DE102022109475A1 - METHOD AND SYSTEM FOR A VEHICLE DISINFECTING MODE - Google Patents

Abstract

Methods and systems for heat disinfection of a vehicle are provided. In one example, a method may include, in response to receiving a request to clean an interior of a vehicle, adjusting a position of a sunshade based on at least one of an ambient temperature outside the vehicle and a solar load of the vehicle, and operating a heating, ventilation and Air conditioning system (HVAC system) to heat the interior above an upper threshold temperature for a first threshold duration. In this way, the HVAC system can be advantageously used to expose the vehicle interior to temperatures that kill or inactivate microbes.

Description

field of technology

This description generally relates to methods and systems for a vehicle climate control system.

General state of the art

Some pathogens, such as bacteria and viruses, can survive on plastic and metal surfaces of vehicles for long periods of time and can spread or be transmitted to a human. Chemical disinfectants can be used to disinfect (e.g., decontaminate) the surfaces in a process known as chemical disinfection. For example, a person performing chemical disinfection may spray or wipe the chemical disinfectant onto vehicle surfaces. However, using chemical disinfectants can be time-consuming, expensive, and resource-intensive. Furthermore, it can be difficult to completely clean every vehicle surface with chemical disinfectants. For example, the person may have difficulty getting between seats and into crevices. As another example, disinfecting vehicle surfaces with chemical disinfectants can be physically demanding and therefore some vehicle customers may be unable to perform chemical disinfection. As yet another example, chemical disinfectants have a specified contact time to kill and/or deactivate the pathogens and if the person does not meet the specified contact time, the disinfection may be ineffective.

The inventors of the present invention have recognized that many pathogens are heat sensitive and thus can be killed or deactivated using heat disinfection. Furthermore, the inventors of the present invention have advantageously recognized that a heating, ventilation and air conditioning (HVAC) system can be operated to generate heat as needed.

Short presentation

In one example, the problems described above may be solved by a method comprising: in response to receiving a request to clean an interior of a vehicle, adjusting a position of a sunshade based on at least one of an ambient temperature outside the vehicle and a solar load of the vehicle; and operating a heating, ventilation and air conditioning (HVAC) system to heat the interior space above an upper threshold temperature for a first threshold duration. In this way, vehicle interior surfaces can be effectively decontaminated using systems already included in the vehicle and without chemical disinfectants or physical exertion of a user.

As an example, the sunshade may be positioned between a skylight and the interior of the vehicle and may include adjusting the position of the sunshade based on at least one of the ambient temperature and the vehicle's solar load, fully opening the sunshade in response to the vehicle's solar load is greater than a threshold solar load, and fully closing the sunshade in response to the vehicle's solar load being less than or equal to the threshold solar load. For example, the threshold solar load may be adjusted based on the ambient temperature, such as by increasing the threshold solar load as the ambient temperature decreases and decreasing the threshold solar load as the ambient temperature increases. As another example, operating the HVAC system to heat the interior above the upper threshold temperature for the first threshold duration may include flowing hot air from the HVAC system to the interior. The hot air may be at a much higher temperature than that used for climate control (e.g. for passenger comfort). For example, operating the HVAC system to heat the interior above the upper threshold temperature for the first threshold duration may include operating in a vehicle disinfection mode, the vehicle disinfection mode including instructions for HVAC system defaults that heat the interior above the upper threshold temperature and the interior above the Maintain upper threshold temperature for the first threshold duration.

As another example, the vehicle disinfection mode may include entry conditions, and thus operating the HVAC system to heat the interior above the upper threshold temperature for the first threshold duration may further occur in response to the entry conditions being met. For example, the entry conditions may include an indication that the vehicle is unoccupied, an indication that the vehicle is parked, and an indication that vehicle doors and windows are closed. Further, in response to a temperature of the interior space being above the upper threshold temperature for the first threshold period, the HVAC system may operate to gradually reduce the temperature of the interior space until one of a low a stricter threshold temperature and a second threshold duration is reached.

As another example, the HVAC system may include a blower configured to generate airflow through the HVAC system, a heating component configured to receive the airflow from the blower, and a supply duct that fluidly supplies the heating component coupled to the interior. Operating the HVAC system to heat the vehicle interior above the upper threshold temperature for the threshold duration may include operating the fan at maximum speed, generating hot air at the heating component, and flowing the hot air from the heating component to the vehicle interior via the supply duct. The heating component may be a heat exchanger configured to transfer heat from the engine coolant to the hot air, or may be an electric heater, such as a positive temperature coefficient heater. Further, in some examples, to increase heat transferred from the engine coolant to the hot air, a temperature of the engine coolant may be increased by increasing an engine idle speed setpoint and turning off an engine cooling fan.

This allows the interior of the vehicle to be decontaminated via hot air supplied by the HVAC system. The hot air can easily flow into hard-to-reach areas, such as between seats and crevices, to ensure effective disinfection throughout the vehicle's interior. By adjusting the position of the sunshade based on the vehicle's solar load and the ambient temperature, the sunshade can be used to increase an amount of heat transferred from the immediate environment to the interior of the vehicle or to reduce heat loss from the interior of the vehicle to the immediate Isolate environment. Furthermore, the vehicle surfaces can be disinfected without any physical effort on the part of a person. By keeping the temperature of the interior above the upper threshold temperature for the first threshold period, non-compliance with contact times can be avoided. As a result, the vehicle interior can be decontaminated more thoroughly than when using chemical disinfectants and the transmission of pathogens can be reduced.

It is understood that the foregoing summary is provided to introduce, in simplified form, a selection of concepts that are described in more detail in the detailed description. It is not intended to identify important or relevant features of the claimed subject matter, the scope of which is defined solely by the claims which follow the detailed description. Furthermore, claimed subject matter is not limited to implementations that overcome any of the disadvantages noted above or in any part of this disclosure.

Brief description of the drawings

• 1 shows schematically an exemplary vehicle drive system.
• 2 schematically shows an exemplary engine cooling system and an exemplary HVAC system in a motor vehicle.
• 3 illustrates an example of the HVAC system 2 .
• 4 schematically shows a high level control architecture for a vehicle disinfection mode.
• 5 shows a high-level flowchart of an example method for operating a vehicle in a vehicle disinfection mode.
• 6 shows a flowchart of an example method for operating a vehicle in a nominal climate control mode.
• 7 shows an example system-level block diagram used to carry out the method 5 can be used.
• 8A and 8B show a first predictive exemplary timeline for ceasing operation of a vehicle climate control system to perform thermal disinfection.
• 9A and 9B show a second predictive exemplary timeline for ceasing operation of a vehicle climate control system to perform thermal disinfection.
• 10 shows a flowchart of an exemplary method for planning and carrying out vehicle disinfection and pre-conditioning.

Detailed description

The following description relates to systems and methods for heat disinfecting a vehicle, which is the in 2 vehicle shown can act. The vehicle can, for example, use the in 1 Vehicle drive system shown can be driven and can be a heating, ventilation and air conditioning (HVAC) system for the climate control and the passenger include comfort, such as the in 3 HVAC system shown. Further, the vehicle may include a control system that includes a control architecture, such as the high-level control architecture 4 to operate in a vehicle disinfection mode. A method for operating in vehicle disinfection mode is in 5 demonstrated what can allow the HVAC system to deliver higher temperature air to a cabin of the vehicle than in a nominal climate control mode, for which a method in 6 is shown. In some examples, operating in the vehicle disinfection mode may be performed while the vehicle is receiving power from an external power source as part of or prior to pre-conditioning the vehicle, such as in accordance with the method 10 . 7 shows a system-level block diagram of the vehicle disinfection mode found in 5 is described. Furthermore, they show 8A and 8B and 9A and 9B exemplary timelines of powertrain and HVAC system adjustments that may be performed during vehicle disinfection mode, as opposed to nominal climate control mode.

1 illustrates an example vehicle propulsion system 100. The vehicle propulsion system 100 includes a fuel combustion engine 110 and an electric motor 120. As a non-limiting example, the engine 110 includes an internal combustion engine and the electric motor 120 includes an electric drive. The electric motor 120 may be configured to utilize or consume a different energy source than the engine 110. For example, the engine 110 may consume a liquid fuel (e.g., gasoline) to produce engine output while the electric motor 120 consumes electrical energy can consume to produce electric motor output. Thus, a vehicle with the vehicle drive system 100 may be referred to as a hybrid electric vehicle (HEV). However, in other examples, the vehicle propulsion system 100 may be a conventional vehicle that includes only the engine 110 (and not the electric motor 120), or an electric vehicle (EV) that includes only the electric motor 120 (and not the motor 110). Further, in some examples, the engine 110 may be coupled to an engine cooling system and a heating, ventilation, and air conditioning (HVAC) system, as described in FIG 2 and 3 described.

The vehicle propulsion system 100 may be included in a vehicle, such as a passenger car, a truck, etc., and may utilize a variety of different operating modes depending on operating conditions to which the vehicle is exposed. Some of these modes may allow the engine 110 to be maintained in an off state (i.e., set to a disabled state) in which combustion of fuel on the engine is stopped and the engine is at rest. For example, the engine 120 may propel the vehicle via a drive wheel 130 under selected operating conditions, as indicated by an arrow 122, while the engine 110 is deactivated.

During other operating conditions, the engine 110 may be set to a disabled state (as described above) while the electric motor 120 may be operated to charge an energy storage device 150. For example, the electric motor 120 may receive wheel torque from the drive wheel 130, as indicated by arrow 122, and may convert the vehicle's kinetic energy into electrical energy for storage in the energy storage device 150, as indicated by arrow 124. This operation can be referred to as regenerative braking of the vehicle. Thus, the electric motor 120 may function as a generator in some examples. However, in other examples, a generator 160 may instead receive wheel torque from the drive wheel 130 and may convert the vehicle's kinetic energy into electrical energy for storage in the energy storage device 150, as indicated by an arrow 162. As an additional example, the electric motor 120 may use energy stored in the energy storage device 150 to crank the engine 110 in a cranking operation, as indicated by an arrow 186. The energy storage device may include one or more batteries. For example, the energy storage device may include one or more traction batteries and/or one or more starting, lighting, ignition (SLI) batteries.

During still other operating conditions, engine 110 may be operated by combusting fuel received from fuel system 140, as indicated by arrow 142. For example, the engine 110 may be operated to propel the vehicle via the drive wheel 130, such as indicated by an arrow 112, while the electric motor 120 is deactivated. During other operating conditions, both the engine 110 and the electric motor 120 may each be operated to propel the vehicle via the drive wheel 130, as indicated by arrows 112 and 122, respectively. A configuration in which both the engine and the electric motor can selectively drive the vehicle can be called a parallel type vehicle drive system. It should be noted that in some examples, the electric motor 120 is the vehicle can drive via a first set of drive wheels and the engine 110 can drive the vehicle via a second set of drive wheels.

In other examples, the vehicle propulsion system 100 may be configured as a series-type vehicle propulsion system in which the engine does not directly drive the drive wheels. Rather, the engine 110 may be operated to provide power to the electric motor 120, which in turn may drive the vehicle via the drive wheel 130, as indicated by arrow 122. For example, during selected operating conditions, the engine 110 may drive the generator 160, as indicated by an arrow 116, which in turn supplies electrical energy to one or more of the electric motor 120, as indicated by an arrow 114, or the energy storage device 150, as indicated by the arrow 162 stated can deliver. As another example, the engine 110 may be operated to power the electric motor 120, which in turn may function as a generator to convert engine power into electrical energy. For example, the electrical energy may be stored in the energy storage device 150 for later use by the electric motor.

The fuel system 140 may include one or more fuel tanks 144 for storing fuel onboard the vehicle, one or more fuel pumps, and one or more fuel rails. For example, fuel tank 144 may store one or more liquid fuels, including (but not limited to) gasoline, diesel, and alcohol fuels. In some examples, the fuel may be stored onboard the vehicle as a mixture of two or more different fuels. For example, the fuel tank 144 may be configured to store a mixture of gasoline and ethanol (such as E10, E85, etc.) or a mixture of gasoline and methanol (such as M10, M85, etc.), thereby providing these fuels or fuel mixtures to the Motor 110 can be supplied, as indicated by arrow 142. Other suitable fuels or fuel mixtures may be delivered to the engine 110 where they may be burned to produce engine power (e.g., torque). Engine power may be used to propel the vehicle (as indicated by arrow 112) or to recharge energy storage device 150 via electric motor 120 or generator 160.

In some examples, the energy storage device 150 may be configured to store electrical energy that may be delivered to other electrical loads (other than the electric motor) located onboard the vehicle, including HVAC system components, engine starting components, headlights, audio, and in-cabin video systems, etc. As a non-limiting example, the energy storage device 150 may include one or more batteries and/or capacitors.

A control system 190 may communicate with one or more of the engine 110, the electric motor 120, the fuel system 140, the energy storage device 150, and the generator 160. The control system 190 may receive sensory feedback information from one or more of the engine 110, the electric motor 120, the fuel system 140, the energy storage device 150, and the generator 160. Further, the control system 190 may send control signals to one or more of the engine 110, the electric motor 120, the fuel system 140, the energy storage device 150, and the generator 160 in response to this sensory feedback. Still further, the control system 190 may include a variety of controllers (or control modules). Each of the plurality of controllers may include a microprocessor unit, input/output ports, an electronic storage medium for executable programs (e.g., executable instructions) and calibration values, such as a non-transitory read-only memory chip (ROM chip), random access memory ( random access memory (RAM), keep alive memory (KAM) and a data bus. The multitude of controllers can, for example, communicate with one another via a Controller Area Network (CAN), as in relation to 4 is described in more detail.

The control system 190 may receive an indication of an operator-requested output of the vehicle propulsion system 100 from a vehicle operator 102. For example, the control system 190 may receive sensory feedback from a pedal position sensor 194 regarding a position of a pedal 192. Pedal 192 may schematically refer to a brake pedal and/or an accelerator pedal that may be depressed by the vehicle operator 102. Further, in some examples, the control system 190 may receive wireless signals from a remote key 195 that includes a remote start button 105. In other examples (not shown), a remote engine start may be initiated via a cell phone or smartphone-based system, where a user's phone sends data to a server and the server communicates with the vehicle to start the engine.

The energy storage device 150 may periodically receive electrical energy from a power source 180 located external to the vehicle (e.g., an external stationary one Electrical network that is not part of the vehicle) as indicated by an arrow 184. As a non-limiting example, the vehicle propulsion system 100 may be configured as a plug-in HEV, whereby electrical energy may be delivered from the power source 180 to the energy storage device 150 via an electrical energy transmission cable 182. During a charging operation of the energy storage device 150 from the power source 180, the electrical energy transmission cable 182 may electrically couple the energy storage device 150 and the power source 180. While the vehicle system is operating to propel the vehicle, the electrical energy transmission cable 182 between the power source 180 and the energy storage device 150 may be disconnected. The control system 190 may identify and/or control an amount of electrical energy stored in the energy storage device, which may be referred to as a state of charge (SOC).

In other examples, the electrical energy transmission cable 182 may be omitted, whereby electrical energy may be received at the energy storage device 150 wirelessly from the power source 180. For example, the energy storage device 150 may receive electrical energy from the power source 180 via one or more of electromagnetic induction, radio waves, and electromagnetic resonance. Accordingly, it will be understood that any suitable approach may be used to charge the energy storage device 150 from a power source that is not part of the vehicle. In still other examples, the vehicle propulsion system 100 may not receive power from a power source that is not part of the vehicle. In this way, the electric motor 120 can power the vehicle using a different energy source than the fuel used by the engine 110.

The fuel system 140 may periodically receive fuel from a fuel source external to the vehicle. As a non-limiting example, the vehicle propulsion system 100 may be fueled by receiving fuel via a fuel dispenser 170 as indicated by an arrow 172. In some examples, fuel tank 144 may be configured to store fuel received from fuel dispenser 170 until it is delivered to engine 110 for combustion. In some examples, control system 190 may receive an indication of the fuel level stored in fuel tank 144 via a fuel level sensor. The level of fuel stored in the fuel tank 144 (as identified, for example, by the fuel level sensor) may be communicated to the vehicle operator, for example, via a fuel gauge or an indication in a human machine interface (HMI) 196 be communicated. The HMI 196 may include an instrument panel, a message center, etc., and may be configured to both receive input from the vehicle operator and output information to the vehicle operator. The HMI 196 may include an indicator light(s) and/or a text-based display on which messages are displayed to the operator. The HMI 196 may also include various input devices for receiving input from the vehicle operator, such as buttons, touch screens, voice input/recognition, etc.

In some examples, the control modules of the control system 190 may be placed in a power reduction mode or sleep mode in which the control modules maintain only data storage functions and operate with lower battery consumption than in a corresponding wake mode. For example, the control modules may be placed in sleep mode following a vehicle shutdown event (e.g., when a human driver removes a key from a vehicle, leaves the vehicle's vicinity using a remote key, and/or otherwise instructs the vehicle to be in a off/stopped state; at this point, motor rotation may be stopped and electric drive devices, if any, may be disabled). The controller 190 may include a wake-up input that allows the control modules to return to wake mode based on input received from one or more sensors. For example, opening a vehicle door can trigger a return to a wake mode. In other examples, the control modules may be awakened to perform one or more follow-up tasks, including diagnostic and non-diagnostic features, to operate in a vehicle disinfection mode, and/or to perform vehicle pre-conditioning, as related to 5 and 10 is described in more detail. In one such example, a timer or alarm may be set to wake up the control modules based on received user inputs so that the control modules can be woken up to perform the requested tasks before the vehicle is turned on by the user, as further described herein. For example, when the timer expires, a circuit may wake up the control modules to operate in vehicle disinfection mode and/or vehicle pre-conditioning without additional inputs to be carried out by the user (e.g. the vehicle driver).

The control system 190 may be communicatively coupled to other vehicles or infrastructure using appropriate communication technologies. For example, the control system 190 may be coupled to other vehicles or infrastructure via a wireless network 131, which may include Wi-Fi, Bluetooth, some type of cellular service, a wireless data transfer protocol, etc. The control system 190 may provide information regarding vehicle data, vehicle diagnostics, traffic conditions, vehicle location information, vehicle operations, etc. via a vehicle-to-vehicle (V2V), vehicle-to-infrastructure-to-vehicle (V2I2V), and/or vehicle-to-infrastructure (V2I or V2X) technology send (and receive). The information exchanged between vehicles can be communicated directly between vehicles or via multi-hop. In some examples, longer range communications (e.g., WiMax) may be used instead of or in conjunction with V2V or V2I2V to extend the coverage area. In still other examples, the vehicle control system 190 may be communicatively coupled to other vehicles or infrastructure via the wireless network 131 and the Internet (e.g., the cloud).

The control system 190 may also receive input from a gear selector lever 108. For example, the vehicle operator may adjust a gear of a transmission by adjusting the position of the gear selector lever 108. In the example shown, the gear selector lever 108 has 5 positions (Park, Reverse, Neutral, Drive and Low Gear or PRNDL). However, other numbers of positions are also possible. Further, the control system 190 may receive input from the cruise control buttons 134. The cruise control buttons 134 may include one or more buttons for providing input from the operator 102, such as an "on" button configured to activate cruise control when pressed, an "off" button configured to configured to disable cruise control when pressed, a "Set+" button configured to increase a set cruise control speed when pressed, and a "Set-" button configured to to decrease the set cruise control speed when pressed. When cruise control is activated in response to pressing the "On" button, the control system 190 may automatically control a travel speed of the vehicle to the set cruise control speed without additional input from the operator 102 via the pedal 192. When cruise control is disabled (e.g., in response to pressing the "Off" button or in response to the "On" button not being pressed), the vehicle's travel speed can be controlled by the operator 102 directly via the pedal 192 can be controlled.

The vehicle propulsion system 100 may also include an ambient temperature/humidity sensor 198 and a roll stability control sensor, such as lateral and/or longitudinal acceleration and/or yaw rate sensor(s) 199, as well as an on-board navigation system 132 (for example, a global positioning system, GPS ), with which an operator of the vehicle can interact. The navigation system 132 may include one or more location sensors to assist in estimating vehicle speed, vehicle altitude, vehicle position/location, etc. This information can additionally be used to derive operating parameters, such as local air pressure. As discussed above, the control system 190 may be further configured to receive information via the Internet or other communications networks. Information received from the GPS can be related to information available over the Internet to determine local weather conditions, local vehicle regulations, etc. Thus, the control system 190 receives signals from the various sensors and other inputs 1 and exploits the different actors 1 for adjusting vehicle system operation based on the received signals and instructions stored in a memory of the control system.

In some examples, the vehicle propulsion system 100 may be included in an autonomous vehicle (AV). In such examples, the operator 102 may be replaced by an autonomous vehicle controller 191 included in the control system 190 prior to takeoff or en route during a specified trip. The AV controller 191 may provide information to other control modules of the control system 190 and/or a requested output from the vehicle propulsion system 100. According to the requests from the AV controller 191, the control modules of the control system 190 may actuate various vehicle actuators to propel the vehicle. In the case of an AV, the vehicle propulsion system 100 may include various devices for detecting vehicle environments, such as radar, laser light, on-board navigation system 132, odometry, and computer vision sensors. Advanced control systems can interpret sensory information as part of the AV control 191 to determine appropriate navigation paths as well as obstacles and relevant signage (e.g. speed limits, to identify traffic signs and the like). The AV controller 191 may further include executable instructions capable of analyzing the sensory data to distinguish between different vehicles on the road, which may assist in planning a route to a desired destination, as well as executable Instructions, in combination with sensory feedback, to park the vehicle in a designated or detected available parking space. For example, the AV controller 191 may include executable instructions to select a type of roadway (e.g., a one-way street, an expressway, a separated highway, and the like) or an available parking space (e.g., an empty space with sufficient space for the vehicle that is not prohibited based on time of day or loading zone, and the like). Thus, in some examples, the vehicle propulsion system 100 may be controlled using input from the vehicle operator 102, and in other examples, the vehicle propulsion system 100 may be controlled using executable instructions included in the AV controller 191 and without input from the vehicle operator 102 , such as when the vehicle driver 102 is not present.

In some examples, the vehicle propulsion system 100 may further be included in a car sharing vehicle. In such an example, the control system 190 may include a car sharing module 193. The car sharing module 193 may include software, such as executable instructions stored in non-transitory memory, that enable the vehicle propulsion system 100 to be operated by a variety of different operators. For example, the car sharing module 193 may enable keyless operation of the vehicle drive system 100. For example, the car sharing module 193 may communicate with a smartphone app to change an ignition status of the vehicle propulsion system 100, a door lock status, etc. Furthermore, the car sharing module 193 can track the use of the vehicle propulsion system 100 by any other operator. For example, the car sharing module 193 may communicate the usage information to a remote server via a wireless network 131.

Next shows 2 a schematic representation of a vehicle 200 equipped with an engine cooling system 250 and an HVAC system 220. The vehicle 200 can be through the in 1 vehicle drive system 100 shown can be driven. As such, components previously in 1 were introduced, are numbered the same and may not be reintroduced. Furthermore, although not explicitly shown, the vehicle 200 may incorporate all or some of the in 1 Include the components shown.

The vehicle 200 includes a cabin space 214. The cabin space 214 can be divided into occupancy zones 215. In the example shown, vehicle 200 is a four-passenger vehicle, although other examples may include different occupancy levels. Accordingly, the cabin space 214 can be divided into four occupancy zones, including a left front driver zone 215a having a left front seat 226a, a right front passenger zone 215b having a right front seat 226b, a rear left passenger zone 215c having a left rear seat 226c , and a rear right passenger zone 215d having a right rear seat 226d. Each occupancy zone may be equipped with an occupancy sensor 216, which may be configured to identify whether or not a passenger is present in the seat in the corresponding occupancy zone. For example, each occupancy sensor 216 may be a seat weight sensor. As another example, each occupancy sensor 216 may additionally or alternatively include one or more of an indoor camera, an infrared camera, an indoor microphone, and a carbon dioxide sensor. Further, in the example shown, a partition 227 is positioned between the front seats (e.g., left front seat 226a and right front seat 226b) and the rear seats (e.g., left rear seat 226c and right rear seat 226d). For example, the partition 227 may provide a physical barrier between the front seats and the rear seats. The partition 227 may be made of metal (such as one or more of aluminum and steel) and/or a transparent polymer (e.g., polycarbonate), and may include openings or slots. In some examples, the partition 227 may include expanded metal or perforated metal sheets coupled to a metal cage.

The HVAC system 220 may be configured to provide climate-controlled airflow into a cabin space 214 through a duct 222 and one or a plurality of vents 224. While the example shown shows one vent for the entire cabin space, it is understood that each occupancy zone may be served by different vents to allow each passenger to control the climate (e.g., temperature) of their occupancy zone. The HVAC system 220 may additionally provide climate-controlled airflow to the vehicle floor and panels through appropriate ducting, as described hereinafter 3 is performed. The vent 224 may also include a vent sensor 225 corresponding to an HVAC controller 212, for example Input may provide a blower motor speed, a direction of airflow from the vent, and a length of time and degree to which the vent is open.

In some examples, the vehicle 200 further includes an auxiliary heating system 290. The auxiliary heating system 290 may include a heat exchanger that can generate heat while the engine 110 is off. In the example shown, the auxiliary heating system 290 includes an auxiliary heater 292 that burns fuel received from a fuel tank 294 to heat air or coolant that is received at an inlet 296 and delivered to the HVAC system 220 at an outlet 298. Via the HVAC system 220, the coolant or air may be used to heat both the cabin space 214 and the engine 110 (e.g., by heating the coolant delivered to the engine 110). The fuel stored in the fuel tank 294 may be a same or different type of fuel delivered to the engine 110. For example, the fuel stored in the fuel tank 294 may be diesel, gasoline, propane, or another combustible fuel.

The supplemental heating system 290 may be activated via user input to a remote device, at least in some examples. The remote device may be, for example, a remote control or a smartphone, such as a smartphone 295 included in 2 is shown. Additionally or alternatively, the auxiliary heating system 290 may be activated manually, such as by the user flipping a switch or pressing a power button of the auxiliary heating system 290, or may be activated according to a predetermined timer. In still other examples, the additional heating system 290 may additionally or alternatively be provided with the in 1 Control system 190 shown can be activated. For example, the control system may activate the auxiliary heating system 290 in response to an expectation of vehicle startup, such as according to learned/predicted driving routes (e.g., routes driven according to a daily, weekly, or monthly schedule at a common time of day and on a common day of the week become). In another example, the control system may activate the auxiliary heating system 290 in response to a request to operate in a vehicle disinfection mode, as described below in relation to 5 is performed.

Activating the auxiliary heating system 290 may include delivering fuel and air to the auxiliary heater 292. For example, fuel from fuel tank 294 may be delivered to auxiliary heater system 290 via a fuel metering pump, and air may be supplied via a rotating engine fan. The fuel metering pump and rotating engine fan may be electrically controlled, and thus activating the auxiliary heating system 290 may also include providing electrical power to the auxiliary heating system 290, such as in FIG 1 shown energy storage device 150 or a dedicated power source of the auxiliary heating system 290. The air and fuel can be ignited within a combustion chamber of the auxiliary heater 292, thereby producing hot combustion gases. Heat may be transferred from the hot combustion gases to air or coolant via a heat exchanger of the auxiliary heater 292, and the heated air or coolant may then flow to the HVAC system 220 and/or the engine 110. In this manner, the auxiliary heating system 290 may heat the cabin space 214 and the engine 110 while the engine 110 is off.

The cabin space 214 may be equipped with a temperature sensor 218 and a humidity sensor 219 to provide feedback to the HVAC controller 212 regarding the temperature and humidity conditions in the cabin space, respectively.

In one example, the temperature sensor 218 may be a single temperature sensor that provides feedback regarding an average temperature of the cabin space. In another example, multiple temperature sensors 218 may be included, such as one temperature sensor 218 per occupancy zone, to provide feedback to the HVAC controller 212 regarding the temperature conditions within each occupancy zone. Alternatively, the signal provided by the plurality of temperature sensors 218 may be combined and disposed in the HVAC controller 212 to provide a control input signal representative of the temperature of the cabin space 214. Likewise, the cabin 214 may include one or more humidity sensors 219 to provide feedback to the HVAC controller 212 regarding an average humidity of the cabin.

The vehicle 200 may be configured with four side doors 228, each including a side window. In other examples, the vehicle may be configured with two side doors or a different number of side doors. Additionally, the vehicle 200 may include a rear window 230, which may be part of a rear vehicle door. The rear window 230 may also include a hatch or larger entrances, such as a bus door, no door (for example, as in some delivery vehicles), entrances without window panes, and the like. Every Vehicle side door 228 and rear window 230 may include a sensor 232 configured to provide HVAC controller 212 with an indication of the closed or open position of the door and/or window. Sensors 232 may represent one or a plurality of sensors on each door/window.

In addition to the rear window 230, the vehicle 200 may further include a rear window vent 238 and a rear window vent sensor 239. The sensors 232, the rear window vent 238 and the rear window vent sensor 239 may provide inputs to the HVAC controller 212. The rear window vent sensor 239 may provide the HVAC controller 212 with input, for example, a fan speed and a length of time and degree to which the rear window vent 238 is open. The vehicle 200 may further include a windshield or windshield 260, a windshield vent 266, and a windshield vent sensor 268. The windshield vent sensor 268 may provide the HVAC controller 212 with input such as fan speed and a length of time and degree to which the vent is open.

The cabin space 214 can also be equipped with one or more solar load sensors 234 (one of which is in 2 shown) may be equipped to provide the HVAC controller 212 with a signal indicative of the solar load received by each window of a respective occupancy zone 215. The signal provided by the solar load sensors 234 may be combined and arranged in the HVAC controller 212 to provide a control input signal representative of the solar radiation intensity in the vehicle interior. Alternatively, the signals from the various solar load sensors may be used individually as a control input signal representative of the solar radiation intensity of each occupancy zone 215. The signal received from the solar load sensors 234 may be used for climate control, as described in relation to 6 described, and can also be used to automatically activate exterior lights 235 and/or interior lights 229.

The vehicle 200 can additionally be equipped with a roof window 255, which can be, for example, a sunroof or a sliding roof. The skylight 255 may allow ambient light to enter the cabin space 214 from a top of the vehicle based on a position of a sunshade 256. For example, the skylight 255 may be made of a transparent panel (e.g., glass) that allows light transmission, and the sunshade 256 may be an opaque panel that blocks light transmission. The position of the sunshade 256 may be adjusted with respect to the skylight 255 to adjust an amount of light transmitted into the cabin space 214 through the skylight 255. For example, the skylight 255 may be fixed in place and the sunshade 256 may shift (e.g., slide) with respect to the skylight 255. The sunshade 256 can be adjusted between a variety of positions via a sunshade actuator 258. For example, the plurality of positions may range from a fully closed position in which the sun shade 256 maximally (e.g., completely) blocks light transmission through the skylight 255 to a fully open position in which the sun shade 256 blocks light transmission through the Roof window 255 minimally blocked (e.g. the light transmission through the roof window 255 is maximum), is sufficient. In some examples, the sunshade actuator 258 is a manually operated actuator, such as a hand crank or a handle. In other examples, the sunshade actuator 258 is an electronic actuator that receives an electronic control signal from a controller, such as the HVAC controller 212 or another controller of the vehicle 200. Additionally, the vehicle 200 may include front and rear sun load sensors 234 on the skylight 255 , which can provide the HVAC controller 212 with a control input signal representative of the solar radiation intensity on the skylight 255.

As another example, the sunshade 256 may provide thermal insulation to the cabin space 214. For example, heat transfer between the environment and the cabin space 214 via the skylight 255 may increase as an opening degree of the sunshade 256 increases, and may decrease as the opening degree of the sunshade 256 decreases. Thus, when the temperature of the cabin space 214 is lower than the ambient temperature, (completely) closing the sunshade 256 can reduce the heat transfer from the environment to the cabin space 214, and when the temperature of the cabin space 214 is higher than the ambient temperature, this can ( Complete) closing of the sun protection 256 reduces the heat transfer from the cabin space 214 to the environment. Likewise, if the temperature of the cabin space 214 is lower than the ambient temperature, (fully) opening the sunshade 256 may increase heat transfer from the environment to the cabin space 214, and if the temperature of the cabin space 214 is higher than the ambient temperature, this may ( Complete) opening of the sun protection 256 increases the heat transfer from the cabin space 214 to the environment.

Additional sensors, such as an altitude sensor and an air quality sensor, may also be included in the cabin space 214 (or in each occupancy zone 215) and provide input to the HVAC controller 212. The ambient temperature/humidity sensor 198 is off 1 may also provide input to the HVAC controller 212. The HVAC controller 212 may also receive an indication of the ignition status of the engine 110 from an ignition sensor. The vehicle 200 may further include a remote key sensor 241 configured to receive inputs from the remote key 195. In particular, the radio key sensor 241 can remotely couple the vehicle 200 to the radio key 195, thereby enabling remote, keyless access to the vehicle 200. The remote key sensor 241 may be configured to provide the HVAC controller 212 with an indication regarding the locked or unlocked position of the vehicle doors, for example. In addition, the vehicle can have 200 exterior lights 235, which are in 2 are shown schematically as taillights, and include one or more interior lights 229. For example, the exterior lights 235 may further include headlights and the one or more interior lights 229 may include dashboard lights, ceiling lights, orientation lights, etc.

In some examples, the vehicle 200 may further include an ultraviolet germicidal irradiation (UVGI) system 280. The UVGI system 280 may include a variety of UV light sources 281, which may be, for example, light-emitting diodes (LEDs) or mercury vapor lamps that emit light in the ultraviolet (UV) wavelength range. In particular, the light emitted from the plurality of UV light sources 281 of the UVGI system 280 may be short-wave UVC light (e.g., having a wavelength between 100 and 280 nm). The plurality of UV light sources 281 may be distributed throughout the cabin 214 to direct UV light to a variety of vehicle interior surfaces. The UV light can kill or inactivate microorganisms such as bacteria, viruses and mold on the irradiated surfaces. In some examples this can be in 1 Control system 190 shown activates UVGI system 280, causing the plurality of UV light sources 281 to operate in a vehicle disinfection mode in response to a request, as related to 5 is running, or operating according to another pre-programmed disinfection schedule, emitting UV light. In some examples, the UVGI system 280 may be activated only in response to an indication that the vehicle is unoccupied, as determined from the output of the occupancy sensors 216.

The HVAC system 220 includes a variety of heating and cooling components related to 3 are described, such as an evaporator and a fan. The HVAC system 220 also includes a heater core 90 shared by the engine cooling system 250. As in 2 As shown, engine 110 may receive intake air 45 via an intake passage 44 and may exhaust combustion gases 49 via an exhaust passage 48. The engine cooling system 250 circulates coolant through the engine 110 to absorb waste engine heat and distribute the heated coolant to a radiator 80 and/or a heater core 90 via coolant lines 82 and 84, respectively.

As shown, the engine cooling system 250 is coupled to the engine 110 and circulates engine coolant from the engine 110 to the radiator 80 and back to the engine 110 via a water pump 86 and the coolant line 82. In particular, the water pump 86 circulates coolant through channels in the engine block , head, etc. to absorb engine heat, which is then transferred to the ambient air via the radiator 80. The water pump 86 may be coupled to the engine via a front end accessory drive (FEAD) 36 and rotated in proportion to engine speed via a clutch, chain, etc. However, in other examples, the water pump 86 may be driven by an electric motor rather than the engine. In such an example, the speed of the water pump 86 may not be proportional to the speed of the engine 110. In an example where the water pump 86 is a centrifugal pump, the pressure created (and flow thereby created) may be proportional to the crankshaft speed, which in the example 2 is directly proportional to the engine speed. The temperature of the coolant may be regulated by a thermostat valve 38, which is located in the coolant line 82 and may be kept closed until the coolant reaches a threshold temperature. Furthermore, an engine coolant temperature (ECT) sensor 211 may provide feedback to the HVAC controller 212 regarding a temperature of the engine coolant and thus the engine 110.

Still further, an engine cooling fan 92 may be coupled to a radiator 80 to maintain airflow through the radiator 80 when the vehicle 200 is moving slowly or is stopped while the engine is running. In some examples, a speed of the engine cooling fan 92 may be controlled by the control system 190 1 being controlled. Alternatively, the engine cooling fan 92 may be coupled to the water pump 86.

Hot coolant, as described above, may flow through the coolant line 82 and/or through the coolant line 84 to the heater core 90 where the heat may be transferred to the cabin space 214 via the HVAC system 220 before the coolant flows back to the engine 110. The heater core 90 can thus act as a heat exchanger between the coolant and the cabin space 214. Fins can be attached to the heater core to increase the surface area for heat transfer. Air can be forced past the slats, for example by operating a fan, to accelerate heating of the cabin space 214.

However, in other examples, the HVAC system 220 may additionally or alternatively include an electric heater. For example, the heater core 90 may alternatively be an electrical heater that includes a ceramic heater core or electrical heating elements that generate electrical power (e.g., from the energy storage device 150 1 delivered) into heat. As another example, the HVAC system may include an auxiliary electric heater in addition to the heater core 90. As an example, the electric heater, whether auxiliary heater or heater core 90, may be an air-side or liquid (e.g., coolant-side) positive temperature coefficient (PTC) heater that operates to maintain a temperature of the air increase that is provided to the cabin space 214.

In some examples, water pump 86 may be operated to circulate coolant through both coolant lines 82 and 84. In other examples, an electric auxiliary pump (not shown) in addition to the motor-driven pump may be included upstream of the heater core 90 in the HVAC system 220. Therein, the auxiliary pump may be used to circulate coolant through the heater core 90 during situations in which the engine 110 is off (e.g., all-electric operation) and/or to assist the engine-driven water pump 86 while the engine is running. Like the water pump 86, the auxiliary pump can be a centrifugal pump; however, the pressure generated by the booster pump (and resulting flow) may be proportional to an amount of power provided by a system energy storage device (e.g., energy storage device 150). 1 ) is delivered to the pump.

As noted herein, the amount of waste heat generated by the engine and transferred to the coolant can affect the amount of heat that can be transferred to the passenger compartment to provide cabin heating. For example, during engine idle conditions, the amount of waste heat generated may be proportionally reduced, thereby reducing an amount of available cabin heating. Furthermore, under such conditions, cabin heating may be substantially slow. As in this writing with reference to the 4-7 When implemented, the HVAC controller 212 may communicate with an engine controller, such as a powertrain control module (PCM), to adjust the engine idle speed to increase or decrease the amount of waste heat provided. In particular, the engine idle speed may be selectively increased (e.g., from a standard idle speed) to increase the amount of waste heat generated while the engine is idling and circulated through the HVAC system 220 via coolant. In this way, by generating waste heat while the vehicle is idling, the heating of the HVAC system can be accelerated and increased to a higher temperature, thereby enabling heat-based vehicle disinfection.

Continue with 2 The vehicle 200 may include a climate control interface 242 in which environmental defaults or setpoints may be selected for a level of thermal comfort desired in the cabin space. Therein, an amount of heating or cooling of the cabin space 214 may be requested. For example, a cabin temperature setpoint can be selected. Additionally, a direction of the airflow can be specified. For example, the airflow may be directed toward the floor of the vehicle, the passenger seats, other areas within the vehicle interior, and the like. The user can also specify an air flow rate (e.g., low, medium, or high flow rate). Furthermore, the specifications may specify a ratio of fresh air (from outside the vehicle) to recirculated air (from inside the vehicle). Still further, the specifications may specify the direction of airflow to vehicle panels for de-icing and/or defogging operations. In some examples, each occupancy zone 215 may include corresponding climate control interfaces to enable each occupancy zone to be configured with respective climate controlled zones.

In some examples, the vehicle 200 may further include one or more heated surfaces 270, one of which is in 2 is illustrated. The one or more heated surfaces 270 may include electronically controlled heating elements, radiant panels, and/or fibers. As an example, the one or more heated surfaces 270 may include heated seats, a heated steering wheel, and heated front and rear seats window components may be included. Additionally or alternatively, the one or more heated surfaces 270 may be strategically positioned to heat areas of the cabin that are not directly capable of receiving climate-controlled airflow from the HVAC system 220. By positioning the one or more heated surfaces 270 in areas that do not receive as much climate-controlled airflow, the vehicle cabin space 214 can be heated more evenly and can be heated more quickly than systems without the one or more heated surfaces 270.

The HVAC controller 212 may be a microprocessor-based controller that includes a central processing unit (CPU) and associated memory, such as read-only memory (ROM), random access memory (RAM), and keep-alive memory (KAM). ), as well as input and output ports for receiving information from and communicating information to the various sensors, vents, climate control interfaces and other control modules as set forth herein.

The HVAC controller 212 may operate the HVAC system 220 in response to passenger-selected specifications, such as temperature and direction of airflow. In particular, in response to the passenger selected specifications, the controller may monitor and process the various inputs received from the cabin temperature sensors 218, sensors 232, etc. to control the operation of heating and cooling components (see 3 ), such as the evaporator, fan and heater core 90, to maintain the desired temperature and direction of airflow.

Further, as further described below, the HVAC controller 212 may determine a vehicle condition based at least in part on indication of one or a plurality of vehicle input conditions provided by the sensors 232. Accordingly, the HVAC controller 212 may determine whether to operate the HVAC system 220, to maintain operation of the HVAC system 220, or to suspend operation of the HVAC system 220 based in part on the signal provided by the sensors 232 . Further, the HVAC controller 212 may determine an operating mode of the HVAC system 220 based in part on information received from the sensors 232, the occupancy sensor 216, the cabin temperature sensor 218, the cabin humidity sensor 219, the remote key sensor 241, and the ECT sensor 211 , as hereinafter referred to 5 is performed.

The HVAC controller 212 may further operate the HVAC system in response to the thermal comfort of the users of the vehicle 200, as indicated by the sensors 232, rear window sensors, windshield sensors, windshield vent sensor 268, and rear window vent sensor 239. For example, if the sensors 232 in the occupied occupancy zones 215 of the cabin, as indicated by the occupancy sensors 216, indicate that the windows have been opened for several minutes, the thermal comfort of the vehicle occupants is assumed to be adequate. Accordingly, the HVAC controller may reduce the output of the HVAC system or even turn off the heating or cooling of the HVAC system to save fuel and thus no longer maintain the user requested specifications. For example, a higher temperature than requested may be maintained. In addition, the HVAC control 212 can also be connected directly to the in 1 Control system 190 shown communicates that provides inputs, for example, from sensors 232, vent sensor 225, occupancy sensors 216, and other sensors associated with HVAC system 220. The control system 190 may additionally adjust vehicle operation, such as by adjusting engine speed or torque in response to HVAC control inputs, as described hereinafter in relation to 4-7 is performed.

Continue with 3 An exemplary embodiment 300 of the components and operation of a in 2 HVAC system 220 introduced. As such, components are off 3 , which are already in 2 were introduced, numbered identically. The HVAC system 220 includes a fresh air pipe 302 for providing fresh air from outside the vehicle and a return air pipe 304 for providing recirculated air from within the vehicle cabin (e.g., the cabin compartment 214 2 ). A ratio of fresh air to recirculated air is adjusted by adjusting a position of an air inlet damper 306 in response to selected HVAC requirements. For example, if a higher proportion of recirculated air is requested, the air inlet door 306 may be positioned near the mouth of the fresh air tube 302 (as shown in a solid line), which is referred to herein as the recirculated air position. Alternatively, if a higher proportion of fresh air is requested, the air inlet flap 306 may be positioned near the mouth of the return air tube 304 (as shown in a dashed line), which is referred to herein as the fresh air position referred to as. The air inlet door 306 may be driven between the various positions by a vacuum motor (not shown) or may be driven by an electric servo motor (also not shown).

The requested mixture of fresh and recirculated air then passes through HVAC cooling elements configured to provide air conditioning. In particular, the air passes through a blower 308 and an evaporator core 312 along a connection 310. The blower 308 includes a variable speed blower motor and an impeller or blower fan, the speed of which can be selected to increase or decrease the airflow through the HVAC system 220 to reduce. In the evaporator core 312, the evaporation of a low-pressure cooling fluid or refrigerant 334 (for example, Freon) into a low-pressure gas causes a cooling effect, which in turn cools the air flowing therethrough. Based on the temperature specifications of the HVAC system, an appropriate proportion of cold air 314, cooled by passage through the evaporator core 312, may then pass into the duct 322 and be distributed to the cabin space, as discussed below. After leaving the evaporator core, the refrigerant vapor passes through a compressor 340 and comes out as a hot compressed gas. The hot compressed gas then passes through a condenser (not shown), becomes a cooled compressed liquid, whereupon it is passed through an expansion valve (not shown), becomes a cold liquid/vapor mixture before finally being reintroduced into the evaporator core 312 becomes.

Likewise, hot air 320 may be generated through the passage of fresh and/or recirculated air through HVAC heating components configured to provide air heating. In particular, the airflow generated by the fan 308 is received by the heater core 90 via a connection 311. In the example shown, coolant 318 supplied by the engine 110 is used 1-2 is received, for example circulated through the heater core 90. The heater core 90 can then behave as a heat exchanger, extracting heat from the coolant 318 and transferring the extracted heat via air passing through it. However, in other examples, such as in electric vehicle embodiments, the heater core 90 may be an electric heater, such as a PTC heater, that generates electrical power (e.g., supplied from the energy storage device 150 1 ) converted into heat, as described above in relation to 2 described. Thus, the heater core 90 (and/or the PTC heater) are heating components configured to transfer heat to the air.

In this way, hot air can be generated in a connection 330 and transferred to a guide 322. A climate-controlled airflow comprising an appropriate amount of hot air and cold air may be generated in the guide 322 for subsequent passage to the cabin space. In particular, a ratio of hot air 320 to cold air 314 may be adjusted in response to selected HVAC requirements by adjusting a position of a blend door 332. For example, if a higher temperature airflow is requested, the blend door 332 may be positioned near the mouth of the cold air connection 310 (as shown in a dashed line), referred to herein as the hot position (or hot target). When the blend door 332 is in the hot position, the maximum hot air flow from the heater core 90 to the guide 322 is enabled and the cold air flow from the evaporator core 312 to the guide 322 is minimized or blocked. Thus, the hot position maximizes the ratio of hot air to cold air (e.g. completely hot). Alternatively, if lower temperature airflow is requested, the blend door may be positioned near the mouth of the hot air connection 330 (as shown in a solid line), referred to herein as the cold position (or cold default). When the blend door 332 is in the cold position, the maximum cold air flow from the evaporator core 312 to the duct 322 is enabled and the hot air flow from the heater core 90 to the duct 322 is minimized or blocked. Thus, the cold position minimizes the ratio of hot air to cold air (e.g. completely cold). The blend door 332 may be driven by a vacuum motor or an electric servo motor (not shown). Thus, the temperature and airflow delivered into the cabin space can be adjusted by adjusting a ratio of hot air (generated using heating elements) and cold air (generated using cooling elements) via the position of the blend door 332.

The airflow at the requested flow rate and temperature specifications may then be directed along the supply guide 324, 326 and/or 328, which fluidly couples the guide 322 to the vehicle floor, vents and panels, respectively, in response to a specified or requested airflow delivery location specification. In the example shown, the feed guide 324 includes a first feed door 325, the feed guide 326 includes a second feed door 327, and the feed guide 328 includes a third feed door 329. Each feed door may be configured to open or close the corresponding feed guide, thereby increasing airflow to the appropriate feed location or just is cked. For example, the first supply door 325 can switch between an open (e.g., fully open) position, shown in a solid line, allowing airflow through the supply guide 324 and to the vehicle floor, and a closed (e.g., fully closed ) Position shown in a dashed line that blocks air flow through the supply guide 324. Thus, the airflow is not supplied to the vehicle floor when the first supply door 325 is in the closed position. Likewise, the second supply door 327 can be switched between an open (e.g., fully open) position, shown in a solid line, allowing airflow through the supply guide 326 and to the vents, and a closed (e.g., fully closed ) Position shown in a dashed line which blocks air flow through the supply guide 326 and prevents air flow to the vents. Further, the third supply door 329 can switch between an open (e.g., fully open) position, shown in a solid line, allowing airflow through the supply guide 328 and to the panels, and a closed (e.g., fully closed ) Position shown in a dashed line which blocks airflow through the supply guide 328 and prevents airflow from being supplied to the panels. Each feed door may be driven by, for example, a vacuum motor or an electric servo motor (not shown). Further, in alternative examples, a different number of feed gates (or other flow control devices) may be used instead of each feed guide including a feed gate. For example, a feed door may be included to select between the different feed locations or combinations of feed locations.

In this manner, the heating and cooling elements of the HVAC system 220 may be used to deliver an airflow with an appropriate ratio of hot and cold air to a requested location at a requested flow rate, thereby providing climate-controlled airflow to vehicle passengers or providing vehicle surface disinfection .

With reference to 4 A high level control architecture 400 for a vehicle disinfection mode is shown. The components 4 , which work in the same way as components from the 1-3 , are numbered the same and are not reintroduced. For example, the control architecture 400 shows the control system 190 as including a powertrain control module (PCM) 404, a body control module (BCM) 408, and an HVAC controller 212 operating over a Controller Area Network (CAN ) 406 communicate. The CAN 406 can be a gateway module, for example. The PCM 404, the BCM 408, and the HVAC controller 212 may each be configured as a conventional microcomputer that includes a microprocessor unit, input/output ports, read-only memory that stores executable instructions/programs and calibration values, random access memory, keep-alive memory, a CAN bus etc. includes. For example, the PCM 404 may monitor and control a powertrain 410, including the engine 110 (e.g., if the vehicle is not a pure electric vehicle), whereas the BCM 408 may monitor and control various electronic accessories in the body of the vehicle, such as those in 2 shown exterior lights 235 and interior lights 229. As above in relation 2 executed, the HVAC controller 212 can monitor and control components of the HVAC system 220.

As in 4 shown, a user request 402 is received by the PCM 404. As an example, the user request 402 can be made via the cruise control buttons 134 1 be entered. The user request 402 includes a request from a vehicle operator to operate in vehicle disinfection mode. As in relation to 5 is executed, operating in the vehicle disinfection mode includes increasing a temperature of the air output by the HVAC system 220 and providing it to a vehicle cabin (e.g., cabin compartment 214). 2 ) above that used for passenger comfort in a nominal climate control mode. Thus, the PCM 404 coordinates with the HVAC controller 212 via the CAN 406 to increase a cabin temperature. As shown, both the PCM 404 and the HVAC controller 212 communicate bidirectionally with the CAN 406, transmitting (e.g., sending) electronic communication signals to the CAN 406, and receiving electronic communication signals from the CAN 406. As an example, the PCM increases 404 sets an idle speed of the engine 110 and turns off a cooling fan (e.g., the engine cooling fan 92 2 ) to increase a temperature of the hot coolant 318 supplied to the HVAC system 220 (e.g., to the heater core 90 from the 2 and 3 ) is provided, thereby increasing an amount of heat available to be transferred to the hot air 320. Further, the HVAC controller 212 stops the operation of various components of the HVAC system 220, such as the blower 308, the air inlet door 306, and the blend door 332, which are shown in 3 is shown to increase the temperature of the air provided to the vehicle cabin.

Still further, the HVAC controller 212 receives feedback from the cabin temperature sensor 218 regarding the cabin temperature. The HVAC controller 212 may further adjust the components of the HVAC system 220, and the PCM 404 may further adjust the operation of the powertrain 410 in response to the measured cabin temperature. As set forth herein, the vehicle disinfection mode may include a disinfection routine divided into a heating cycle (or phase), a hold cycle (or phase), and a cooling cycle (or phase). Entry into or exit from each cycle may be initiated based in part on feedback received from the cabin temperature sensor 218, and components of the HVAC system 220 and powertrain 410 may be adjusted according to specifications for each individual cycle.

Upon completion of the vehicle disinfection mode, as indicated by one or more of the HVAC controller 212 and the PCM 404, the CAN 406 outputs an electronic communication signal to the BCM 408. In response, the BCM 408 issues a user notification 412. For example, user notification 412 may include a pattern of flashing lights. In this way, the vehicle operator can be notified that the vehicle disinfection mode has been completed, as well as a completion status (e.g., successful or unsuccessful), as described below in relation to 5 and 7 is performed.

Next shows 5 a method 500 for heat cleaning an interior of a vehicle by operating in a vehicle disinfection mode. The vehicle can do this 2 shown vehicle 200 and can be, for example, by the vehicle drive system 100 1 are driven. Furthermore, the vehicle may include an HVAC system, such as the one in the 2 and 3 HVAC system 220 shown, which can advantageously be used to provide thermal disinfection. Instructions for carrying out method 500 and the other methods included herein may be provided by one or more control modules or controllers of a control system (e.g., control system 190 of the 1 and 4 ) based on instructions stored in one or more memories of the control system and in conjunction with signals received from sensors of the vehicle system, such as those described above with reference to 1-2 sensors described. For example, a PCM (e.g. the PCM 404 from 4 ) Instructions for transmitting signals to other control modules of the control system (e.g., the BCM 408 and the HVAC controller 212, as in 4 shown) as well as instructions for receiving signals from the other control modules to execute the method 500 as described herein 7 is performed. The control system may employ actuators of the vehicle system to adjust operation of the vehicle system in accordance with the methods described below. For example, the tax system can be the in 4 Use the control architecture shown to coordinate the control of the HVAC system with the operation of a powertrain.

At 502, method 500 includes estimating and/or measuring operating conditions. Operating conditions include vehicle, powertrain and climate operating conditions. As an example, the vehicle conditions may include a status of each vehicle window and door (e.g., open or closed), vehicle occupancy, remote key proximity, gear selection (e.g., determined by a gear selector lever, such as gear selector lever 108). 1 ), a state of charge (SOC) of a system battery (e.g. energy storage device 150). 1 ), and whether the vehicle is receiving power from an external power source (e.g., power source 180 1 ) receives or not. As another example, powertrain conditions may include an ignition status of an engine (e.g., engine 110 from the 1 and 2 ), an engine speed, an engine load, a driver requested torque amount, an engine coolant temperature (e.g. determined based on a signal from the engine coolant temperature sensor 211 2 received), cruise control specifications, etc. As yet another example, the climate operating conditions may include ambient temperature and humidity, vehicle solar load, cabin temperature and humidity, etc. Still other operating conditions may include determining whether an AV mode is selected (e.g., if the vehicle is an autonomous vehicle that includes AV control, such as AV control 191 1 , includes) and/or whether a car sharing module is active (e.g. car sharing module 193 off 1 ). For example, when the car sharing module is active, the operating conditions may further include estimating a number of unique occupants who have boarded the vehicle since the vehicle was last operated in vehicle disinfection mode, and thus setting or starting the disinfection mode in response to that Number reaches a nonzero threshold for unique users and/or occupants, as further discussed below.

At 504, method 500 includes determining whether the vehicle disinfection mode is on is demanded. The vehicle disinfection mode may be requested by a vehicle operator (e.g., a user) via an input device, such as an HMI (e.g., the HMI 196). 1 ), cruise control buttons (e.g. the cruise control buttons 134 off 1 ), a smartphone app, hard/soft buttons, radio key buttons (e.g. radio key 195 off 1 and 2 ), keys on the door's electronic keypad, or a pre-programmed combination of such inputs. As an example, the operator may enter a preprogrammed pattern of cruise control button presses, such as a sequence and combination of presses of the "On", "Off", "Set+" and "Set-" buttons. In other examples, the vehicle disinfection mode may be automatically activated according to a defined schedule, such as once daily at a predetermined time, twice weekly at a predetermined time, etc., as described below in relation to 10 is performed. In still other examples, the vehicle disinfection mode may be automatically requested when a threshold number of unique occupants have entered the vehicle since the vehicle was last operated in the vehicle disinfection mode. The threshold number of unique occupants refers to a predetermined non-zero number of occupants that may be calibrated, for example, to balance fuel, energy, and/or time costs of operating in vehicle disinfection mode with transmission rates and case numbers of prevalent infectious diseases. Furthermore, the vehicle disinfection mode can be initiated automatically during autonomous, occupant-free vehicle travel and/or operation.

In some examples, the vehicle disinfection mode may be requested while the vehicle is operating in a safe idle mode in which the vehicle continues to run (e.g., in parking mode, with the engine idling and electrical power to vehicle accessories, such as interior and exterior lights, provided) while the key is removed from the ignition. For example, safe idle mode can be selected by the operator via the HMI, a smartphone app, hard/soft buttons or a remote key button before turning off the ignition and removing the key. This allows the key to be removed from the vehicle for anti-theft purposes while the vehicle remains on. Accordingly, in response to entry conditions being met, the vehicle may enter the requested vehicle disinfection mode while operating in the safe idle mode, as detailed below with respect to 506.

Further, in some examples, the request may include some type of requested vehicle disinfection mode. For example, the types may include a deep cleaning mode, a quick cleaning mode, and the like. For example, the deep cleaning mode may contain different specifications than the quick cleaning mode in order to disinfect the vehicle interior more effectively. For example, the deep cleaning mode can essentially eliminate all heat-sensitive microbes in the vehicle interior, while the quick cleaning mode can significantly reduce a number of heat-sensitive microbes in the vehicle interior.

If the vehicle disinfection mode is not requested, the method 500 proceeds to 508 and includes keeping the vehicle disinfection mode inactive. For example, the vehicle disinfection mode may be an automatic strategy that uses a state machine to track status and progress of a disinfection routine, as referred to 7 is performed. If the vehicle disinfection mode is maintained in the inactive state, the disinfection routine will not run and the powertrain and HVAC system will not operate in the vehicle disinfection mode.

At 526, method 500 includes operating the powertrain and HVAC system in a nominal climate control mode. As in relation to 6 The nominal climate control mode may include determining powertrain and HVAC targets to achieve passenger-specified climate targets. Therefore, the HVAC system is not used to provide thermal disinfection to the vehicle interior. The procedure 500 can then end.

Again at 504, if the vehicle disinfection mode is requested, the method 500 proceeds to 506 and includes determining whether the entry conditions for the vehicle disinfection mode are met. The entry conditions may include, for example, that the vehicle is parked, an indication that the vehicle is unoccupied, the engine is on, the vehicle doors and windows are closed, and a fuel level is above a threshold fuel level. Because the engine may be used to generate heat for the disinfection routine, the threshold fuel level refers to a precalibrated non-zero fuel level, below which there may not be enough fuel to complete the disinfection routine. In examples where multiple different vehicle disinfection modes are included, the threshold fuel level for deep cleaning mode may be different (e.g. higher) than for quick clean mode. In electric vehicles, an electric heater may additionally or alternatively be used to generate heat for the disinfection routine. Thus, in such examples, the entry conditions may include the battery SOC being above a threshold SOC, where the threshold SOC refers to a precalibrated non-zero SOC, below which there may not be sufficient electrical energy to complete the disinfection routine. Similar to the threshold fuel level, the threshold SOC may be different (e.g., higher) for the deep clean mode relative to the quick clean mode. All of the entry conditions can be confirmed to determine that the vehicle disinfection mode entry conditions are met.

If the vehicle disinfection mode entry conditions are not met, method 500 proceeds to 508 as described above. Therefore, even if the vehicle disinfection mode is requested, the disinfection routine will not be executed unless the entry conditions are met. Thus, the powertrain and HVAC system will not operate in vehicle disinfection mode if the vehicle is occupied, a door or window is open, there is insufficient fuel (or battery SOC) to complete the disinfection routine, etc. Further, although this As is not explicitly shown, if at any time the entry conditions for the vehicle disinfection mode are no longer met, even after the entry conditions for the vehicle disinfection mode have been confirmed and the vehicle disinfection mode is activated, the method 500 may proceed to 508 to deactivate the vehicle disinfection mode, as below in relation to 7 is explained in more detail.

On the other hand, if the entry conditions for the vehicle disinfection mode are met, the method 500 proceeds to 510 and includes activating the vehicle disinfection mode. Enabling vehicle disinfection mode may include updating the state machine to an “active” state and entering the disinfection routine. Thus, the control system may begin operation in the vehicle disinfection mode in response to the vehicle disinfection mode entry conditions being met when the vehicle disinfection mode is requested (e.g., by the vehicle operator or according to other preprogrammed criteria).

In some examples, activating the vehicle disinfection mode includes adjusting a position of a sunshade (e.g., sunshade 256). 2 ) based on solar load, as optionally specified at 509. For example, 509 may be performed as part of method 500 if the vehicle includes the sunshade. As in relation to 2 described, the sunshade can be positioned with respect to a skylight (e.g., the skylight 255) via a sunshade actuator (e.g., the sunshade actuator 258) to block or enable light transmission through the skylight, with a lot The transmission of light increases when the sun protection is opened further. Therefore, the shade may be adjusted to a more open position in response to the solar load being greater than a threshold solar load (e.g., when the shade is not in the fully open position). The threshold solar load may be a predetermined non-zero value above which increased ambient light transmission and reduced thermal insulation at the skylight are expected to increase the cabin temperature of the vehicle, and below which reduced thermal insulation at the skylight is expected to increase the cabin temperature of the vehicle reduced. As another example, the threshold solar load may be set based on the ambient temperature. For example, the threshold solar load may be decreased as the ambient temperature increases and increased as the ambient temperature decreases.

In some examples, the sunshade may be adjusted to the fully open position in response to the solar load being greater than the threshold solar load and may be adjusted to a fully closed position in response to the solar load being less than the threshold solar load. In other examples, the sunshade may be adjusted to a partially open (or partially closed) position between the fully open position and the fully closed position. As an example, the position of the sunshade may be directly determined based on one or more of the solar load and the ambient temperature, such as by the control system entering the solar load and/or the ambient temperature into a lookup table, algorithm, or map. which is stored in the memory, which can output the appropriate position of the sunshade for the conditions entered. The sun protection can then be adjusted to the output position using the sun protection actuator.

If the sunshade actuator is an electronic actuator, the control system can automatically position the sunshade to the specific position kidneys. If the sunshade actuator is a manual actuator, the controller may request the operator to position the sunshade in the specific position when the vehicle disinfection mode is requested at 504, such as via a message communicated to the HMI or via a smartphone -News. Further, the control system may receive an indication from the operator (e.g., input via the HMI or smartphone) that the sunshade has been adjusted to the specific position before entering the vehicle disinfection mode.

Activating vehicle disinfection mode optionally includes activating UV lights and/or an auxiliary heating system as indicated at 511. For example, 511 may be performed as part of method 500 if the vehicle has at least one of a UVGI system, such as UVGI system 280 2 , and the additional heating system (e.g. the additional heating system 290 2 ) contains.

When included, the UV lights (e.g., the plurality of UV light sources 281) may be activated by supplying electrical power to the UV lights, causing, for example, the UV lights to emit light in the UV Emit in a range (e.g. UVC range). As above in relation to 2 described, the UV lights can irradiate vehicle surfaces, which can complement the heat cleaning of the vehicle disinfection mode.

If the auxiliary heating system includes a fuel-powered auxiliary heater, the auxiliary heating system may be activated by delivering fuel and air to the auxiliary heater for combustion within the auxiliary heater. In some examples, the controller may prompt the operator to activate the auxiliary heating system in response to the vehicle disinfection mode entry conditions at 506 being met, such as via a smartphone message. Further, the control system may receive confirmation from the operator (e.g. input via smartphone) that the auxiliary heating system has been activated. Activating the auxiliary heating system can produce more heat than using the powertrain and HVAC system alone. As a result, a higher temperature can be achieved and/or the temperature can be increased more quickly.

At 512, method 500 includes operating the powertrain and HVAC system in a heating cycle. As mentioned above, the disinfection routine can be divided into the heating cycle, a holding cycle and a cooling cycle, each of the heating cycle, the holding cycle and the cooling cycle including specific instructions for heat disinfection and subsequent cooling of the vehicle interior. The heating cycle occurs first, followed by the holding cycle, which is then followed by the cooling cycle.

The heating cycle specifications are configured to quickly generate heat for thermal disinfection that may be greater than an amount of heat generated during nominal operation of the powertrain and HVAC system. For example, to operate in the heat cycle, the PCM increases the engine speed from a standard idle speed setpoint, such as to a higher idle speed setpoint. For example, the heating cycle may include an idle air control command that increases the idle speed setpoint to 1500 rpm. Thus, more air and fuel may be supplied to the engine than during nominal engine idle outside of vehicle disinfection mode to increase engine speed. If the engine includes an idle stop feature that automatically shuts off the engine while idling, the idle stop feature is disabled. Further, the PCM turns off the engine cooling fan (e.g., engine cooling fan 92 2 ) to reduce the cooling provided to the engine and increase the engine coolant temperature.

In some examples, the idle speed setpoint may be adjusted based on environmental operating conditions, such as ambient temperature and vehicle solar load, to produce a desired amount of heat for thermal disinfection. Furthermore, the desired amount of heat for the deep cleaning mode may be different (e.g., higher) than for the quick cleaning mode. For example, if the ambient temperature is above a predefined temperature value, the ambient temperature may provide a portion of the desired amount of heat. Likewise, when the solar load is above a predefined solar load value, heat radiated from the sun can provide a portion of the desired amount of heat. Therefore, if the vehicle's ambient temperature and/or solar load continues to increase above their respective predefined values, the idle speed setpoint may be reduced to reduce heat generated by the engine. Further, if the vehicle is an AV, the AV may move to a sunny parking lot that has a high solar load in response to requesting the vehicle disinfection mode and before activating the vehicle disinfection mode to utilize heat radiated from the sun . Thus, the PCM can input the ambient temperature and solar load into a lookup table, algorithm or function that can output the idle speed setpoint to provide for to be used for operation in the requested vehicle disinfection mode.

In some examples, additional actions may be performed to increase the amount of heat produced by the engine during operation in the heat cycle, such as retarding an ignition timing of a spark to reduce an amount of torque produced for the same engine load, adding an additional torque load (e.g. Operating an alternator or generator to convert mechanical energy to electrical energy), closing grille shutters to reduce airflow through an engine compartment, turning on an auxiliary water pump (if available) to increase coolant flow through the engine, and a heater core (e.g .Heating core 90 from the 2 and 3 ) and decreasing coolant flow to components other than the heater core (e.g. by closing valves to transmission cooling circuits, oil coolers, etc.).

Additionally or alternatively, in an electric vehicle (e.g., an HEV or an all-electric powertrain), operating the powertrain in the heating cycle includes activating the electric heater, such as by supplying electrical energy to the electric heater from the battery and engaging an electric motor ( E.g. electric motor 120 1 ) in vehicle brakes to increase heat generation. Further, in some HEV examples, the engine may not operate if the electric heater alone can generate enough heat to raise the cabin temperature to a desired temperature for heat sterilization, as discussed below. For example, the PCM may decide whether or not to operate the engine based on a known heat output from the electric heater, ambient temperature, and solar load. Thus, if the heat output of the electric heater and an amount of heat provided by the immediate environment (e.g., determined based on ambient temperature and solar load) are greater than the desired amount of heat for performing thermal disinfection, the engine may be turned off (or left off).

As another example, operating in the heat cycle may involve the PCM transmitting instructions to the HVAC controller to operate the HVAC system at high heat specifications. The high heat specifications can require operation of a fan (e.g. the fan 308 3 ) at maximum speed to provide maximum airflow through the HVAC system, providing full heat and operating at a selected floor mode. For example, to provide full heat, a blend door (e.g., blend door 332). 3 ) are kept in a hot position. As another example, to operate with the selected floor mode, hot air may be selectively delivered to the vehicle cabin via a floor-facing duct rather than to vents or panels (e.g., by appropriately positioning one or more supply doors). As an example, ground mode may be selected because it does not rely on the vehicle operator opening or positioning the vent flaps/scoops. As another example, floor mode can be selected for the heating cycle as this allows heat to naturally rise from the floor into the rest of the vehicle interior. The high heat specifications can also include setting an air inlet flap (e.g. the air inlet flap 306 3 ) to a return air position while the engine coolant temperature remains below a threshold engine coolant temperature (e.g., 100°C). The return air position allows the cabin air to be heated again while being recirculated through the HVAC system. In response to the engine coolant temperature reaching or exceeding 100°C, the air intake damper can be adjusted to a fresh air position, drawing fresh air into the HVAC system. Even further, operation in the heating cycle can activate heated surfaces (e.g. the heated surfaces 270 from 2 ), such as heated seats, a heated steering wheel, and heated windshield and rear window components, and any other radiating panels or fibers.

Further, in some examples, the vehicle control system may issue an event-based message to the user, such as via a smartphone app or other interface, regarding the current status of operation in the heating cycle. The message may further include information regarding a percentage of the disinfection routine that has been completed, an estimated time to completion for the current cycle and/or the disinfection routine, a current cabin temperature, a real-time indication of fuel level and/or battery charge status, etc. As an example, the smartphone app or other interface may be connected to a cloud-based wireless network or cell phone service that is also connected to the vehicle's control system, allowing the user to receive messages even if they is located away from the vehicle. In another example, the smartphone app may be connected directly to the control system via Wi-Fi, Bluetooth ® or other wireless technology, and thus the Users are instructed to stay within a signal range for this wireless technology to receive updates and event-based messages.

At 514, method 500 includes determining whether the cabin temperature is greater than or equal to a first threshold temperature. The cabin temperature may be measured by one or more cabin temperature sensors, such as cabin temperature sensors 218 2 . Alternatively, a measurement from another temperature sensor indicative of the air temperature in the vehicle cabin, such as an exhaust air temperature sensor or an evaporator temperature sensor, may be used. The first threshold temperature is a non-zero positive temperature value and represents the lowest temperature for performing thermal disinfection. For example, when exposed to temperatures at or above the first threshold temperature, microbes are expected to be killed or deactivated. Further, the first threshold temperature is higher than a nominal temperature range used for passenger comfort in the nominal climate control mode, as referred to below 6 is performed.

In some examples, the first threshold temperature is a fixed value. For example, the fixed value can be 56 °C. As another example, the fixed value may be 70°C. However, in other examples, the first threshold temperature may be set based on cabin humidity as measured by a cabin humidity sensor (e.g., cabin humidity sensor 219). For example, if cabin humidity increases, the first threshold temperature may decrease because higher humidity can aid disinfection at lower temperatures. As an example, the PCM may enter the measured cabin humidity into a lookup table, algorithm, or function that may output the set first threshold temperature (or the adjustment to be made to the fixed value) for the entered cabin humidity. Additionally or alternatively, in some examples, the first threshold temperature may be set based on the type of vehicle disinfection mode requested. For example, the first threshold temperature may be higher for deep cleaning mode and lower for quick cleaning mode. However, in other examples, the first threshold temperature may be the same for all vehicle disinfection modes.

If the cabin temperature is not greater than or equal to the first threshold temperature (e.g., the temperature is lower than the first threshold temperature), method 500 returns to 512 and continues operating the powertrain and HVAC system with the heating cycle specifications. Thus, the powertrain and HVAC system may continue to operate to rapidly generate heat and increase cabin temperature, thereby increasing a temperature of vehicle interior surfaces for thermal disinfection.

If the cabin temperature is greater than or equal to the first threshold temperature, method 500 proceeds to 516 and includes operating the powertrain and HVAC in the hold cycle. The hold cycle is configured to maintain the cabin temperature at or above the first threshold temperature for a first threshold duration. The first threshold duration corresponds to a non-zero time for thermal disinfection to kill or deactivate microbes on the vehicle interior surfaces. In some examples, the first threshold duration may be a fixed period of time, such as 15 minutes. In other examples, the first threshold duration may be set based on cabin humidity and/or whether or not the UV lights are activated. For example, as cabin humidity increases, the first threshold duration may decrease because higher humidity may increase a rate at which disinfection occurs. As an example, the PCM may receive the measured cabin humidity from the HVAC controller over the CAN and the PCM may enter the measured cabin humidity into a lookup table, algorithm, or function that matches the set first threshold duration (or one at the setting to be carried out for a fixed period of time) for the entered cabin humidity. As another example, the first threshold duration may be longer when UV lights are not activated and shorter when UV lights are activated because the UV lights may supplement thermal disinfection.

Additionally or alternatively, in some examples, the first threshold duration may be different for the different types of vehicle disinfection modes. For example, the first threshold duration may be longer for deep cleaning mode and shorter for quick cleaning mode. Therefore, the deep clean mode may include specifications and instructions for maintaining the cabin temperature at a higher temperature and/or for a longer duration than the quick clean mode in order to kill a greater number of microbes than the quick clean mode.

As an example, operating in the hold cycle may be similar to operating in the heating cycle in that high heat continues to be generated and provided to the vehicle cabin. However, operating in the hold cycle may additionally require tracking of the time period include maintaining the cabin temperature at or above the first threshold temperature, such as by setting a timer for the first threshold duration. In some examples, the first threshold duration may be automatically extended or reset if the cabin temperature falls below the first threshold temperature while the timer is active, as described below with respect to 7 is performed.

In some examples, operating in the hold cycle may further include, at 516, issuing an event-based message to the user regarding the current status of operating in the hold cycle. Further, parameters of the disinfection routine, such as the percentage of the disinfection routine completed, the estimated time to completion for the current cycle and/or the disinfection routine, the current cabin temperature, the real-time fuel level indication, and/or the battery charge level, may continue to be in real time updated via the smartphone app or another interface.

At 518, method 500 includes determining whether success conditions are met. As an example, it may be determined that the success conditions are met and thus the decontamination is successful in response to the timer expiring. Additionally or alternatively, in response to the cabin temperature remaining above the first threshold temperature for the first threshold duration, it may be determined that the success conditions are met. As another example, in response to the success conditions being met, it may be determined that a maximum duration is reached. The maximum duration may be, for example, 90 minutes and may correspond to a maximum period of time to automatically extend the timer in response to the cabin temperature decreasing below the first threshold temperature during the hold cycle.

If the success conditions are not met, method 500 returns to 516 and continues operating the powertrain and HVAC system in the hold cycle. The vehicle cabin is thus further heated, with the disinfection process continuing. In contrast, if the success conditions are met, method 500 proceeds to 520 and includes operating the powertrain and HVAC system in the cool down cycle. The cooldown cycle includes targets configured to bring the powertrain, HVAC system, and interior surface temperatures back down to temperatures within the nominal ranges achieved during operation outside of vehicle disinfection mode. Further, the cool down cycle is configured to gradually reduce the cabin temperature to, for example, prevent or reduce degradation of the HVAC system due to component warping.

Operating the powertrain in the cool down cycle involves reducing the engine speed to a lower, nominal idle speed setpoint. For example, the cool down cycle may include an idle air control command that reduces the idle speed setpoint to a value within a range of 900-1100 rpm. This reduces the heat generated by the engine. Further, operating in the cooldown cycle includes turning on the engine cooling fan, which further reduces the engine coolant temperature and therefore the heat transferred via the HVAC system to the air ducted into the cabin. Additionally or alternatively, in an electric vehicle, the electric heater is deactivated (e.g. no more electrical power is supplied to the electric heater) and the electric motor is switched off. In vehicles that include the auxiliary heating system, the auxiliary heating system is deactivated, such as by no longer supplying fuel to the auxiliary heater to interrupt combustion. Furthermore, the heated surfaces can be deactivated so that no more heat is generated. Furthermore, the UV lights, if included, can be deactivated to no longer irradiate the vehicle interior surfaces.

Operating the HVAC system in the cool down cycle involves a series of timed settings. Initially, the HVAC system is operated with the air inlet damper in the fresh air position, the fan set at maximum speed, and the blend damper in the hot position as in the heating (and holding) cycle. Furthermore, airflow can still be provided via ground mode. After an initial set period of time (e.g. 2 minutes), the blend door can be adjusted to a position midway between the hot and cold positions to provide a half-and-half mixture of hot and cold air to provide. After operating with the blend door in the center position for a second specified period of time (e.g., 1 minute), the blend door may be further adjusted to the cold position to essentially provide only cold air (and no hot air) to the cabin. Further, the airflow may be provided via a combination of a fairing mode and the ground mode. Furthermore, air conditioning components of the HVAC system may be activated. For example, an evaporator core (e.g., the evaporator core 312). 3 ) and a compressor (e.g. the compressor 340 from 3 ) can be activated to reduce the temperature of the air provided to the vehicle cabin from the ambient temperature. Additionally, everyone can heated surfaces (e.g. seats, steering wheel and windows).

In some examples, the vehicle control system may further issue an event-based message to the user regarding the current status of operating in the cool down cycle, with the disinfection routine parameters updated in real time via the smartphone app or other interface.

At 522, method 500 includes determining whether the cooling cycle is complete. As an example, the cooling cycle may be determined to be complete in response to the cabin temperature decreasing to a second threshold temperature. The second threshold temperature is a non-zero positive temperature value that is lower than the first threshold temperature and corresponds to a temperature below which a vehicle occupant can re-enter the vehicle without significant discomfort.

Additionally or alternatively, the cooldown cycle may be considered complete after a second threshold period has elapsed while operating in the cooldown cycle. The second threshold duration refers to a period of time over which the vehicle interior is expected to cool to a temperature that will allow the vehicle occupant to re-enter. The second threshold duration may be fixed (e.g., 10 minutes) or may be set based, for example, on the vehicle's ambient temperature and/or solar load. For example, as the ambient temperature and/or solar load of the vehicle decreases, the second threshold duration may decrease, where the lower ambient temperature and/or solar load may cause the vehicle interior to cool more quickly. As an example, the PCM may input the measured ambient temperature and/or solar load received from the HVAC controller over the CAN into a lookup table, algorithm, or function that matches the set second threshold duration (or a fixed one). Output the time period for setting to be carried out) for the entered ambient temperature and/or solar load.

If the cooldown cycle is not completed, the method 500 returns to 520 and continues operating the powertrain and HVAC system at the cooldown cycle specifications. Once the cool down cycle is complete, method 500 proceeds to 524 and includes issuing a completion notification and disabling the vehicle disinfection mode. The completion notification may be issued via interior or exterior lights, a human-machine interface (e.g., instrument cluster), and/or via a smartphone notification (e.g., an event-based message to the smartphone app). Further, the completion notification may be one of a successful completion notification or an unsuccessful completion notification. The successful completion notification and the unsuccessful completion notification may include different outputs to inform the user whether the vehicle disinfection mode has been successfully completed or not. As an example, notification of successful completion may be a single long pulse from the exterior lights (e.g., exterior lights 235 2 ), while notification of unsuccessful completion may include three short pulses from the exterior lights.

The successful completion notification is triggered in response to the successful completion of each of the heating cycle, the hold cycle and the cool cycle, while the unsuccessful completion notification may be triggered in response to the disinfection routine prior to the completion of each of the Heating cycle, holding cycle and cooling cycle is canceled or interrupted. Additionally or alternatively, the unsuccessful completion notification may be triggered in response to the vehicle disinfection mode entry conditions at 506 not being met (or remaining unmet while the disinfection routine is being executed). As yet another example, the unsuccessful completion notification may be triggered in response to the first threshold temperature not being reached within the maximum duration.

Method 500 may then proceed to 526 to operate the powertrain and HVAC system in the nominal climate control mode. Continue with 6 An example method 600 for operating in nominal climate control mode is provided. As an example, method 600 may be performed as part of method 500 (e.g., at 526). As another example, method 600 may be performed in response to receiving a request to activate the HVAC system when the vehicle is being operated. For example, the nominal climate control mode may be a standard mode, and the HVAC system may only operate outside of the standard mode (e.g., in vehicle disinfection mode) in response to the vehicle disinfection mode being turned off at 504 5 is requested.

At 602, method 600 includes estimating vehicle environmental conditions. Vehicle environmental conditions may include cabin temperature and humidity, vehicle solar load, ambient temperature and humidity, air quality, etc. The vehicle environmental conditions may further include the position of the sunshade, which may be adjusted in response to user input (and not automatically based on solar load relative to the threshold solar load) while operating in the nominal climate control mode. For example, the user can directly control the position of the sun protection via the manual or electronic sun protection actuator.

At 604, method 600 includes determining climate conditions specified by the passenger. The climate conditions specified by the passenger may be based on inputs from a vehicle occupant (e.g., driver or passenger) at a climate control interface (e.g., climate control interface 242). 2 ) and may include specifications or setpoints for a level of thermal comfort desired in the cabin space. For example, the climate conditions specified by the passenger may indicate a desired amount of heating or cooling of the cabin space, including a temperature set point. The temperature setpoint may be limited to the nominal temperature range, as described above 5 mentioned. The nominal temperature range includes temperatures lower than the first threshold temperature specified in 514 5 is described. Thus, the vehicle occupant cannot directly select a temperature setpoint, including the first threshold temperature, that is outside the nominal temperature range. For example, the nominal temperature range may extend between approximately 15 and 25°C.

Additionally, a direction of airflow may be specified, such as to the floor of the vehicle (e.g., via floor mode), to the passenger seats (e.g., via a vent mode), and/or to panels in the interior of the vehicle (e.g. B. via the disguise mode). The climate conditions specified by the passenger may also specify an airflow rate (e.g., low, medium, or high flow rates). Furthermore, the specifications may specify a ratio of fresh air (from outside the vehicle) to recirculated air (from inside the vehicle).

Additionally or alternatively, the climate conditions specified by the passenger may include pre-conditioning climate conditions. The pre-conditioning may be a plug-in pre-conditioning carried out in an EV or plug-in HEV. As below in relation to 10 is performed, the pre-environmental climate conditions may include specified climate conditions that are established in advance (e.g., before the vehicle is operated). As an example, the pre-environmental climate conditions may include a cabin pre-environmental temperature setpoint and a predetermined time for performing the pre-environmental conditioning, where both the cabin pre-environmental temperature setpoint and the predetermined time can be set by the user (e.g., the driver or other occupants) via a pre-environmental application (e.g B. a software application) accessed via a user interface, such as the HMI 196 1 or the smartphone 295 2 , can be accessed, is entered. As an example, the control system may set an alarm clock or timer for the predetermined time, and upon reaching the predetermined time, the control system may wake from a sleep mode without additional user input to increase the cabin temperature to the cabin pre-conditioning temperature setpoint by activating the electric heater.

In some examples, pre-conditioning may be performed only while the vehicle is receiving electrical power from the external power source, which may be used to power the electric heater instead of the energy storage device. In other examples, pre-conditioning may also be performed while the vehicle is not receiving electrical power from the external power source, such as in response to the battery's SOC being greater than a second threshold SOC. The second threshold SOC may refer to a battery SOC below which the battery may not have enough charge to support vehicle use after pre-conditioning. Additionally or alternatively, a modified version of the pre-conditioning may be performed when the vehicle is not receiving electrical power from the external power source, such as by increasing the cabin temperature to a value that is a predefined amount less than the cabin pre-conditioning temperature setpoint, or performing the cabin temperature, until the battery SOC reduces to a predetermined SOC.

In another example, the climate conditions specified by the passenger may include specifications for the additional heating system. For example, the user can specify whether to use the auxiliary heating system as well as a temperature setpoint of the auxiliary heating system. In some examples the additional heating system can only be used while the vehicle is parked, such as when the auxiliary heating system includes the auxiliary heater.

At 606, the method 600 includes determining powertrain and HVAC system specifications to achieve the passenger-specified climate conditions, taking into account the vehicle climate conditions. Determining the powertrain targets may include, for example, determining an idle air control target, for example, increasing the idle air control target to increase an amount of heat dissipated by the engine in response to a higher temperature setpoint relative to the ambient temperature and solar load of the vehicle. As another example, determining the powertrain specifications may include determining a speed of the engine cooling fan, such as reducing the speed in response to a higher temperature setpoint relative to the vehicle's ambient temperature and solar load. Determining the HVAC system preferences may include, for example, determining a ratio of hot air to cold air generated by heating or cooling elements of the HVAC system (including a preference for activating the electric heater, if included), and/or one Ratio of fresh air to recirculated air that is to be mixed into the air flow. For example, the HVAC controller may determine a position of the blend door and a position of the air inlet door accordingly. Determining the HVAC system specifications may further include, for example, determining a rate and direction of airflow. For example, the HVAC control may determine fan speed and a position of one or more feed doors. If the auxiliary heater is used, the method 600 may further determine an electric motor fan speed and a fuel metering pump speed (pulse width of activation) to be used to generate the auxiliary heater system temperature setpoint.

At 608, method 600 optionally includes adjusting powertrain operation based on the determined powertrain specifications. For example, if the particular powertrain commands differ from the currently used powertrain commands, powertrain operation may be adjusted, such as by increasing the engine idle speed to the higher idle air control command and/or reducing the engine cooling fan speed. Alternatively, if the powertrain is already operating at the specific powertrain specifications (e.g., the nominal idle air control command and the engine cooling fan speed are sufficient to produce the passenger specified climate conditions), the powertrain operation is maintained and 608 is omitted.

At 610, method 600 includes operating the HVAC system based on the determined HVAC system specifications. For example, the blend door, the air inlet door, and the supply door(s) may all be operated to the specific positions. In addition, the fan can be operated at the specific speed. When cooling is requested, such as when the temperature set point is less than ambient temperature and/or an air conditioning mode is selected, the evaporator core and compressor may be activated. Alternatively, when heating is requested, such as when the temperature set point is higher than ambient temperature and/or a heating mode is selected, the evaporator core and compressor may be deactivated. Further, in electric vehicle embodiments, the electric heater may be activated in response to the requested heating. The procedure 600 then ends.

In this manner, a vehicle powertrain and HVAC system may operate differently when providing climate control for passenger comfort (e.g., operating in a nominal climate control mode) or providing thermal disinfection (e.g., operating in a vehicle disinfection mode). becomes. Using the powertrain and/or HVAC system components to generate more heat than is used for climate control can effectively kill heat-sensitive microbes. Further, fuel consumption and/or electrical energy consumption may be reduced by adjusting the powertrain and/or HVAC system specifications based on vehicle environmental conditions, such as ambient temperature and vehicle solar load. By subjecting an entire vehicle cabin to thermal disinfection via hot air generated by the powertrain and HVAC system during the vehicle disinfection mode, the vehicle cabin can be decontaminated more effectively than using chemical disinfectants. For example, hot air can easily get between seats and other hard-to-reach areas that may be missed during manual cleaning. Furthermore, UV lights can provide additional germicidal radiation for hard-to-reach areas. As a result, the transmission of pathogens from vehicle interior surfaces can be reduced.

Next shows 7 an exemplary block diagram of a control system 700 that can be used to achieve thermal disinfection for a vehicle cabin, such as by carrying out the method 5 . It should be noted that the control system 700 is an example of executing the method 500 5 is. components 7 , which work in the same way as components from the 1-4 are numbered the same and do not need to be reintroduced. Further, the control system 700 is described with respect to a powertrain that includes an engine, although the control system 700 may be adapted for all-electric and HEV powertrains. The control system 700 includes the PCM 404, the BCM 408 and the HVAC controller 212, which are connected via a CAN (e.g. CAN 406). 4 ) communicate. As shown, the PCM 404 includes a CAN communications driver 734 for issuing communications over the CAN. The PCM 404 stores a vehicle disinfection mode feature 708, which may be a software feature stored as executable instructions in a memory of the PCM 404. The vehicle disinfection mode feature 708 includes a state machine 710. The state machine 710 includes an initialization trigger 712, an inactive state 714, a heating phase 716, a hold phase 718, and a success phase (e.g., cool down phase) 720. The heating phase 716, the hold phase 718, and the success phase 720 are all active states with independent functions and transitions specified by the programmed instructions of the vehicle disinfection mode feature 708.

Further, the vehicle disinfection mode feature 708 outputs a signal that is a vehicle-level indication of the state of the state machine 710 over the CAN via the CAN communication driver 734. This signal can be received by the HVAC controller 212 and the BCM 408. In some examples, the signal may also be received by other control modules that are communicatively coupled to the CAN.

The PCM 404, and thus the vehicle disinfection mode feature 708, receives a pedal/PRNDL input 722. The pedal/PRNDL input 722 may output both inputs relating to a state of a pedal, such as pedal 192 1 , and a gear selector lever (e.g. the gear selector lever 108 1 ). The PCM 404 also receives input from the cruise control buttons 134 and a cabin temperature that may be communicated to the PCM 404 from the HVAC controller 212 via CAN. In an alternative example, the input may be via another user interface (e.g. the HMI 196 1 or the smartphone 295 2 ) can be provided instead of the cruise control buttons 134. Additional inputs to the vehicle disinfection mode feature 708 may be monitored and provided by an I/O signal feature source 732 and may include engine temperature, engine speed, ignition status, vehicle speed, and fuel level. The I/O signal feature source 732 may also monitor and provide a pedal/PRNDL input 722, at least in some examples.

A sequence of programmed inputs entered directly into the PCM 404 or communicated to the PCM 404 via CAN (e.g., an activation sequence) includes the initialization trigger 712. As an example, the sequence of programmed inputs may have an order and length of button presses of cruise control buttons 134 include. The recognition of the sequence can expire after a calibratable time period if the sequence is not completed within the calibratable time period. If the sequence is not recognized (e.g., due to a timeout or incorrect sequence), no action is taken and the inactive state 714 is maintained at the state machine 710.

Even if the initialization trigger 712 is received, the vehicle disinfection mode feature 708 may be aborted and the state machine 710 may return to the inactive state 714 if the pedal/PRNDL input 722 indicates that the gear selector is moved out of park and/or that pedal is pressed. Further, the vehicle disinfection mode feature 708 may be aborted in response to the ignition state changing (e.g., the vehicle is turned off), the engine is turned off, or the vehicle speed increases above zero, as indicated by the I/O signal feature source 732. As yet another example, the vehicle disinfection mode feature 708 may be canceled in response to additional cruise control button presses received via the cruise control buttons 134. As another example, the vehicle disinfection mode feature 708 may be activated in response to a degradation of one of the sensors used for monitoring, such as an engine coolant temperature sensor, a cabin temperature sensor, etc., and/or in response to a degradation of an engine cooling system or HVAC system component (e.g., Engine cooling fan 92 off 2 ) can be canceled. In still further examples, the vehicle disinfection mode feature 708 may be canceled in response to a detected idle air control impairment, such as electric throttle wear, and/or in response to a CAN communication impairment.

The inactive state 714 may provide an off state of the vehicle disinfection mode feature 708 and may be communicated to other modules, such as the BCM 408 and the HVAC controller 212, so that related functions may be coordinated. The state machine 710 may remain in the inactive state 714 until the initialization trigger 712 is received or if one of the abort conditions described above is met. In contrast, the state machine 710 may transition to the heating phase 716 in response to receiving the initialization trigger 712 and while none of the abort conditions are present. However, as noted above, the state machine 710 may return to the inactive state 714 if an abort condition exists, which is present even after entering the heating phase 716.

The heating phase 716 provides programmed targets for increasing the engine coolant temperature and thus an amount of heat that is transferred to the air provided to the vehicle cabin. The PCM 404 communicates the state of the heating phase 716 via CAN to other modules, including the HVAC controller 212 (e.g., “heat_mode_active”) to increase the cabin temperature. Further, the vehicle disinfection mode feature 708 communicates the state of the heating phase 716 to an idle air controller (IAC) 726 to increase an idle speed of the engine to a heating target speed (e.g., to 1500 rpm), to an electric drive fan controller (electric drive fan - EDF) 728 to turn off the engine cooling fan, and to an air-conditioning compressor (ACC) 730 to turn off the air-conditioning compressor (e.g. the compressor 340 3 ) to deactivate. For example, the EDF 728 may keep the engine cooling fan deactivated at zero speed unless engine coolant temperature increases above a calibratable engine coolant temperature threshold, an exhaust gas temperature increases above a calibratable exhaust gas temperature threshold, or a transmission oil temperature increases above a calibratable transmission oil temperature. The heating phase 716 may also include programmed specifications for the UVGI system 280 if necessary. For example, the programmed specifications may include an intensity of light to be emitted from light sources of the UVGI system 280.

The state machine 710 transitions from the heating phase 716 to the holding phase 718 as soon as the heating phase 716 is completed. The heating phase 716 is considered complete when the cabin temperature is above a calibrated threshold (e.g., the first threshold temperature set out at 514 above 5 described) and there is no termination condition. In contrast, the state machine 710 transitions to the inactive state 714 if the heating phase 716 is not within a maximum calibratable time threshold (e.g., that described above with respect to 5 maximum duration described) is completed or if a termination condition exists. The heat generation specifications used in the heating phase 716 can be maintained in the holding phase 718. For example, the hold phase 718 provides a strategy for maintaining an elevated engine coolant temperature. The PCM 404 communicates the state of the hold phase 718 via CAN to other modules, including the HVAC controller 212 (e.g., “heat_mode_active”) to maintain the elevated cabin temperature. The heat generation specifications used in the heating phase 716 can be maintained in the holding phase 718. For example, the hold phase 718 provides a strategy for maintaining elevated engine coolant temperature. The PCM 404 communicates the state of the hold phase 718 via CAN to other modules, including the HVAC controller 212 (e.g., “heat_mode_active”) to maintain the elevated cabin temperature. For example, the hold phase 718 may provide a hold timer.

Further, the state machine 710 may transition from the hold phase 718 back to the heating phase 716 in response to the cabin temperature being reduced by more than a hysteresis value below the calibrated threshold for longer than a calibratable period of time. When the state machine 710 returns to the heating phase 716 and then reenters the hold phase 718, the hold timer may be reset, with a number of hold timer resets being logged. If the number of hold timer resets exceeds a calibratable number, the state machine 710 may be aborted to the inactive state 714.

The state machine 710 transitions from the hold phase 718 to the success phase 720 as soon as the hold phase 718 is completed. The hold phase 718 is considered complete when the cabin temperature is above the calibrated threshold for a calibrated period of time (e.g., the first threshold period set out at 516 above). 5 described) remains and there is no termination condition. In contrast, the state machine 710 transitions to the inactive state 714 if the hold phase 718 has not completed within the maximum calibratable time threshold or if an abort condition exists.

Success phase 720 provides a state in which vehicle disinfection has been completed. Success Phase 720 is also used to cool the engine coolant and HVAC system components. The PCM 404 communicates the state of the success phase 720 via the CAN communication driver 734 to other modules, including the HVAC controller 212, to reduce the cabin temperature. Further, the vehicle disinfection mode feature 708 communicates the state of the success phase 720 to the IAC 726 to reduce the engine idle speed, to the EDF 728 to, for example, turn on the engine cooling fan at maximum speed, and to the ACC 730 to activate the air conditioning compressor. Further, the HVAC component specifications communicated to the HVAC controller 212 may be adjusted over time to provide gradual cooling, as described above with respect to 520 5 described. For example, the vehicle disinfection mode feature 708 may request that the air conditioning compressor be turned on after a calibrated period of time.

The state machine 710 transitions to the inactive state 714 in response to the completion of the success phase 720. The success phase 720 may be considered complete when the system state is stable for at least a calibratable threshold period (e.g., that at 522 5 described second threshold duration) has been in the success phase 720. For example, the success phase 720 may provide a cool down timer.

Further, the PCM 404 may track diagnostics and other statistics related to the vehicle disinfection mode feature 708 in non-transitory memory, including a total number of times a heating cycle has been started (e.g., defined as the state machine 710 transitioning from the inactive state upon detection of the initialization trigger 712 714 to the heating phase 716), a total number of times a heating cycle has been completely completed (e.g. defined as the state machine 710 transitioning from the heating phase 716 to the hold phase 718 and then transitioning from the hold phase 718 to the success phase 720), and an impairment or condition that caused the state machine 710 to abort from any other state to an inactive state 714.

Further, the PCM 404 may communicate with an HMI or other interface 724 during execution of the vehicle disinfection mode feature 708. In some examples, the HMI or other interface 724 may indicate or communicate a start of the vehicle disinfection mode feature 708, progress through the state machine 710, and completion of the vehicle disinfection mode feature 708 through a combination of audible and/or visual signals (or indications). Other modules, such as the BCM 408, may be responsible for at least a portion of the audible and/or visual signals, such as by controlling a pulse number and timing of exterior or interior light flashing.

Next show the 8A and 8B a first example timeline 800 for adjusting powertrain and HVAC system operation to operate in a vehicle disinfection mode, as described above with particular reference to 5 and 7 described. Engine speed is shown in a trace 802, a cabin temperature is shown in a trace 804, a fan speed is shown in a trace 806, an air conditioning compressor status is shown in a trace 808, an engine scraper is shown in a trace 810, an air intake flap position is in a Trace 812 is shown, a blend door position is shown in a trace 814, an airflow supply status of a vent mode is shown in a short dashed trace 816, an airflow supply status of a floor mode is shown in a dotted trace 818, an airflow supply status of a fairing mode is shown in a long dashed trace 820 , a UVGI system status is shown in a trace 832, an auxiliary heater status is shown in a trace 834, a solar load is shown in a trace 836, an ambient temperature is shown in a trace 838 and a sunshade position is shown in a trace 840.

For all of the above, the horizontal axis represents time, with time increasing from left to right along the horizontal axis. The vertical axis represents each drawn parameter. For curves 802, 804, 836 and 838, a size of the drawn parameter increases from bottom to top along the vertical axis. For history 806, the vertical axis shows the fan speed default as Off (e.g., a speed of zero), Low, Medium, or High. For gradients 808, 810, 832, and 834, the vertical axis indicates whether the corresponding component is on (e.g. active) or off (e.g. inactive). For trace 812, the vertical axis shows the air inlet flap position in the range of a return air position (“Return”), where air is returned from the vehicle cabin by the HVAC system, and a fresh air position (“Fresh”), where air comes from outside of the vehicle is sucked into the HVAC system. For course 814, the blend flap position is shown, starting from a hot position (“Hot”) in which only hot air is provided to the vehicle cabin, and a cold position (“cold”), in which only cold air is provided to the vehicle cabin, is sufficient. For traces 816, 818, and 820, the vertical axis shows whether the corresponding airflow delivery mode is “On” (e.g., providing airflow to the cabin) or “Off” (e.g., not providing airflow to the cabin). For course 840, the position of the sunshade is shown in relation to a fully open position (“Open”) and a fully closed position (“Closed”).

Further, an engine idle speed target is shown by a dashed line 822, a nominal climate control temperature range is shown by dashed lines 824 and 826 (where the dashed line 824 defines an upper threshold temperature of the nominal climate control temperature range and the dashed line 826 defines a lower threshold temperature of the nominal climate control temperature range). a disinfection threshold temperature is shown by a dashed line 828, a cooling threshold temperature is shown by a dashed line 830, and a solar load threshold is shown by a dashed line 842. It should be noted that the timeline 800 provides an illustrative example of the disinfection threshold temperature and the cooling threshold temperature relative to the nominal air conditioning temperature range. In other examples, the cooling threshold temperature may be higher than the upper threshold temperature of the nominal climate control temperature range, for example. However, it is understood that the nominal climate control temperature range may not overlap the disinfection threshold temperature.

Before time t1, the vehicle is operated in a nominal climate control mode. The engine is idling, with the engine speed (curve 802) being at a lower engine idle speed specification (dashed line 822). Furthermore, the engine cooling fan is switched on and operates at a speed other than zero (curve 810). The cabin temperature (path 804) is maintained within the nominal climate control temperature range according to inputs received from a vehicle operator. In the example shown, based on the relatively high ambient temperature (trace 838) and the received inputs, the blower is operated at low speed at default (trace 806), the air conditioning compressor is turned on to provide air conditioning (trace 808), the Air intake door in the recirculation air position to provide recirculated air (path 812), the blend door is positioned to provide fully cold air (path 814), and the airflow is supplied to the cabin via vents. Thus, the vent mode is on (path 816), while the floor mode (path 818) and the fairing mode (path 820) are off. Further, the sunshade is positioned in a partially open position that is closer to the fully closed position than the fully open position (path 840). For example, due to the relatively high solar load (trajectory 836), the vehicle operator may have positioned the sunshade to allow some light in through a skylight while preventing glare. Furthermore, the auxiliary heater is switched off because no additional heater is required to warm the engine and the cabin.

At time t1, the vehicle enters vehicle disinfection mode in response to input received from the vehicle operator. A vehicle disinfection mode state machine transitions to a heating phase and the powertrain and HVAC system operate at the appropriate heating phase specifications. Specifically, the engine idle speed target is increased (dashed line 822) and engine operation is stopped to increase the engine speed to the higher engine idle speed target (path 802). For example, additional air and fuel are delivered to the engine to increase engine speed. Further, the engine cooling fan is commanded to the off state (path 810) to reduce engine cooling, thereby increasing an engine coolant temperature to a higher engine coolant temperature setpoint and thus increasing an amount of heat transferred to air via a heater core of the HVAC system. The blend door is set to the hot position (path 814) so that no cold air is included in the airflow provided to the cabin and the air conditioning compressor is turned off (path 808). Further, the fan speed is increased to the high (e.g., maximum) default (history 806) and the airflow is provided only via the floor mode of the cabin. That is, floor mode is turned on (history 818), vent mode is turned off (history 816), and fairing mode remains off (history 820). As a result, the cabin temperature begins to increase (history 804).

Further, at time t1, the UVGI system is activated (process 832) to irradiate cabin surfaces with germicidal UV light, and the auxiliary heater is switched on to provide additional heat (process 834). The control system determines the threshold solar load (dashed line 842) based on the ambient temperature (trace 838), and since the solar load (trace 836) is greater than the threshold sun load, the sunshade is set to the fully open position (trace 840) by a quantity of warmth and To increase light transmitted from the immediate surroundings into the cabin via the roof window.

At time t2, the engine coolant temperature reaches a threshold temperature (not shown). In response, the air intake damper position is adjusted from the return air position to the fresh air position (path 812).

At time t3, the cabin temperature (path 804) reaches the disinfection threshold temperature (dashed line 828). In response, the state machine enters a hold phase that tracks a period of time that the cabin temperature (trajectory 804) remains above the disinfection threshold temperature (dashed line 828). As shown, the disinfection threshold temperature is a maximum threshold temperature used for the cabin temperature.

At time t4, the duration tracked by the hold phase reaches a threshold duration and heating is considered complete. Further, the vehicle disinfection is considered successful and the state machine enters a cool-down (or success) phase. To transition to the cool down phase, the engine idle speed target is reduced to the nominal idle speed target used before entering the vehicle heating mode (dashed line 822) and the engine speed is reduced accordingly (history 802). Furthermore, the engine cooling fan is switched on (process 810). The UVGI system (history 832) and the auxiliary heater (history 834) are both deactivated. This means that the UVGI system no longer irradiates the cabin surfaces and the auxiliary heater no longer supplies additional heat to the cabin and the engine.

At the beginning of the cooling phase (e.g. starting at time t4), the mixing flap remains completely in the hot position (curve 812), the air inlet flap remains in the fresh air position (curve 812), the fan speed remains at the high specification (curve 806) and becomes the airflow continues to be provided to the cabin only via the ground mode (path 818). However, as additional heat is no longer being generated by the engine, the cabin temperature begins to decrease (history 804).

At time t5, which occurs after a first period of operation in the cooling phase, the blend door position is set such that it is halfway between the hot position and the cold position (path 814). Further, at time t6, which occurs after a second period of operation in the cool down phase, the blend door position is further set to the cold position (path 814) and the air conditioning compressor is turned on (path 808). Further, the fairing mode is turned on (path 820) so that the airflow provided to the cabin is provided via both the fairing mode and the floor mode (rather than the vent mode).

At time t7, the cabin temperature (curve 804) decreases to the cooling threshold temperature (dashed line 830). As a result, the vehicle disinfection mode is considered complete and the state machine transitions to an inactive state. Thus, after time t7, the HVAC system is operated in the nominal climate control mode in response to inputs from the vehicle operator. In some examples, the sunshade position may be reset to the position it was in before operating in vehicle disinfection mode (e.g., the sunshade position before time 11).

With reference to the 9A and 9B 1, a second example timeline 900 is shown for adjusting powertrain and HVAC system operation to operate in a vehicle disinfection mode. Engine speed is shown in a trace 902, a cabin temperature is shown in a trace 904, a fan speed is shown in a trace 906, an air conditioning compressor status is shown in a trace 908, engine cooling fan status is shown in a trace 910, an air intake flap position is shown in a trace 912, a blend door position is shown in a trace 914, an airflow supply status of a vent mode is shown in a short dashed trace 916, an airflow supply status of a floor mode is shown in a dotted trace 918, an airflow supply status of a fairing mode is shown in a long dashed trace 920, a UVGI system status is shown in a trace 932, an auxiliary heater status is shown in a trace 934, a solar load is shown in a trace 936, an ambient temperature is shown in a trace 93 8 and a sunshade position is shown in a trace 940.

For all of the above, the horizontal axis represents time, with time increasing from left to right along the horizontal axis. The vertical axis represents each drawn parameter. For the curves 902, 904, 936 and 938, a size of the drawn parameter increases from bottom to top along the vertical axis. For history 906, the vertical axis shows the fan speed default as "Off" (e.g., a speed of zero), "Low", "Medium" or "High". For gradients 908, 910, 932, and 934, the vertical axis indicates whether the corresponding component is on (e.g. active) or off (e.g. inactive). For course 912, the vertical axis shows the air intake flap penposition in the range of a return air position (“return”), where air is returned from the vehicle cabin by the HVAC system, and a fresh air position (“fresh”), where air is drawn into the HVAC system from outside the vehicle . For course 914, the blend door position is shown ranging from a hot position (“Hot”) where only hot air is provided to the vehicle cabin and a cold position (“Cold”) where only cold air is provided to the vehicle cabin . For traces 916, 918, and 920, the vertical axis shows whether the corresponding airflow delivery mode is On (e.g., providing airflow to the cabin) or "Off" (e.g., not providing airflow to the cabin). For course 940, the position of the sunshade is shown in relation to a fully open position (“Open”) and a fully closed position (“Closed”).

Further, an engine idle speed target is shown by a dashed line 922, a nominal climate control temperature range is shown by dashed lines 924 and 926 (where the dashed line 924 defines an upper threshold temperature of the nominal climate control temperature range and the dashed line 926 defines a lower threshold temperature of the nominal climate control temperature range). a disinfection threshold temperature is shown by a dashed line 928, a cooling threshold temperature is shown by a dashed line 930, and a solar load threshold is shown by a dashed line 942. It should be noted that the timeline 900 provides an illustrative example of the disinfection threshold temperature and the cooling threshold temperature relative to the nominal air conditioning temperature range. In other examples, the cooling threshold temperature may be higher than the upper threshold temperature of the nominal climate control temperature range, for example. However, it is understood that the nominal climate control temperature range may not overlap the disinfection threshold temperature.

Before time t1, the vehicle is operated in a nominal climate control mode. The engine is idling, with the engine speed (curve 902) being at a lower engine idle speed specification (dashed line 922). Furthermore, the engine cooling fan is switched on and operates at a speed other than zero (curve 910). The cabin temperature (path 904) is maintained within the nominal climate control temperature range according to inputs received from a vehicle operator. In the example shown, based on the relatively low ambient temperature (trajectory 938) and the received inputs, the blower is operated at the default medium speed (path 906), the air conditioning compressor is turned off (path 908), the air inlet damper is in the return air position, to provide recirculated air (path 912), the blend door is positioned to provide fully hot air (path 914), and the airflow is delivered to the cabin via panels. Thus, the fairing mode is turned on (trace 920), while the floor mode (trace 918) and the vent mode (trace 916) are turned off. Further, the shade is positioned in a fully open position (path 940) to maximize an amount of light transmitted through a skylight, such as due to moderately high solar load (path 936). Even further, the auxiliary heater is switched off because no additional heater is used to warm the engine and the cabin.

At time t1, the vehicle enters vehicle disinfection mode in response to input received from the vehicle operator. A vehicle disinfection mode state machine transitions to a heating phase and the powertrain and HVAC system operate at the appropriate heating phase specifications. Specifically, the engine idle speed target is increased (dashed line 922) and engine operation is stopped to increase the engine speed to the higher engine idle speed target (path 902). For example, additional air and fuel are delivered to the engine to increase engine speed. Further, the engine cooling fan is commanded to the off state (path 910) to reduce engine cooling, thereby increasing an engine coolant temperature to a higher engine coolant temperature set point and thus increasing the amount of heat transferred to air via a heater core of the HVAC system. The blend door is maintained in the hot position (path 914) so that no cold air is included in the airflow provided to the cabin and the air conditioning compressor remains off (path 908). Further, the fan speed is increased to the high (e.g., maximum) default (history 906) and airflow is provided only via the cabin floor mode. That is, the floor mode is turned on (history 918), the vent mode remains off (history 916), and the fairing mode is turned off (history 920). As a result, the cabin temperature begins to increase (history 904).

Further, at time t1, the UVGI system is activated (process 932) to irradiate cabin surfaces with germicidal UV light, and the auxiliary heater is switched on to provide additional heat (process 934). The control system determines the threshold solar load (dashed line 942) based on the ambient temperature (history 938). In the example the timeline is 900 the threshold solar load is set to be relatively high due to the lower ambient temperature (history 938). For example, even though it is relatively bright outside, the reduced thermal insulation at the skylight while the sunshade is open is balanced against the low ambient temperature. Since the solar load (path 936) is less than the threshold solar load, the sunshade is set to the fully closed position (path 940) to reduce an amount of heat transferred from the cabin to the environment via the skylight.

At time t2, the engine coolant temperature reaches a threshold temperature (not shown). In response, the air intake damper position is adjusted from the return air position to the fresh air position (path 912).

At time t3, the cabin temperature (path 904) reaches the disinfection threshold temperature (dashed line 928). In response, the state machine enters a hold phase that tracks a period of time that the cabin temperature (path 904) remains above the disinfection threshold temperature (dashed line 928). As shown, the disinfection threshold temperature is a maximum threshold temperature used for the cabin temperature.

At time t4, the duration tracked by the hold phase reaches a threshold duration and heating is considered complete. Further, the vehicle disinfection is considered successful and the state machine enters a cool-down (or success) phase. To transition to the cool down phase, the engine idle speed target is reduced to the nominal idle speed target used before entering the vehicle heating mode (dashed line 922) and the engine speed is reduced accordingly (path 902). Furthermore, the engine cooling fan is switched on (process 910). The UVGI system (history 932) and the auxiliary heater (history 934) are both deactivated. This means that the UVGI system no longer irradiates the cabin surfaces and the auxiliary heater no longer supplies additional heat to the cabin and the engine.

At the beginning of the cooling phase (e.g. starting at time t4), the mixing flap remains completely in the hot position (curve 912), the air inlet flap remains in the fresh air position (curve 912), the fan speed remains at the high specification (curve 906) and becomes the airflow continues to be provided to the cabin only via the ground mode (history 918). However, as additional heat is no longer being generated by the engine, the cabin temperature begins to decrease (history 904).

At time t5, which occurs after a first period of operation in the cooling phase, the blend door position is adjusted such that it is halfway between the hot position and the cold position (path 914). Further, at time t6, which occurs after a second period of operation in the cool down phase, the blend door position is further set to the cold position (path 914) and the air conditioning compressor is turned on (path 908). Further, the fairing mode is turned on (path 920) so that airflow to the cabin is provided via both the fairing mode and the ground mode (and not the vent mode).

At time t7, the cabin temperature (curve 904) decreases to the cooling threshold temperature (dashed line 930). As a result, the vehicle disinfection mode is considered complete and the state machine transitions to an inactive state. Thus, after time t7, the HVAC system is operated in the nominal climate control mode in response to inputs from the vehicle operator. In some examples, the sunshade position may be reset to the position it was in before operating in vehicle disinfection mode (e.g., the fully open sunshade position prior to time 11).

Next shows 10 an example method 1000 for pre-conditioning a plug-in EV or HEV. The vehicle may be vehicle 200, which is in 2 is shown, and may be, for example, through the vehicle propulsion system 100 1 are driven, which selectively receives electrical power from an external power source (e.g. the external power source 180 1 ) receives. Furthermore, the vehicle may include an HVAC system, such as the one in the 2 and 3 HVAC system 220 shown can be used to provide heat to a vehicle cabin. Instructions for carrying out method 1000 and the other methods included herein may be provided by one or more control modules or controllers of a control system (e.g., control system 190 from the 1 and 4 ) based on instructions stored in one or more memories of the control system and in conjunction with signals received from sensors of the vehicle system, such as those described above with reference to 1-2 sensors described. The control system may employ vehicle system actuators to adjust vehicle system operation in accordance with the methods described below.

At 1002, method 1000 includes receiving user input for a ride equipment disinfection mode plan. The user input may be received via a user interface communicatively coupled to the control system, such as an HMI of the vehicle (e.g., the HMI 196). 2 ) or a remote device (e.g. the smartphone 295 2 ). The user input to the vehicle disinfection mode plan may include the user setting a frequency for operating in the vehicle disinfection mode and performing a disinfection routine such as those referred to above 5 described routine, a time of day to perform the disinfection routine, a number of miles driven or vehicle trips between each execution of the disinfection routine, etc. As an example, the user input may specify to perform the disinfection routine once a week before 9:00 a.m. while the vehicle is electrically connected external power source is coupled.

At 1004, method 1000 includes receiving user input for vehicle pre-conditioning. The user input for vehicle pre-conditioning may include a desired pre-conditioning cabin temperature, as indicated at 1006. The desired pre-conditioning cabin temperature refers to a user-specified cabin temperature setpoint to be achieved for climate comfort via the pre-conditioning that occurs before the user operates the vehicle. The user input for vehicle pre-conditioning may further include a desired time to reach the desired pre-conditioning cabin temperature, as indicated at 1008. For example, the user may specify a predetermined time for pre-conditioning to complete. The predetermined time can be a single time (e.g. 8:30 a.m. the following day) or a schedule (e.g. 8:30 a.m. every weekday).

Additionally or alternatively, the control system may automatically schedule pre-conditioning in response to an anticipation of vehicle start-up while the vehicle is coupled to the external power source, such as according to learned/predicted driving routes (e.g., routes scheduled according to a daily, weekly, or monthly schedule at a common time of day and on a common day of the week). Further, the controller may determine the desired pre-conditioning cabin temperature according to learned/predicted climate control data, such as based on an average requested cabin temperature. In such examples, the user input received may include the user enabling automatic pre-conditioning so that pre-conditioning is performed automatically (e.g., without additional user input) according to the learned driving routes and cabin temperature, or disabling automatic pre-conditioning so that the Pre-conditioning is not carried out automatically.

At 1010, the method 1000 includes setting a time to wake up the control system based on predicted environmental conditions, the received user input for the vehicle disinfection mode plan, and the received user input for the vehicle pre-conditioning. For example, the forecast environmental conditions may be determined via a weather report that the control system can access via the Internet or other communications network. As an example, the control system may input one or more of the predicted environmental conditions, the received user input for the vehicle disinfection mode plan, and the received user input for the vehicle pre-conditioning into a lookup table, algorithm, or model that determines the time to wake up the control system can output.

Further, setting the time to wake up the control system includes setting an earlier time at which the vehicle disinfection mode upon wakeup is scheduled relative to the time at which the vehicle disinfection mode upon wakeup is not scheduled, as indicated at 1012. Since the vehicle disinfection mode involves heating the cabin to a temperature higher than that used for climate control and maintaining the cabin temperature at the higher temperature for a duration, setting the earlier time at which the vehicle disinfection mode is scheduled represents time ready for both performing the disinfection routine and cooling the cabin to the desired pre-conditioning cabin temperature. Thus, the control system may estimate and take into account a period of time expected to be required to both perform the disinfection routine and cool the cabin to the desired pre-conditioning cabin temperature when determining the time to wake up the control system.

Setting the time to wake up the control system may include both determining the time as described above and setting a timer or alarm for the specified time. Once the time to wake up the control system is set, the timer or alarm can begin a countdown to the set time (or begin counting up from zero to the set time). Alternatively, the fixed set time can be specified as global real time, which can be tracked by a timer or alarm.

At 1014, procedure 1000 includes waking up the control system at the specified time. As an example, the control system may enter a lower power sleep mode between setting the time to wake up the control system and the expiration of the timer or alarm. Thus, after the timer or alarm expires, the control system can be returned to a full power wake mode. However, it should be understood that in examples where the control system is already in wake mode at the specified time, the control system is maintained in wake mode and prevented from entering sleep mode. It is further understood that the timer or alarm may remain on while the control system is in sleep mode to compare a current time to the set time, count up from zero to the set time, or count down to zero. The timer or alarm may expire in response to the current time reaching the specified time, for example, causing the control system to return to wake mode and/or to carry out the scheduled pre-conditioning.

At 1016, it is determined whether vehicle disinfection mode is scheduled upon wakeup. For example, pre-conditioning can be scheduled five times per week, while vehicle disinfection mode can be scheduled once per week. Thus, in some examples, the control system may be woken up to only perform pre-conditioning for cabin comfort and battery optimization. If the vehicle disinfection mode is not scheduled to occur upon the current wake-up, the method 1000 proceeds to 1022 and includes operating the HVAC system components to raise the cabin temperature to the desired pre-conditioning cabin temperature using electrical energy supplied from the external power source bring to. For example, the control system may operate heating and/or cooling components of the HVAC system depending on a current cabin temperature relative to the desired pre-conditioning cabin temperature.

As an example, the control system may determine the specifications of the heating and cooling components of the HVAC system by entering a difference between the current cabin temperature and the desired preconditioning cabin temperature into a lookup table, algorithm, or map. For example, the control system may specify a ratio of hot air to cold air to be produced by heating and cooling elements of the HVAC system, a command for activating the electric heater, a command for an air conditioning compressor, and/or a ratio of fresh air to recirculated Determine air that is to be mixed in an air stream provided to the cabin. For example, the control system may determine a position of a blend door and a position of an air intake door accordingly. The control system may further determine a rate and direction of airflow to be provided to the cabin to bring the current cabin temperature to the desired pre-conditioning cabin temperature. For example, the control system determines a speed of a fan and a position of one or more feed doors and then operates the fan at the determined speed and sets the one or more feed doors to the determined position(s). Procedure 1000 can then end.

If instead the vehicle disinfection mode is scheduled to occur upon the current wakeup, the method 1000 proceeds to 1018 and includes operating in the vehicle disinfection mode in response to conditions being met, as described above in relation to 5 described. For example, at 1018 the control system may execute the entire procedure 500 5 or carry out parts thereof. In short, the vehicle disinfection mode involves operating the HVAC system in a heating cycle, a hold cycle, and a cool cycle. The heating cycle includes increasing the temperature of the cabin to a maximum threshold temperature that is higher than the desired pre-conditioning cabin temperature, the holding cycle includes maintaining the temperature of the cabin at or above the maximum threshold temperature for a threshold duration, and the cooling cycle includes reducing the temperature of the cabin to a lower one Threshold temperature.

In particular, since the vehicle receives electrical energy from the external power source, the method includes generating at 1018 at least a portion of the heat for the vehicle disinfection mode (e.g., for the heating cycle and the hold cycle) via the electrical heater using electrical energy, which is supplied by the external energy source, as indicated at 1020. For example, if the vehicle is an EV without a fuel-powered heater, all heat for the vehicle disinfection mode may be generated via the electric heater. As another example, if the vehicle is an EV that includes a fuel-powered parking heater, a first portion of the heat for operation in the vehicle disinfection mode may be generated by the electric heater while a second, remaining portion may be generated by the fuel-powered auxiliary heater, such as when supplementing the electric heater with the fuel-powered auxiliary heater increases the cabin temperature more quickly and/or the electric heater alone is unable to provide a disinfection temperature (e.g B. the one above at 514 5 to achieve the first threshold temperature described. If the vehicle is an HEV, a first portion of the heat for operation in the vehicle disinfection mode may be generated by the electric heater, while a second, remaining portion may be generated by the engine, such as when supplementing the electric heater with heat from the Motor increases the cabin temperature faster and/or the electric heater alone is not able to reach the disinfection temperature. In some examples, the control system may prioritize providing heat via the electric heater to advantageously reduce fuel and battery drain while the vehicle is receiving electrical energy from the external power source.

During the cool down cycle, the electric heater (along with other heating components of the HVAC system) is deactivated and an air conditioning compressor is activated, as above at 520 5 described. For example, the air conditioning compressor can be driven by the electrical energy supplied by the external power source.

At 1022, method 1022 includes operating the HVAC system components to bring the cabin temperature to the desired pre-conditioning cabin temperature using electrical energy provided from the external energy source. For example, the desired pre-conditioning cabin temperature may be lower than the lower threshold temperature of the cooling cycle. In one such example, the cooling components of the HVAC system may operate to further reduce the cabin temperature (as measured by a cabin temperature sensor, for example). In this way, after operating in the vehicle disinfection mode, the cabin temperature can be brought to the desired pre-conditioning cabin temperature, thereby allowing both vehicle cleaning and pre-air conditioning to be performed while the vehicle is receiving electrical energy from the external power source.

As a result, the vehicle can be prepared for driving with minimal input from the vehicle operator and with reduced downtime relative to separately performing the pre-conditioning and disinfection routines.

In this way, vehicle interior surfaces can be disinfected without using chemical agents and advantageously using components already included in the vehicle. By operating in a vehicle disinfection mode to command powertrain and/or HVAC system components to generate and direct hot air to vehicle interior surfaces, heat-sensitive microbes present on vehicle interior surfaces can be killed or deactivated. Further, by adjusting the powertrain and/or HVAC system specifications based on vehicle environmental conditions, such as ambient temperature and vehicle solar load, an amount of fuel and/or electrical energy consumed while operating in the vehicle disinfection mode may be reduced. By using a combination of hot air and UV light to decontaminate the vehicle interior, hard-to-reach areas can be decontaminated more easily and effectively than using chemical disinfectants. Overall, the transmission of pathogens from vehicle interior surfaces to people can be reduced.

The technical effect of adjusting a position of a sunshade based on a solar load of a vehicle and an ambient temperature while operating in a heat disinfection mode is that the sunshade can be used to selectively increase an amount of heat transferred from the immediate environment to an interior of the vehicle, or to isolate heat losses from the interior of the vehicle to the immediate surroundings.

In an example, a method includes: in response to receiving a request to clean an interior of a vehicle, adjusting a position of a sunshade based on at least one of an ambient temperature outside the vehicle and a solar load of the vehicle, and operating a heating, ventilation and Air conditioning system (HVAC system) to heat the interior above an upper threshold temperature for a first threshold duration. In a first example of the method, the sunshade is positioned between a skylight and the interior of the vehicle and includes adjusting the position of the sunshade based on at least one of the ambient temperature and the solar load of the vehicle and fully opening the sunshade in response to that solar load of the vehicle is larger than a threshold solar load is, and fully closing the sunshade in response to the vehicle's solar load being less than or equal to the threshold solar load. In a second example of the method, optionally including the first example, the threshold solar load is set based on the ambient temperature. In a third example of the method, optionally including one or both of the first and second examples, adjusting the threshold solar load based on the ambient temperature includes increasing the threshold solar load as the ambient temperature decreases and decreasing the threshold solar load as the ambient temperature increases. In a fourth example of the method, optionally including any or all of the first through third examples, operating the HVAC system to heat the interior above the upper threshold temperature for the first threshold duration is further in response to an indication that the vehicle is unoccupied, an indication that the vehicle is parked, and an indication that the vehicle doors and windows are closed, and includes operating the HVAC system to heat the interior above the upper threshold temperature for the first threshold duration of hot air from the HVAC system to the interior, and a temperature of the hot air is higher than when provided for climate control. In a fifth example of the method, optionally including any or all of the first through fourth examples, the HVAC system includes a fan configured to generate airflow through the HVAC system, a heating component configured to do so , receiving the airflow from the blower, a supply duct fluidly coupling the heating component to the interior, and a blend door configured to adjust a ratio of hot air to cold air provided to the supply duct, and wherein the Operating the HVAC system to heat the interior above the upper threshold temperature for the first threshold period includes: operating the blower at maximum speed, generating hot air at the heating component, and flowing the hot air from the heating component to the interior through the Feed guide, including setting a position of the mix door to maximize the ratio of hot air to cold air provided to the feed guide and operating the feed guide in a floor mode. In a sixth example of the method, optionally including any or all of the first to fifth examples, the method further comprises: in response to a temperature of the interior being above the upper threshold temperature for the first threshold duration, operating the HVAC system, to gradually reduce the temperature of the interior space until one of a lower threshold temperature and a second threshold duration is reached. In a seventh example of the method, optionally including any or all of the first through sixth examples, operating the HVAC system to gradually reduce the temperature of the interior includes: sequentially adjusting the position of the blend door over time to do so reducing the ratio of hot air to cold air provided to the supply duct, operating the supply duct in a fairing mode in addition to the floor mode after a predetermined period of time has elapsed during operation of the HVAC system to gradually reduce the temperature of the interior space, and activating an air conditioning compressor after the predetermined period has elapsed. In an eighth example of the method, optionally including any or all of the first through seventh examples, the heating component is a heater core that receives hot coolant from an engine, and the method further comprises: in response to receiving the request to clean the interior of the vehicle, increasing an engine idle speed setpoint, and turning off an engine cooling fan. In a ninth example of the method, optionally including any or all of the first through eighth examples, the HVAC system further includes an air inlet damper configured to maintain a ratio of fresh air to recirculated air provided to the HVAC system. and wherein operating the HVAC system to increase the interior space above the upper threshold temperature for the first threshold duration further comprises: positioning the air intake door in a recirculated air position until a temperature of the hot coolant increases above a threshold coolant temperature , and then adjusting the air inlet flap to a fresh air position. In a tenth example of the method, optionally including any or all of the first to ninth examples, the heating component is one of an air side positive temperature coefficient (PTC) heater and a liquid PTC heater.

As another example, for a vehicle, the method includes: in a first mode, adjusting a position of a sunshade based on a solar load of the vehicle and operating a powertrain and a heating, ventilating and air conditioning (HVAC) system to provide air to a vehicle cabin with a maximum threshold temperature; and in a second mode, adjusting the position of the sunshade based on user input and operating the powertrain and the HVAC system to provide air to the vehicle cabin within a threshold temperature range, the threshold temperature range including temperatures lower than the maximum thresholds temperature are. In a first example of the method, adjusting the position of the sunshade based on the vehicle's solar load includes adjusting the sunshade to a more open position in response to the vehicle's solar load being greater than a threshold solar load and adjusting the sunshade to a more closed position Position in response to the vehicle's solar load being less than or equal to the threshold solar load. In a second example of the method, optionally including the first example, the threshold solar load increases based on an ambient temperature. In a third example of the method, optionally including one or both of the first and second examples, operating the powertrain and the HVAC system to provide the air at the maximum threshold temperature to the vehicle cabin includes increasing an idle speed of an engine above a standard idle speed, used during operation of the powertrain and the HVAC system in the second mode, and wherein the first mode includes a heating cycle, a holding cycle and a cooling cycle, each of the heating cycle, the holding cycle and the cooling cycle including powertrain and HVAC system specifications , which are independent of climate control inputs received from a climate control interface, and the second mode sets the powertrain and HVAC system defaults based on the climate control inputs received from the climate control interface. In a fourth example of the method, optionally including any or all of the first to third examples, the first mode is triggered in response to receiving a predetermined input sequence and does not occur while the vehicle cabin is occupied, and the second mode is a standard mode , which occurs while the vehicle cabin is occupied.

As another example, a vehicle system includes: a powertrain; a heating, ventilation and air conditioning (HVAC) system; a solar load sensor; a cabin having a skylight with a sunshade movable between a fully closed position that minimizes transmission of heat and light through the skylight and a fully open position that maximizes the transmission of heat and light through the skylight ; a control system that includes a plurality of control modules communicatively coupled via a controller area network; and computer-readable instructions stored in a non-transitory memory of one or more of the plurality of control modules that, when executed, cause the control system to: increase an amount of heat generated by the powertrain and transferred to air entering the cabin provided via the HVAC system while operating in a vehicle cleaning mode relative to a nominal climate control mode; and adjusting a position of the sunshade to a desired position determined based on a solar load measured by the solar load sensor during operation in the vehicle cleaning mode and not during operation in the nominal climate control mode. In a first example of the system, the vehicle cleaning mode includes one or more of disinfecting and decontaminating, wherein the powertrain includes an engine and an engine cooling system, and wherein, to reduce the amount of heat generated by the powertrain and provided to the cabin via the HVAC system, while operating in the vehicle cleaning mode, the computer-readable instructions, when executed, cause the control system to: increase an idle speed of the engine relative to the nominal climate control mode while operating in the heating portion of the vehicle cleaning mode; and turning off an engine cooling fan of the engine cooling system while operating in the heating portion of the vehicle cleaning mode. In a second example of the system, optionally including the first example, the powertrain includes an electric motor and the HVAC system includes an electric heater and wherein the amount of heat generated by the powertrain and provided to the cabin via the HVAC system , while operating in the vehicle cleaning mode, the computer-readable instructions, when executed, cause the control system to: engage the electric motor against braking of the vehicle during a heating portion of the vehicle cleaning mode; and activating the electric heater during the heating portion of the vehicle cleaning mode. In a third example of the system, optionally including one or both of the first and second examples, a degree of opening of the sunshade in the desired position increases as the solar load measured by the solar load sensor further increases above a threshold solar load.

It should be noted that the example control and estimation routines included in this document can be used with various engine and/or vehicle system configurations. The control methods and routines disclosed in this document may be stored as executable instructions in non-transitory memory and executed by the control system, including the controller in combination with the various sensors, actuators and other engine hardware. The specific ones described in this writing These routines may represent one or more of any number of processing strategies, such as event-driven, interrupt-driven, multitasking, multithreading, and the like. Thus, various illustrated actions, operations, and/or functions may be performed in the illustrated sequence or in parallel, or in some cases omitted. Likewise, the order of processing is not strictly necessary to achieve the features and advantages of the exemplary embodiments described herein, but is provided merely for convenience of illustration and description. One or more of the illustrated actions, processes and/or functions can be carried out repeatedly depending on the specific strategy used. Further, the actions, operations and/or functions described may graphically represent code to be programmed on non-transitory memory of the computer-readable storage medium in the engine control system, the actions described being performed by executing the instructions in a system that includes the various engine hardware components in combination with the electronic Control includes, are carried out.

It is understood that the configurations and routines disclosed in this document are exemplary in nature and that these specific embodiments are not to be construed in a limiting sense, as numerous variations are possible. For example, the above technology can be applied to V6, I4, I6, V12, 4-cylinder boxer and other types of engines. Furthermore, unless expressly stated to the contrary, the terms "first", "second", "third" and the like are not intended to denote any order, position, quantity or importance, but are used merely as terms to distinguish one element from another used. The subject matter of the present disclosure includes all novel and non-obvious combinations and subcombinations of the various systems and configurations, as well as other features, functions and/or properties disclosed herein.

As used herein, the term “approximately” is taken to mean plus or minus five percent of the applicable range unless otherwise specified.

The following claims particularly emphasize certain combinations and subcombinations which are considered novel and non-obvious. These claims may refer to “an” element or “a first” element or the equivalent thereof. Such claims should be construed as including inclusion of one or more such elements and neither requiring nor excluding two or more such elements. Other combinations and subcombinations of the disclosed features, functions, elements and/or properties may be claimed by amending the present claims or by filing new claims in this or a related application. Such claims, regardless of whether they are broader, narrower, equal or different in scope than the original claims, are also considered to be included within the subject matter of the present disclosure.

Claims (20)

Method comprising: in response to receiving a request to clean an interior of a vehicle, adjusting a position of a sunshade based on at least one of an ambient temperature outside the vehicle and a solar load of the vehicle; and Operating a heating, ventilation and air conditioning (HVAC) system to heat the interior space above an upper threshold temperature for a first threshold duration. Procedure according to Claim 1 , wherein the sunshade is positioned between a skylight and the interior of the vehicle and adjusting the position of the sunshade based on at least one of the ambient temperature and the vehicle's solar load, fully opening the sunshade in response to the vehicle's solar load being greater than one threshold solar load, and includes fully closing the sunshade in response to the vehicle's solar load being less than or equal to the threshold solar load. Procedure according to Claim 2 , where the threshold solar load is set based on the ambient temperature. Procedure according to Claim 3 , wherein adjusting the threshold solar load based on the ambient temperature includes increasing the threshold solar load as the ambient temperature decreases and decreasing the threshold solar load as the ambient temperature increases. Procedure according to Claim 1 , operating the HVAC system to keep the interior above the upper threshold temperature for the first threshold duration, further in response to an indication that the vehicle is unoccupied, an indication that the vehicle is parked, and an indication that vehicle doors and windows are closed, and operating the HVAC system to Heating the interior space above the upper threshold temperature for the first threshold period includes flowing hot air from the HVAC system to the interior space, and a temperature of the hot air is higher than when provided for climate control. Procedure according to Claim 1 , wherein the HVAC system includes a blower configured to generate airflow through the HVAC system, a heating component configured to receive the airflow from the blower, a supply guide fluidly delivering the heating component to the interior and a blend door configured to adjust a ratio of hot air to cold air provided to the supply duct, and wherein operating the HVAC system to maintain the interior space above the upper threshold temperature for the first threshold duration heating, including: operating the fan at maximum speed; Generating hot air at the heating component; and flowing the hot air from the heating component to the interior via the supply duct, including setting a position of the blend door to maximize the ratio of hot air to cold air provided to the supply duct, and operating the supply duct in a floor mode. Procedure according to Claim 6 , further comprising: in response to a temperature of the interior space being above the upper threshold temperature for the first threshold duration, operating the HVAC system to gradually reduce the temperature of the interior space until one of a lower threshold temperature and a second threshold duration is reached . Procedure according to Claim 7 , wherein operating the HVAC system to gradually reduce the temperature of the interior includes: sequentially adjusting the position of the blend door over time to reduce the ratio of hot air to cold air provided to the supply duct ; operating the supply guide in a fairing mode in addition to the floor mode after a predetermined period of time while operating the HVAC system to gradually reduce the temperature of the interior space; and activating an air conditioning compressor after the predetermined period has elapsed. Procedure according to Claim 6 , wherein the heating component is a heater core that receives hot coolant from an engine, and wherein the method further comprises: in response to receiving the request to clean the vehicle interior, increasing an idle speed setpoint of the engine and turning off an engine cooling fan. Procedure according to Claim 9 , wherein the HVAC system further includes an air intake damper configured to adjust a ratio of fresh air to recirculated air provided to the HVAC system, and wherein operating the HVAC system to maintain the interior space above the upper threshold temperature for to heat the first threshold period, further comprising: positioning the air inlet door in a recirculated air position until a temperature of the hot coolant increases above a threshold coolant temperature, and then adjusting the air inlet door to a fresh air position. Procedure according to Claim 6 , wherein the heating component is one of an air side positive temperature coefficient (PTC) heater and a liquid PTC heater. Method for a vehicle, comprising: in a first mode, adjusting a position of a sunshade based on a solar load of the vehicle and operating a powertrain and a heating, ventilating and air conditioning (HVAC) system to provide air at a maximum threshold temperature to a vehicle cabin; and in a second mode, adjusting the position of the sunshade based on user inputs and operating the powertrain and the HVAC system to provide air to the vehicle cabin within a threshold temperature range, the threshold temperature range including temperatures lower than the maximum threshold temperature. Procedure according to Claim 12 wherein adjusting the position of the sunshade based on the vehicle's solar load, adjusting the sunshade to a more open position in response to the vehicle's solar load being greater than a threshold sunload, and adjusting the sunshade to a more closed position in response thereto, that the solar load of the vehicle is less than or equal to the threshold solar load. Procedure according to Claim 13 , where the threshold solar load increases as an ambient temperature decreases. Procedure according to Claim 12 wherein operating the powertrain and the HVAC system to provide the air at the maximum threshold temperature to the vehicle cabin includes increasing an idle speed of an engine above a standard idle speed used while operating the powertrain and the HVAC system in the second mode, and wherein the first mode includes a heating cycle, a holding cycle and a cooling cycle, each of the heating cycle, the holding cycle and the cooling cycle including powertrain and HVAC system specifications that are independent of climate control inputs received from a climate control interface, and the second mode sets the powertrain and HVAC system defaults based on the climate control inputs received from the climate control interface. Procedure according to Claim 12 , wherein the first mode is triggered in response to receiving a predetermined input sequence and does not occur while the vehicle cabin is occupied, and the second mode is a standard mode that occurs while the vehicle cabin is occupied. Vehicle system, comprising: a powertrain; a heating, ventilation and air conditioning (HVAC) system; a solar load sensor; a cabin having a skylight with a sunshade movable between a fully closed position that minimizes transmission of heat and light through the skylight and a fully open position that maximizes the transmission of heat and light through the skylight ; a control system that includes a plurality of control modules communicatively coupled via a controller area network; and computer-readable instructions stored in a non-transitory memory of one or more of the plurality of control modules that, when executed, cause the control system to: increasing an amount of heat generated by the powertrain and transferred to air provided to the cabin via the HVAC system while operating in a vehicle cleaning mode relative to a nominal climate control mode; and adjusting a position of the sunshade to a desired position determined based on a solar load measured by the solar load sensor while operating in the vehicle cleaning mode and not while operating in the nominal climate control mode. vehicle system Claim 17 , wherein the vehicle cleaning mode includes one or more of disinfecting and decontaminating, wherein the powertrain includes an engine and an engine cooling system, and wherein the amount of heat generated by the powertrain and provided to the cabin via the HVAC system during operation in the To increase vehicle cleaning mode, the computer-readable instructions, when executed, cause the control system to: increase an idle speed of the engine relative to the nominal climate control mode while operating in a heating portion of the vehicle cleaning mode; and turning off an engine cooling fan of the engine cooling system while operating in the heating portion of the vehicle cleaning mode. vehicle system Claim 17 , wherein the powertrain includes an electric motor and the HVAC system includes an electric heater and wherein, to increase the amount of heat generated by the powertrain and provided to the cabin via the HVAC system while operating in the vehicle cleaning mode, the computer-readable instructions , when executed, cause the control system to: engage the electric motor against braking of the vehicle during a heating portion of the vehicle cleaning mode; and activating the electric heater during the heating portion of the vehicle cleaning mode. vehicle system Claim 17 , wherein a degree of opening of the sunshade in the desired position increases as the solar load measured by the solar load sensor further increases above a threshold solar load.

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