Design of an Automatic Control Algorithm for Energy-Efficient ...
Design of an Automatic Control Algorithm for Energy-Efficient ...
Design of an Automatic Control Algorithm for Energy-Efficient ...
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12 <strong>Control</strong>ler evaluation 123<br />
Table 12.1: The conditions <strong>an</strong>d starting values <strong>for</strong> the simulation test cases.<br />
Test goal<br />
Heat-up Cool-down<br />
Heating<br />
per<strong>for</strong>m<strong>an</strong>ce,<br />
energy savings<br />
Cooling<br />
per<strong>for</strong>m<strong>an</strong>ce<br />
Rainy<br />
autumn<br />
Fogging<br />
prevention<br />
����<br />
����<br />
-10 ℃<br />
80%<br />
30 ℃<br />
70% (����<br />
10 ℃ 15 ℃<br />
�<br />
������ ��� -10 ℃<br />
�� )<br />
50 ℃<br />
100%<br />
20 ℃<br />
80%<br />
15 ℃<br />
����� ��� -10 ℃ 50 ℃ 20 ℃ 15 ℃<br />
�������� ��� ������ ������ ������ ������<br />
Tr<strong>an</strong>sition<br />
period<br />
Heating<br />
m<strong>an</strong>agement<br />
���������� ���<br />
����<br />
��������<br />
�<br />
�������� �������� ��������<br />
��<br />
�<br />
� ��<br />
�<br />
�� ��<br />
�<br />
�� ��<br />
�<br />
��� ��� ��� ���� ��� � ��� � ���<br />
������������ �� �<br />
�� ��� �<br />
�� ��� �<br />
�� ��� �<br />
�� 12.5 Simulation results<br />
In the heat-up test case the functioning <strong>of</strong> the controller in extremely cold conditions is<br />
tested. The results in Figure 12.5 show that the control is able to keep the safety relev<strong>an</strong>t<br />
values in a very good r<strong>an</strong>ge.<br />
The carbon dioxide concentration is always kept at <strong>an</strong> acceptable level. The wind-<br />
screen humidity is also - once defogged - at a very good value <strong>of</strong> around 30 % which<br />
presents no fogging risk. The com<strong>for</strong>t is mainly driven by the temperature which is<br />
slightly cool with around �� ℃. One cause <strong>for</strong> this is the difference in clothing (assumed<br />
by the controller <strong>an</strong>d actual). Another one could be <strong>an</strong> error in the parameters used in<br />
the calculation <strong>of</strong> the me<strong>an</strong> radi<strong>an</strong>t temperature (cf. Section 8.1.2) <strong>an</strong>d the car body heat<br />
tr<strong>an</strong>sfer (Section 10.1). Finally, the compromise between fuel consumption, air quality<br />
<strong>an</strong>d com<strong>for</strong>t leads to a slightly lower temperature th<strong>an</strong> the most com<strong>for</strong>table one. It is<br />
worth mentioning that personal adaptions c<strong>an</strong> be made to improve this (within the heater<br />
capabilities). This is done in <strong>an</strong>other simulation, where the user temperature setting was<br />
ch<strong>an</strong>ged to 75. There, a raise <strong>of</strong> around � ℃ <strong>of</strong> the cabin temperature is observed. The<br />
detailed results c<strong>an</strong> be seen in Appendix D.1.2.<br />
The potential <strong>of</strong> car preconditioning is shown in Figure 12.5 as well. When the
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