timer thresholds. The processor is configured to determine and execute an anti-icing strategy to predict and prevent icing of the air conditioning unit's evaporator. The processor executes the anti-icing strategy based on various inputs provided by the numerous sensors, compared to the numerous calibrated thresholds.Additionally, the processor executes the anti-icing strategy according to the duration for which one or more of the multitude of timers were switched on, compared to one or more of the multitude of timer threshold values.

Description

AREA OF REVELATION

[0001] The present disclosure relates generally to a vehicle climate control system and in particular to the prevention of ice accumulation on an evaporator of an air conditioning system of the vehicle climate control system by implementing an anti-icing strategy. GENERAL STATE OF THE ART

[0002] A vehicle may include a climate control system to provide conditioned air to the vehicle's occupants. The vehicle's climate control system may employ an air conditioning unit comprising an evaporator for heat transfer with air supplied to the vehicle's interior and a condenser for heat transfer with air expelled to the outside of the vehicle. The evaporator and condenser are coupled via a refrigerant line, with a refrigerant being pumped through the refrigerant line by a compressor coupled to the line. An expansion valve is located in the refrigerant line and reduces the pressure exerted on the refrigerant. The depressurized refrigerant enters the evaporator and absorbs heat from the air surrounding it.The unpressurized refrigerant exits the evaporator into the refrigerant line and is then pressurized again by the compressor and forced into the condenser. Inside the condenser, the pressurized refrigerant transfers heat to the surrounding air. The pressurized refrigerant then exits the condenser, re-enters the refrigerant line, and is subsequently depressurized by the expansion valve. The refrigerant thus completes a heat transfer cycle, in which heat is transferred from the air supplied to the vehicle's interior to the air outside the vehicle.

[0003] During operation of the air conditioner, the evaporator cools to sub-zero temperatures, which can cause ice to accumulate on its surface. Such accumulation can reduce the efficiency of heat absorption provided by the unpressurized refrigerant within the evaporator. It would be desirable to provide an improved system and procedure for preventing ice buildup on the evaporator. SUMMARY OF THE REVELATION

[0004] According to a first aspect of the present disclosure, a climate control system for a vehicle is provided, wherein the climate control system comprises a compressor, an evaporator, a plurality of sensors, and a controller that communicates with the plurality of sensors and includes at least one timer, wherein the controller is configured to execute an anti-icing strategy comprising the steps of monitoring the plurality of sensors, determining the probability of ice formation on the evaporator, adjusting the climate control system based on the determined probability of ice formation, turning on one or more of the at least one timer in response to the adjustment of the climate control system, monitoring the at least one timer, and controlling the climate control system based on the at least one timer.

[0005] Embodiments of the first aspect of the present disclosure may include any one or a combination of the following features: - At least one of the numerous sensors includes an air duct air temperature sensor. - At least one of the numerous sensors includes an ambient air temperature sensor. - The control system determines the probability of ice formation on the evaporator by comparing an air duct exhaust air temperature target value with an air duct exhaust air temperature target threshold value. - The control system determines the probability of ice formation on the evaporator by comparing inputs provided to the control system by the multitude of sensors with a multitude of calibrated thresholds. - The control system determines the probability of ice formation on the evaporator by comparing the time for which at least one timer was switched on with a multitude of timer threshold values. - The control system adjusts the climate control system based on the determined probability of ice formation by setting an evaporator target temperature with a calibrated value. - The controller adjusts the climate control system based on the determined probability of ice formation by setting an evaporator target temperature with a calibrated value, whereby the controller determines that there is a probability of ice formation when each of the multitude of sensors detects an input that reaches a calibrated threshold. - The control system adjusts the climate control system based on the determined probability of ice formation by switching off the compressor. - The controller adjusts the climate control system based on the determined probability of ice formation by switching off the compressor, whereby the controller determines that there is a probability of ice formation if one or more of the plurality of sensors detect an input that reaches a calibrated threshold, and if at least one timer has been switched on for a time that exceeds a timer threshold. - The controller adjusts the climate control system based on the determined probability of ice formation by restarting the compressor, wherein the controller determines that there is no probability of ice formation if one or more of the plurality of sensors detect an input reaching the calibrated threshold, wherein the calibrated threshold is an air duct air temperature outlet condition threshold. - The controller adjusts the climate control system based on the determined probability of ice formation by restarting the compressor, whereby the controller determines that there is no probability of ice formation if the at least one timer has been switched on for a time equal to or exceeding the timer threshold, where the timer threshold is a compressor restart timer threshold. - The control system determines that there is a probability of ice formation if each of the multiple sensors detects an input that reaches a calibrated threshold, and the compressor is in an active status.

[0006] According to a second aspect of the present disclosure, a method for controlling a vehicle climate control system is provided, comprising the steps of switching on a compressor of the vehicle climate control system; detecting an ambient air temperature with a first temperature sensor; detecting an air duct air temperature with a second temperature sensor; monitoring the detected ambient air temperature and the air duct air temperature with a controller; determining the probability of ice formation on the evaporator; adjusting the vehicle climate control system based on the determined probability of ice formation with the controller; switching on at least one timer in response to the adjustment of the vehicle climate control system with the controller; and controlling the vehicle climate control system based on the at least one timer.

[0007] Embodiments of the second aspect of the present disclosure may include any one or a combination of the following features: - The second temperature sensor can include an air duct air temperature sensor. - The control system determines the probability of ice formation on the evaporator by comparing an air duct exhaust air temperature target value with an air duct exhaust air temperature target threshold value. - The control system determines the probability of ice formation on the evaporator by comparing inputs provided to the control system by the multitude of sensors with a multitude of calibrated thresholds. - The control system adjusts the climate control system based on the determined probability of ice formation by setting an evaporator target temperature with a calibrated value. - The control unit adjusts the vehicle climate control system based on the determined probability of ice formation by switching off the compressor, whereby the control unit determines that there is a probability of ice formation if one or more of the plurality of sensors detect an input that reaches a calibrated threshold, and if at least one timer has been switched on for a time that exceeds a timer threshold. - The controller adjusts the vehicle climate control system based on the determined probability of ice formation by restarting the compressor, wherein the controller determines that there is no probability of ice formation if the second sensor detects an input greater than a calibrated threshold, where the calibrated threshold is an air duct air temperature outlet condition threshold.

[0008] These and other features, advantages and functions of the present disclosure are better understood and comprehended by the person skilled in the art by reference to the following description, patent claims and accompanying drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0009] The following applies to the drawings: Fig. Figure 1 is a diagram of a vehicle equipped with a climate control system. Fig. Figure 2 is a diagram of a section of the vehicle climate control system. Fig. Figure 3 is a diagram of a section of the vehicle climate control system, which is equipped with a variety of sensors. Fig. Figure 4 is a graphical representation of the control system for the vehicle climate control system. Fig. Figure 5 is a graphical representation of the control of the vehicle climate control system. Fig. 6A-6B is a flowchart showing the process carried out by a controller processor to determine and execute a first embodiment of an anti-icing strategy. Fig. 7A-7B is a flowchart showing the process carried out by a controller processor to determine and execute a second embodiment of the anti-icing strategy. DETAILED DESCRIPTION OF PREFERRED EXECUTION FORMS

[0010] A detailed reference will now be made to the present preferred embodiments of the disclosure, examples of which are illustrated in the accompanying drawings. Where possible, the same reference numerals are used in the drawings to denote identical or similar parts. In the drawings, the structural elements depicted are not to scale, and certain components have been enlarged relative to the other components for the purpose of emphasis and clarity.

[0011] In accordance with the requirements, detailed embodiments of the present disclosure are disclosed herein; however, it is understood that the disclosed embodiments are merely exemplary of the disclosure, which can be implemented in various and alternative forms. The figures do not necessarily represent a detailed embodiment; some schematic representations may be enlarged or reduced to show a functional overview. Therefore, the specific structural and functional details disclosed herein are not to be interpreted as limiting, but merely as a representative basis to teach the person skilled in the art the diverse applications of the present disclosure.

[0012] For the purposes of the description herein, the terms "above", "below", "right", "left", "back", "front", "vertical", "horizontal" and derivatives thereof refer to the concepts in their orientation in Fig. 1. It is understood, however, that the concepts can assume various alternative orientations unless expressly stated otherwise. Furthermore, it is understood that the specific devices and processes illustrated in the accompanying drawings and described in the following description are merely exemplary embodiments of the concepts according to the invention as defined in the accompanying claims. Thus, specific dimensions and other physical properties relating to the embodiments disclosed herein are not to be considered limiting unless expressly stated otherwise in the claims.

[0013] The illustrated embodiments presented here mainly consist of combinations of process steps and equipment components relating to a vehicle climate control system. Accordingly, the equipment components and process steps have been represented in the drawings, where appropriate, by conventional symbols, showing only those specific details relevant to understanding the embodiments of this disclosure, so as not to obscure the disclosure with details that are readily apparent to the person skilled in the art from the present description. Furthermore, identical reference numerals in the description and the drawings denote identical elements.

[0014] In this context, the expression "and / or" when used in a list of two or more elements means that each of the listed elements can be used individually, or any combination of two or more of the listed elements can be used. For example, if a composition is described as containing components A, B, and / or C, the composition can contain A alone; B alone; C alone; A and B in combination; A and C in combination; B and C in combination; or A, B, and C in combination.

[0015] In this writing, reference terms such as first and second, upper and lower, and the like are used merely to distinguish one unit or action from another, without necessarily requiring or implying any actual relationship or order of such unit or action between such units or actions. It is intended that the terms "includes," "comprehensive," or any variation thereof, cover non-exclusive inclusion, such that a process, procedure, article, or institution comprising an enumeration of elements may include not only those elements but may also include other elements not expressly listed or inherent in such process, procedure, article, or institution. An element that "includes..."The presence of “ein” does not, without further limitations, preclude the presence of additional identical elements in the process, procedure, article or facility that includes the element.

[0016] In the sense used herein, the term "approximately" means that quantities, sizes, formulations, parameters, and other quantities and properties are not and need not be exact, but may be approximate and / or larger or smaller if desired, and may reflect tolerances, conversion factors, rounding, measurement errors, and the like, and other factors known to the person skilled in the art. When the term "approximately" is used to describe a value or an endpoint of a range, the disclosure should be understood as including the specific value or endpoint to which reference is made. Regardless of whether a numerical value or an endpoint of a range contains "approximately" in the description, the numerical value or the endpoint of a range is intended to include two embodiments: one modified by "approximately" and one not modified by "approximately".It is further understood that the endpoints of each of the areas are significant both with respect to the other endpoint and independently of the other endpoint.

[0017] The terms "essentially," "substantially," and variations thereof are used in this context to indicate that a described feature is equal to or nearly equal to a value or description. For example, a "substantially flat" surface means that a surface is flat or nearly flat. Furthermore, "substantially" means that two values ​​are equal to or nearly equal to each other. In some embodiments, "substantially" may denote values ​​within approximately 10% of each other, such as within approximately 5% of each other or within approximately 2% of each other.

[0018] In the present context, the terms "the", "a", "a", or "a" mean "at least one" and should not be limited to "just one" unless expressly stated otherwise. Thus, for example, a reference to "one component" includes embodiments having two or more such components, unless the context clearly indicates otherwise.

[0019] Referring to Fig. Figure 1 illustrates a vehicle 1. The vehicle 1 can be a manually operated vehicle, a fully autonomous vehicle, or a partially autonomous vehicle. The vehicle 1 can be powered by an internal combustion engine, a fully electric motor, or it can be equipped with a hybrid engine that utilizes both internal combustion and electrical power. The vehicle 1 is equipped with an interior 2, comprising a passenger compartment 4 and a cargo compartment 5. A vehicle climate control system 10 is provided to the vehicle 1 to condition the air supplied to the vehicle's interior 2.The vehicle climate control system 10 can increase the temperature of air supplied to the interior 2 of the vehicle, decrease the temperature of air supplied to the interior 2 of the vehicle, increase the amount of water vapor within the air supplied to the interior 2 of the vehicle 1, and decrease the amount of water vapor within the air supplied to the interior 2 of the vehicle 1.

[0020] Referring now to Fig. Figure 2 shows a schematic of the vehicle climate control system 10. The vehicle climate control system 10 can comprise an air conditioning unit 12, an air space 14, a plurality of air ducts 16, and a plurality of ventilation registers 18. The air conditioning unit 12 is configured to effect heat transfer to air outside the vehicle 3. The air conditioning unit 12 can comprise a condenser 20 and an evaporator 22, which are connected to each other by a refrigerant line 24. The condenser 20 can be positioned such that it is in thermal communication with the air outside the vehicle 3. The evaporator 22 can be positioned such that it is in thermal communication with the air inside the interior 2 of the vehicle 1.Both the condenser 20 and the evaporator 22 can include a variety of channels 23, providing a surface area for efficient heat transfer from the condenser 20 to the evaporator 22. The condenser 20, the evaporator 22, and the refrigerant line 24 form a refrigerant circuit through which a refrigerant circulates. The refrigerant is configured to undergo phase changes as it circulates through the refrigerant circuit. A compressor 26 can be located within the refrigerant line 24 to increase the pressure applied to the refrigerant and force it along the refrigerant circuit. An expansion valve 28 can be located within the refrigerant line 24 to decrease the pressure applied to the refrigerant.

[0021] When the interior 2 of the vehicle is cooled, a refrigerant flows through the refrigerant line 24 and into the compressor 26, where it is compressed to a pressurized state, resulting in a higher temperature. The pressurized refrigerant then enters the condenser 20, transferring heat across the surface area of ​​the plurality of channels 23 provided by the condenser 20. This heat is then transferred from the pressurized refrigerant to the air surrounding the condenser 20, increasing its temperature. The refrigerant then exits the condenser 20 and re-enters the refrigerant line 24, which continues to the expansion valve 28.The expansion valve 28 causes a rapid pressure release of the refrigerant, resulting in at least a portion of the refrigerant undergoing a change in the evaporation phase. The rapid pressure release and subsequent evaporation lead to a reduction in the refrigerant's temperature. In the depressurized state, the refrigerant then enters the evaporator 22, where it absorbs heat via the surface area of ​​the plurality of channels 23 provided by the evaporator 22. Heat is transferred from the air surrounding the evaporator 22 to the refrigerant, further reducing the temperature of the surrounding air. The refrigerant then exits the evaporator 22 into the refrigerant line 24, where it re-enters the compressor 26 to repeat the heat transfer cycle.

[0022] With further reference to Fig. The air space 14, the multitude of air ducts 16, and the multitude of ventilation registers 18 are provided to supply the cooled air, which has exchanged heat with the evaporator 22, to the interior 2 of the vehicle. The air space 14 is configured to receive the air cooled by the air conditioning system 12 for distribution to the rest of the vehicle climate control system 10. The multitude of air ducts 16 extends from the air space 14 through the interior structure 6 of the vehicle to each of the multitude of ventilation registers 18. The multitude of ventilation registers 18 are then configured to discharge the cooled air into the interior 2 of the vehicle.Each of the multiple ventilation registers 18 can be equipped with a user-operated airflow control device 17, configured to allow a user inside the interior 2 of the vehicle to adjust the flow rate of the cooled air flowing out of each of the multiple ventilation registers 18.

[0023] Referring now to Fig. 3 The climate control system 10 further includes a user interface 19 that allows the user of the vehicle 1 to control the climate control system 10. The user interface 19 is configured to receive input from the user of the vehicle 1. In particular, the user interface 19 can be configured to allow a user to determine, at least indirectly, a target value for the discharge air temperature (DAT) of the climate control system 10. The DAT target value is the calculated temperature of air supplied to the vehicle interior 2 through the multiple ventilation registers 18, as determined by a processor 46 of the climate control system, to achieve a setpoint temperature of the vehicle interior 2, which is set by the user. The user interface 19 can include a multifunction display or a human-machine interface.

[0024] With further reference to Fig. 3 A variety of sensors 30 are provided to monitor a variety of detected attributes that characterize the vehicle climate control system 10. The variety of detected attributes can include the temperature of the air outside the vehicle 3; the temperature of the evaporator 22; the temperature of air discharged through one or more of the variety of ventilation registers 18; the water vapor content of air inside the vehicle interior 2; and the amount of particulate matter inside the vehicle interior 2. The variety of sensors 30 can include an ambient air temperature sensor 31; an evaporator core temperature sensor 32; an air duct exhaust temperature sensor (DAT sensor) 33; an interior humidity sensor 34; and an interior particulate matter (PM) sensor 35.

[0025] The ambient air temperature sensor 31 is configured to detect the temperature of the air outside the vehicle 3. The ambient air temperature sensor 31 can, for example, be positioned inside the vehicle's external radiator grille or can be coupled to one of the vehicle's side mirrors.

[0026] The evaporator temperature sensor 32 is configured to detect the temperature of the evaporator 22. The evaporator temperature sensor 32 can be positioned proximal to the evaporator 22 and may include a thermistor configured to change its electrical resistance when the thermistor's temperature is modified. Additionally, multiple evaporator temperature sensors 32 may be positioned at different sections of the evaporator 22 to monitor the temperature of these different sections.

[0027] The DAT sensor 33 is configured to detect the temperature of the air supplied to the interior 2 of the vehicle through the plurality of air ducts 16. A plurality of DAT sensors 33 can be present, with each of the plurality of DAT sensors 33 being provided at each of the plurality of ventilation registers 18 to monitor the temperature of air supplied through each of the plurality of ventilation registers 18. Additionally, a plurality of DAT sensors 33 can be present, with more than one DAT sensor 33 positioned at a single ventilation register of the plurality of ventilation registers 18 to monitor the temperature of air supplied through that single air register of the plurality of ventilation registers 18.

[0028] The interior humidity sensor 34 is configured to detect the amount of water vapor present in the air inside the vehicle 2. Multiple interior humidity sensors 34 may be present to monitor the amount of water vapor in the air at different locations within the vehicle 2. The humidity sensor 34 may include a capacitive sensor, configured, for example, to monitor changes in the voltage between two electrodes.

[0029] The interior particulate matter sensor 35 is configured to detect the amount of particulate matter suspended in the air within the vehicle's interior. Multiple interior particulate matter sensors 35 can be present to monitor the amount of particulate matter suspended in the air at different locations within the vehicle's interior. The interior particulate matter sensor 35 can use optical sensing to detect the amount of particulate matter or can be configured to use resistance measurements to detect particulate matter deposited on an electrode assembly of the interior particulate matter sensor 35.

[0030] Referring now to Fig. 4. The climate control system 10 can further include a controller 40, which is configured to control the operation of the climate control system 10. The controller 40 communicates electronically with each of the multiple sensors 30, so that the controller 40 receives inputs from each of the multiple sensors 30 corresponding to the multiple detected attributes that characterize the climate control system 10. Next, the controller 40 communicates electronically with the air conditioner 12 and is configured to modify the operation of the air conditioner 12. Additionally, the controller 40 communicates electronically with a user interface 19, so that the controller 40 receives commands generated by the user interface 19 in response to user input into the user interface 19.In particular, the control unit 40 is configured to receive the temperature setpoint for the interior 2 of the vehicle from the user interface 19 and to calculate the DAT target value.

[0031] With further reference to Fig. The controller 40 comprises a timer module 42, a memory module 44, and a processor 46. The controller 40 can be dedicated to HVAC control or it can be a shared controller capable of performing additional control functions. The processor 46, for example, can include a microprocessor or be configured with other analog and / or digital circuitry. The memory module 44 of the controller 40 is configured to store a variety of calibrated thresholds 50; a variety of timer thresholds 60; a calibrated value 70; and a strategy history 80. The timer module 42 provides a variety of timers 65. The processor 46 of the controller 40 is configured to monitor the variety of sensors 30 and the variety of timers 65.Additionally, the processor 46 of the controller 40 is configured to monitor the operating status of the compressor 26 together with the DAT target value set by the user via the user interface 19. Next, the processor 46 is configured to determine and execute an anti-icing strategy 98, 99 according to the inputs provided by the multitude of sensors 30, in comparison to one or more of the multitude of calibrated thresholds 50. Furthermore, the processor 46 is configured to determine and execute the anti-icing strategy 98, 99 according to the duration for which one or more of the multitude of timers 65 were switched on, in comparison to one or more of the multitude of timer thresholds 60. Finally, the processor 46 is configured to determine and execute the anti-icing strategy 98, 99 according to the operating status of the compressor 26, the strategy history 80, and the DAT target value.The anti-icing strategy 98, 99 is a predictive procedure in which the processor 46 is configured to make predictions and determine whether adjustments to the air conditioner 12 are required to prevent ice formation on the evaporator 22. During operation, the anti-icing strategy 98, 99 modifies the air conditioner 12 by means of a variety of settings made by the processor 46, the variety of settings being designed to prevent icing on the evaporator 22 of the air conditioner 12. In particular, the variety of settings includes modifying an evaporator temperature target value by the calibrated value 70 to heat the evaporator 22; switching off the compressor 26; and switching on the compressor 26.

[0032] With further reference to Fig. 4 The time control module 42 provides a plurality of timers 65, the plurality of timers 65 comprising a vehicle timer 66; a compressor shutdown timer 67; a compressor restart timer 68; and an outlet timer 69. The processor 46 is configured to switch on at least one of the plurality of timers 65 in response to the processor 46 setting the climate control system 10.

[0033] Fig. Figure 5 illustrates the memory module 44, which provides the plurality of calibrated thresholds 50. Each of the plurality of calibrated thresholds 50 is a predictive numerical value representing one of the plurality of attributes. Specifically, each of the plurality of calibrated thresholds 50 is the value of one of the plurality of attributes at which there is a statistical probability that the evaporator 22 will ice up when the value of the represented attribute reaches a value greater or less than one of the plurality of calibrated thresholds 50 for a period of time. The plurality of calibrated thresholds 50 can be used to partially define the operating conditions under which the air conditioner 12 can be operated before there is a high probability that the evaporator 22 will ice up.Each of the plurality of calibrated thresholds 50 is stored in the memory module 44 of the controller 40 and can be updated via an air interface system. The processor 46 is configured to access each of the plurality of calibrated thresholds 50 when the anti-icing strategy 98, 99 is determined and executed. During operation, the processor 46 can be configured to adjust the climate control system 10 in response to a detection by the processor 46 that at least one of the plurality of sensors 30 has provided an input that was greater than or less than one of the plurality of calibrated thresholds 50 or equal to it.Additionally, the processor 46 can be configured to adjust the climate control system 10 in response to a detection by the processor 46 that each of the plurality of sensors 30 has provided an input that is greater than or less than one of the plurality of calibrated thresholds 50 or equal to it. The plurality of calibrated thresholds 50 can include a DAT inlet condition threshold 51; a DAT compressor function threshold 52; a DAT outlet condition threshold 53; an ambient condition threshold 54; an indoor humidity threshold 55; and an indoor particulate matter threshold 56.

[0034] The DAT entry condition threshold 51 is the DAT at which there is a statistical probability that the evaporator 22 will ice up if the air conditioner 12 continues operating without adjustment. The DAT entry condition threshold 51 can represent a DAT that is close to the freezing point of water.

[0035] The DAT compressor function threshold 52 is the DAT at which there is a statistical probability that the evaporator 22 will ice up if the air conditioning system 12 continues to operate without adjustment, wherein the DAT represented by the DAT compressor function threshold 52 is a higher temperature than the DAT represented by the DAT entry condition threshold 51.

[0036] The DAT outlet condition threshold 53 is the DAT at which there is a statistical probability that the evaporator 22 will ice up if the air conditioning system 12 continues to operate without adjustment, wherein the DAT represented by the DAT outlet condition threshold 53 is a higher temperature than the DAT represented by the DAT compressor function threshold 52.

[0037] The ambient threshold 54 is the temperature of the air outside the vehicle 3 at which there is a statistical probability that the evaporator 22 will ice up if the air conditioning 12 continues to operate without adjustment.

[0038] The interior humidity threshold 55 is the amount of water vapor inside the interior 2 of the vehicle at which there is a statistical probability that the evaporator 22 will ice up if the air conditioning system 12 continues to operate without adjustment.

[0039] The threshold value 56 for particulate matter in the interior is the amount of particulate matter suspended within the air of the interior 2 of the vehicle at which there is a statistical probability that the evaporator 22 will ice up if the air conditioning 12 continues to operate without adjustment.

[0040] With further reference to Fig. 5. The memory module 44 stores a calibrated value 70. The calibrated value 70 is a temperature value by which the processor 46 sets an evaporator target temperature to heat the evaporator 22 during the execution of the anti-icing strategy 98. The evaporator target temperature is the temperature of the evaporator 22 at which the evaporator 22 can supply air at the temperature set by the user via the DAT target value to the interior 2 of the vehicle. The calibrated value 70 can represent the smallest increase in the evaporator target temperature that will prevent ice formation on the evaporator 22 or remove ice that has already formed on the evaporator 22.This allows the evaporator target temperature to be set to the calibrated value of 70, thus preventing the evaporator 22 from icing up, while still allowing the evaporator 22 to supply air at a user-defined temperature to the vehicle's interior 2. The calibrated value of 70 can be loaded into memory module 44 by the vehicle user before use. Additionally, the calibrated value of 70 can be updated via an air interface system.

[0041] Fig. Figure 5 further illustrates the memory module 44, which provides the plurality of timer thresholds 60. Each of the plurality of timer thresholds 60 is a predictive time duration assigned to at least one of the plurality of timers 65. In particular, each of the plurality of timer thresholds 60 is the time duration at which there is a statistical probability that the evaporator 22 will ice up if the assigned timer of the plurality of timers 65 has been switched on for a time duration that is either greater than, less than, or equal to one of the plurality of timer thresholds 60. The processor 46 is configured to adjust the climate control system 10 in response to a detection by the processor 46 that at least one of the plurality of timers 65 has been switched on for a time duration that is greater than, less than, or equal to one of the plurality of timer thresholds 60.The multitude of timer thresholds 60 can include a vehicle timer threshold 61; a compressor shutdown timer threshold 62; a compression activation timer threshold 63; and an exit timer threshold 64.

[0042] The vehicle timer threshold 61 is assigned to the vehicle timer 66 and is the duration at which there is an increased statistical probability that the evaporator 22 will ice up if the vehicle timer 66 has been switched on for a duration that is less than the vehicle timer threshold 61.

[0043] The compressor shutdown timer threshold 62 is assigned to the strategy timer 67 and is the duration at which there is an increased statistical probability that the evaporator 22 will ice up if the strategy timer 67 has been switched on for a duration greater than or equal to the compressor shutdown timer threshold 62.

[0044] The compressor restart timer threshold 63 is assigned to the compressor restart timer 68 and represents the duration at which there is an increased statistical probability that the evaporator 22 will ice up if the compressor restart timer 68 has been switched on for a duration shorter than the compressor restart timer threshold 63. Additionally, the compressor restart timer threshold 63 represents the minimum duration for which the compressor 26 must be switched off to prevent icing of the evaporator 22. Thus, the compressor restart timer threshold 63 can be calibrated such that the compressor 26 is switched off for the shortest duration necessary to prevent and / or remedy icing of the evaporator 22.

[0045] The outlet timer threshold value 64 is assigned to the outlet timer 69 and is the duration at which there is an increased statistical probability that the evaporator 22 will ice up if the outlet timer 69 has been switched on for a duration less than the outlet timer threshold value 64.

[0046] Referring now to Fig. 6A and Fig. Figure 6B shows a first embodiment of an anti-icing strategy 98, which is determined and executed by the processor 46 of the controller 40. In step 100, the processor 46 monitors the DAT sensor temperature input and compares the DAT sensor temperature input with the DAT entry condition threshold 51. If the processor 46 receives an input from the DAT temperature sensor 33 of a temperature that is less than or equal to a temperature provided by the DAT entry condition threshold 51, the processor 46 then proceeds to step 102 of the anti-icing strategy 98.

[0047] In step 102, the processor 46 determines whether the DAT target value has been set to a temperature less than or equal to the DAT target threshold, whether the ambient air temperature sensor 31 is providing an input of a temperature higher than the ambient threshold 54, and whether the compressor 26 is active. If the DAT target value has been set to a temperature less than or equal to the DAT target threshold, the ambient air temperature sensor 31 has provided an input of a temperature higher than the ambient threshold 54, and the compressor 26 is active, the processor 46 proceeds to step 103.

[0048] At step 103, processor 46 initiates the anti-icing strategy 98. The processor then proceeds to step 104.

[0049] In step 104, the processor switches on the compressor shutdown timer 67 and begins monitoring it. The processor then proceeds to step 105.

[0050] In step 105, the processor 46 adjusts the air conditioning system 12 by increasing the target temperature of the evaporator 22 by the amount of the calibrated value 70, such that the evaporator 22 is heated. The processor 46 then proceeds to step 106.

[0051] In step 106, the processor 46 determines the duration for which the compressor shutdown timer 67 was active and compares this duration with the compressor shutdown timer threshold value 62. If the duration for which the compressor shutdown timer 67 was switched on is greater than or equal to the compressor shutdown timer threshold value 62, the processor 46 then proceeds to step 107 of the anti-icing strategy 98.

[0052] If, at step 106, the processor determines that the duration for which the compressor shutdown timer 67 was switched on is less than the compressor shutdown timer threshold 62, the processor maintains the increased target temperature of the evaporator 22 with the calibrated value 70 until the compressor shutdown timer 67 has been active for a duration greater than or equal to the compressor shutdown timer threshold 62.

[0053] In step 107, the processor 46 compares the DAT sensor temperature input with the DAT compressor function threshold 52. If the DAT sensor temperature input is less than or equal to the DAT compressor function threshold 52, the processor 46 then proceeds to step 108 of the anti-icing strategy 98.

[0054] If, at step 107, the processor determines that the DAT sensor temperature input is greater than the DAT compressor function threshold 52, the processor 46 proceeds to step 112 of the anti-icing strategy 98.

[0055] At step 108, processor 46 switches on the compressor restart timer 68 and begins monitoring it. Processor 46 then proceeds to step 109.

[0056] In step 109, processor 46 also shuts down the air conditioning system 12 by switching off the compressor 26. Specifically, processor 46 sets a compressor request to an OFF status. Processor 46 then proceeds to step 110 of the anti-icing strategy 98.

[0057] In step 110, processor 46 compares the DAT sensor temperature input with the DAT outlet condition threshold 53. If the DAT sensor temperature input is greater than or equal to the DAT outlet condition threshold 53, processor 46 proceeds to step 111 of the anti-icing strategy 98. Additionally, in step 110, processor 46 determines the duration for which the compressor restart timer 68 was active and compares this duration with the compressor restart timer threshold 63. If the compressor restart timer 68 was active for a duration greater than or equal to the compressor restart timer threshold 63, processor 46 proceeds to step 111 of the anti-icing strategy 98.

[0058] If, at step 110, the DAT sensor temperature input is less than the DAT outlet condition threshold 53, and if the compressor restart timer 68 has not been active for a duration greater than or equal to the compressor restart timer threshold 63, then the processor 46 returns to step 109 and keeps the compressor request in an OFF state.

[0059] At step 111, processor 46 activates the exit timer 69 and begins monitoring it. Processor 46 then proceeds to step 112 of the anti-icing strategy 98.

[0060] In step 112, processor 46 configures compressor 26 by restarting it. Specifically, processor 46 sets the compressor request to an ON status. The processor then proceeds to step 113 of the anti-icing strategy 98.

[0061] In step 113, processor 46 determines the duration for which the exit timer 69 was switched on and compares this duration with the exit timer threshold value 64. Additionally, in step 113, processor 46 compares the DAT sensor temperature input with the DAT entry condition threshold value 51. If the duration for which the exit timer 69 was switched on is greater than the exit timer threshold value 64 and the DAT sensor temperature input is greater than the DAT entry condition threshold value 51, processor 46 proceeds to step 114 of the anti-icing strategy.

[0062] Alternatively, in step 113, processor 46 determines the duration for which the exit timer 69 was switched on and compares this duration with the exit timer threshold value 64. Additionally, in step 113, processor 46 compares the input from the ambient air temperature sensor with the ambient threshold value 54. If the duration for which the exit timer 69 was switched on is greater than the exit timer threshold value 64 and the input from the ambient air temperature sensor is less than or equal to the ambient threshold value 54, processor 46 proceeds to step 114 of the anti-icing strategy.

[0063] In an additional alternative, at step 113, processor 46 determines the duration for which the exit timer 69 was activated and compares this duration with the exit timer threshold value 64. Additionally, at step 113, processor 46 compares the DAT target value with the DAT target threshold value. If the duration for which the exit timer 69 was activated is greater than the exit timer threshold value 64, and the DAT target value has been set to a temperature higher than the DAT target threshold value, processor 46 proceeds to step 114 of the anti-icing strategy.

[0064] In an additional alternative, at step 113, processor 46 determines the duration for which the outlet timer 69 was switched on and compares this duration with the outlet timer threshold value 64. Additionally, at step 113, processor 46 checks the compressor status. If the duration for which the outlet timer 69 was switched on is greater than the outlet timer threshold value 64 and the compressor 26 has been switched off by the user, processor 46 proceeds to step 114 of the anti-icing strategy 98.

[0065] If, at step 113, processor 46 determines that the outlet timer 69 has not been switched on for a duration greater than the outlet timer threshold 64, or that neither the DAT sensor temperature input is greater than the DAT entry condition threshold 51; the ambient air temperature sensor input is less than the ambient threshold 54; the DAT target value is greater than the DAT temperature threshold; nor is the air conditioning compressor request status OFF, then processor 46 does not proceed to step 114 and maintains the compressor request status ON at step 112. Processor 46 continues to monitor the outlet timer 69 and each of the plurality of sensors 30 provided in step 113 until the conditions of step 113 are met.

[0066] At step 114, processor 46 is configured to provide strategy history 80 to the controller's memory module 44. Strategy history 80 represents the fact that processor 46 initiated the icing protection strategy 98 at step 103. Memory module 44 is configured to store strategy history 80 for at least one driving cycle of vehicle 1, where at least one driving cycle includes a shutdown, a startup, and then a subsequent shutdown of vehicle 1. Processor 46 then proceeds to step 116 of icing protection strategy 98.

[0067] At step 116, the processor 46 terminates the anti-icing strategy 98. In particular, the processor 46 stops setting the evaporator target temperature with the amount of the calibrated value 70.

[0068] Referring now to Fig. 7A and Fig.Figure 7B shows a second embodiment of an anti-icing strategy 99, which is determined and executed by the processor 46 of the controller 40. In step 101, the vehicle 1 is switched on, and the processor 46 checks the memory module 44 to determine whether the memory module 44 contains a strategy history 80 provided by the processor 46 upon completion of an anti-icing strategy 98, 99 that occurred in a previous driving cycle. Additionally, the processor 46 determines the duration for which the vehicle timer 66 was switched on, the vehicle timer 66 being switched on by the processor 46 when the vehicle 1 was last switched off. If the memory module 44 contains the strategy history 80 and the vehicle timer 66 was active for a duration less than the vehicle timer threshold 61, the processor 46 proceeds to step 103.

[0069] At step 103, processor 46 initiates the anti-icing strategy 98. The processor then proceeds to step 104.

[0070] In step 104, the processor switches on the compressor shutdown timer 67 and begins monitoring it. The processor then proceeds to step 105.

[0071] In step 105, the processor 46 adjusts the air conditioning system 12 by increasing the target temperature of the evaporator 22 by the amount of the calibrated value 70, such that the evaporator 22 is heated. The processor 46 then proceeds to step 106.

[0072] In step 106, the processor 46 determines the duration for which the compressor shutdown timer 67 was active and compares this duration with the compressor shutdown timer threshold value 62. If the duration for which the compressor shutdown timer 67 was switched on is greater than or equal to the compressor shutdown timer threshold value 62, the processor 46 then proceeds to step 107 of the anti-icing strategy 98.

[0073] If, at step 106, the processor determines that the duration for which the compressor shutdown timer 67 was switched on is less than the compressor shutdown timer threshold 62, the processor maintains the increased target temperature of the evaporator 22 with the calibrated value 70 at step 105 until the compressor shutdown timer 67 has been active for a duration greater than or equal to the compressor shutdown timer threshold 62.

[0074] In step 107, the processor 46 compares the DAT sensor temperature input with the DAT compressor function threshold 52. If the DAT sensor temperature input is less than or equal to the DAT compressor function threshold 52, the processor 46 then proceeds to step 108 of the anti-icing strategy 98.

[0075] If, at step 107, the processor determines that the DAT sensor temperature input is greater than the DAT compressor function threshold 52, the processor 46 proceeds to step 112 of the anti-icing strategy 98.

[0076] At step 108, processor 46 switches on the compressor restart timer 68 and begins monitoring it. Processor 46 then proceeds to step 109.

[0077] In step 109, processor 46 also shuts down the air conditioning system 12 by switching off the compressor 26. Specifically, processor 46 sets a compressor request to an OFF status. Processor 46 then proceeds to step 110 of the anti-icing strategy 98.

[0078] In step 110, processor 46 compares the DAT sensor temperature input with the DAT outlet condition threshold 53. If the DAT sensor temperature input is greater than or equal to the DAT outlet condition threshold 53, processor 46 proceeds to step 111 of the anti-icing strategy 98. Additionally, in step 110, processor 46 determines the duration for which the compressor restart timer 68 was active and compares this duration with the compressor restart timer threshold 63. If the compressor restart timer 68 was active for a duration greater than or equal to the compressor restart timer threshold 63, processor 46 proceeds to step 111 of the anti-icing strategy 98.

[0079] If, at step 110, the DAT sensor temperature input is less than the DAT outlet condition threshold 53, and if the compressor restart timer 68 has not been active for a duration greater than or equal to the compressor restart timer threshold 63, then the processor 46 returns to step 109 and keeps the compressor request in an OFF state.

[0080] At step 111, processor 46 activates the exit timer 69 and begins monitoring it. Processor 46 then proceeds to step 112 of the anti-icing strategy 98.

[0081] In step 112, processor 46 configures compressor 26 by restarting it. Specifically, processor 46 sets the compressor request to an ON status. The processor then proceeds to step 113 of the anti-icing strategy 98.

[0082] In step 113, processor 46 determines the duration for which the exit timer 69 was switched on and compares this duration with the exit timer threshold value 64. Additionally, in step 113, processor 46 compares the DAT sensor temperature input with the DAT entry condition threshold value 51. If the duration for which the exit timer 69 was switched on is greater than the exit timer threshold value 64 and the DAT sensor temperature input is greater than the DAT entry condition threshold value 51, processor 46 proceeds to step 114 of the anti-icing strategy.

[0083] Alternatively, in step 113, processor 46 determines the duration for which the exit timer 69 was active and compares this duration with the exit timer threshold value 64. Additionally, in step 113, processor 46 compares the input from the ambient air temperature sensor with the ambient threshold value 54. If the duration for which the exit timer 69 was switched on is greater than the exit timer threshold value 64 and the input from the ambient air temperature sensor is less than or equal to the ambient threshold value 54, processor 46 proceeds to step 114 of the anti-icing strategy.

[0084] In an additional alternative, at step 113, processor 46 determines the duration for which the exit timer 69 was activated and compares this duration with the exit timer threshold value 64. Additionally, at step 113, processor 46 compares the DAT target value with the DAT target threshold value. If the duration for which the exit timer 69 was activated is greater than the exit timer threshold value 64, and the DAT target value has been set to a temperature higher than the DAT target threshold value, processor 46 proceeds to step 114 of the anti-icing strategy.

[0085] In an additional alternative, at step 113, processor 46 determines the duration for which the outlet timer 69 was switched on and compares this duration with the outlet timer threshold value 64. Additionally, at step 113, processor 46 checks the compressor status. If the duration for which the outlet timer 69 was switched on is greater than the outlet timer threshold value 64 and the compressor 26 has been switched off by the user, processor 46 proceeds to step 114 of the anti-icing strategy 98.

[0086] If, at step 113, processor 46 determines that the outlet timer 69 has not been switched on for a duration greater than the outlet timer threshold 64, or that neither the DAT sensor temperature input is greater than the DAT entry condition threshold 51; the ambient air temperature sensor input is less than the ambient threshold 54; the DAT target value is greater than the DAT temperature threshold; nor is the air conditioning compressor request status OFF, then processor 46 does not proceed to step 114 and maintains the compressor request status ON at step 112. Processor 46 continues to monitor the outlet timer 69 and each of the plurality of sensors 30 provided in step 113 until the conditions of step 113 are met.

[0087] At step 114, processor 46 is configured to provide strategy history 80 to the controller's memory module 44. Strategy history 80 represents the fact that processor 46 initiated the icing protection strategy 98 at step 103. Memory module 44 is configured to store strategy history 80 for at least one driving cycle of vehicle 1, where at least one driving cycle includes a shutdown, a startup, and then a subsequent shutdown of vehicle 1. Processor 46 then proceeds to step 116 of icing protection strategy 98.

[0088] At step 116, the processor 46 terminates the anti-icing strategy 98. In particular, the processor 46 stops setting the evaporator target temperature with the amount of the calibrated value 70.

[0089] The vehicle climate control system 10 advantageously implements an anti-icing strategy to predict and prevent icing of an evaporator 22 of an air conditioning system 12 in a motor vehicle, thereby improving the performance of the air conditioning system 12.

[0090] In an additional embodiment, the anti-icing strategy 98 can be used in a vehicle climate control system 10 that includes a heat pump. In particular, the anti-icing strategy 98 can be used when the heat pump of the vehicle climate control system 10 is set to a cooling mode to provide cooled air to the interior 2 of the vehicle. In such a configuration, the anti-icing strategy 98 is used to prevent the formation of ice on an internal heat exchanger that functions as an evaporator 22.

[0091] It is understood that variations and modifications to the aforementioned structure may be made without deviating from the concepts of the present disclosure, and it is further understood that such concepts are to be covered by the following patent claims, unless these patent claims expressly state otherwise by their wording.

[0092] According to the present invention, a climate control system for a vehicle is provided, comprising: a compressor; an evaporator; a plurality of sensors; and a controller that communicates with the plurality of sensors and includes at least one timer, wherein the controller is configured to execute an anti-icing strategy comprising the following steps: monitoring the plurality of sensors; determining a probability of ice formation on the evaporator; adjusting the climate control system based on the determined probability of ice formation; activating one or more of the at least one timer in response to the climate control system setting; and monitoring the at least one timer and controlling the climate control system based on the at least one timer.

[0093] According to one embodiment, at least one of the plurality of sensors comprises an air duct air temperature sensor.

[0094] According to one embodiment, at least one of the plurality of sensors includes an ambient air temperature sensor.

[0095] According to one embodiment, the control system determines the probability of ice formation on the evaporator by comparing an air duct exhaust air target temperature value with an air duct exhaust air target temperature threshold value.

[0096] According to one embodiment, the controller determines the probability of ice formation on the evaporator by comparing inputs provided to the controller by the multitude of sensors with a multitude of calibrated thresholds.

[0097] According to one embodiment, the control system determines the probability of ice formation on the evaporator by comparing the time for which the at least one timer was switched on with a plurality of timer threshold values.

[0098] According to one embodiment, the control system adjusts the climate control system based on the determined probability of ice formation by setting an evaporator target temperature with a calibrated value.

[0099] According to one embodiment, the controller determines that there is a probability of ice formation when each of the multitude of sensors detects an input that reaches a calibrated threshold.

[0100] According to one embodiment, the control system adjusts the climate control system based on the determined probability of ice formation by switching off the compressor.

[0101] According to one embodiment, the controller determines that there is a probability of ice formation if one or more of the plurality of sensors detect an input that reaches a calibrated threshold, and if the at least one timer has been switched on for a time that exceeds a timer threshold.

[0102] According to one embodiment, the controller adjusts the climate control system based on the determined probability of ice formation by restarting the compressor, wherein the controller determines that there is no probability of ice formation if one or more of the plurality of sensors detect an input reaching the calibrated threshold, wherein the calibrated threshold is an air duct air temperature outlet condition threshold.

[0103] According to one embodiment, the controller adjusts the climate control system based on the determined probability of ice formation due to compressor restart, wherein the controller determines that there is no probability of ice formation if the at least one timer has been switched on for a time equal to or exceeding the timer threshold, wherein the timer threshold is a compressor restart timer threshold.

[0104] According to one embodiment, the control system determines that there is a probability of ice formation if each of the multiple sensors detects an input that reaches a calibrated threshold and the compressor is in an active state.

[0105] According to the present invention, a method for controlling a vehicle climate control system comprises the following: switching on a compressor of the vehicle climate control system; detecting an ambient air temperature with a first temperature sensor; detecting an air duct air temperature with a second temperature sensor; monitoring the detected ambient air temperature and the air duct air temperature with a controller; determining the probability of ice formation on the evaporator; adjusting the vehicle climate control system based on the determined probability of ice formation with the controller; switching on at least one timer in response to the adjustment of the vehicle climate control system with the controller; and controlling the vehicle climate control system at least partially based on the at least one timer.

[0106] In one aspect of the invention, the second temperature sensor comprises an air duct air temperature sensor.

[0107] In one aspect of the invention, the control determines the probability of ice formation on the evaporator by comparing an air duct exhaust air temperature target with an air duct exhaust air temperature target threshold.

[0108] In one aspect of the invention, the control determines the probability of ice formation on the evaporator by comparing inputs provided to the control by the multitude of sensors with a multitude of calibrated thresholds.

[0109] In one aspect of the invention, the control system adjusts the climate control system based on the determined probability of ice formation by setting an evaporator target value of an evaporator with a calibrated value.

[0110] In one aspect of the invention, the control unit adjusts the vehicle climate control system based on the determined probability of ice formation by switching off the compressor, wherein the control unit determines that a probability of ice formation exists if one or more of the plurality of sensors detect an input that reaches a calibrated threshold, and if the at least one timer has been switched on for a time that exceeds a timer threshold.

[0111] In one aspect of the invention, the control unit adjusts the vehicle climate control system based on the determined probability of ice formation by restarting the compressor, wherein the control unit determines that there is no probability of ice formation if the second sensor detects an input that is greater than a calibrated threshold, wherein the calibrated threshold is an air duct air temperature outlet condition threshold.

Claims

[1] Climate control system for a vehicle, the climate control system comprising: a compressor; an evaporator; a large number of sensors; and a controller that communicates with the multitude of sensors and includes at least one timer, wherein the controller is configured to execute an anti-icing strategy which includes the following steps: Monitoring the multitude of sensors; Determining the probability of ice formation on the evaporator; Adjusting the climate control system based on the determined probability of ice formation; Activating one or more of the at least one timer in response to the setting of the climate control system; and Monitoring the at least one timer and controlling the climate control system based on the at least one timer. [2] Climate control system for a vehicle according to claim 1, wherein at least one of the plurality of sensors comprises an air duct air temperature sensor. [3] Climate control system for a vehicle according to claim 1, wherein at least one of the plurality of sensors comprises an ambient air temperature sensor. [4] Climate control system for a vehicle according to claim 1, wherein the control determines the probability of ice formation on the evaporator by comparing an air duct exhaust air target temperature value with an air duct exhaust air target threshold value. [5] Climate control system for a vehicle according to claim 1, wherein the control determines the probability of ice formation on the evaporator by comparing inputs provided to the control by the plurality of sensors with a plurality of calibrated thresholds. [6] Climate control system for a vehicle according to claim 1, wherein the control determines the probability of ice formation on the evaporator by comparing the time for which the at least one timer was switched on with a plurality of timer threshold values. [7] Climate control system for a vehicle according to claim 1, wherein the control system adjusts the climate control system based on the determined probability of ice formation by setting an evaporator target temperature with a calibrated value. [8] Climate control system for a vehicle according to one of claims 1-7, wherein the control determines that there is a probability of ice formation when each of the plurality of sensors detects an input that reaches a calibrated threshold. [9] Climate control system for a vehicle according to claim 1, wherein the control system adjusts the climate control system based on the determined probability of ice formation by switching off the compressor. [10] Climate control system for a vehicle according to claim 9, wherein the control determines that there is a probability of ice formation when one or more of the plurality of sensors detect an input that reaches a calibrated threshold, and when the at least one timer has been switched on for a time that exceeds a timer threshold. [11] Climate control system for a vehicle according to claim 1, wherein the control system adjusts the climate control system based on the determined probability of ice formation by restarting the compressor, wherein the control system determines that there is no probability of ice formation when one or more of the plurality of sensors detect an input that reaches the calibrated threshold, wherein the calibrated threshold is an air duct air temperature outlet condition threshold. [12] Climate control system for a vehicle according to claim 11, wherein the control system adjusts the climate control system based on the determined probability of ice formation by restarting the compressor, wherein the control system determines that there is no probability of ice formation if the at least one timer has been switched on for a time equal to or exceeding the timer threshold, wherein the timer threshold is a compressor restart timer threshold. [13] Climate control system for a vehicle according to claim 1, wherein the control determines that there is a probability of ice formation when each of the plurality of sensors detects an input that reaches a calibrated threshold and the compressor has an active status. [14] Method for controlling a vehicle climate control system, the method comprising the following steps: Switching on a compressor of the vehicle's climate control system; Measuring ambient air temperature with a first temperature sensor; Capturing an air duct air temperature with a second temperature sensor; Monitoring the measured ambient air temperature and the air duct air temperature with a controller; Determining the probability of ice formation on the evaporator; Adjusting the vehicle climate control system based on the determined probability of ice formation with the control unit; Activating at least one timer in response to the setting of the vehicle climate control system with the controller; and Control of the vehicle climate control system at least partially based on at least one timer. [15] Method for controlling a vehicle climate control system according to claim 14, wherein the control determines the probability of ice formation on the evaporator by comparing an air duct exhaust air target temperature value with an air duct exhaust air target threshold value.

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