Design of an Automatic Control Algorithm for Energy-Efficient ...

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2 Control objectives 12 �� Figure 2.5: Comfort in humid air as found in Leudsen and Freymark (1951) [12] and DIN 1946-3 [11]. car with four persons and without fresh air supply (e.g. in recirculation mode) [1]. Most of the other sources give a lower concentration as guideline value. A relation between the percentage of dissatisfied people and the CO2 level [14] is shown in Figure 2.6. It is seen that at a level of �� above the outdoor carbon dioxide concentration (of around �� -�� ) nearly 20% percent of the people are dissatisfied. This causes no problem as long as only fresh air ventilation is used. With an increased use of recirculation though, the concentration can increase quite fast. Hence pure recirculation should be avoided. A minimum fresh air supply rate of �� Person is advised to obtain an acceptable air quality [13]. 2.3 Power consumption An HVAC-system has three main power consumers: the cooling unit, the heating unit and the ventilation. The remaining electric components, like motors for the flaps or sensors,
2 Control objectives 13 Figure 2.6: The perceived air quality (% dissatisfied) as a function of the carbon dioxide concentration. [14] do not take much power. The fan is spinning nearly all the time to provide the passengers with fresh air. This is necessary as seen in Section 2.2.4. Depending on the model its power consumption can be as high as �� [1]. Although this will be needed rarely. An average consumption below �� is realistic for normal car. A typical cooling power in a car is around �� [2]. The installed and maximum power may be higher. In the refrigeration circuit the only powered unit is the compressor. The refrigerant is compressed and enters the condenser to transfer heat to the ambient air. It is then liquefied and expanded into the evaporator cooling the inlet-air. The vaporised gas returns to the compressor and the cycle starts again. In this way heat is transferred from the interior to the outside and the car is cooled. The compressor only consumes the electric power to compress the gas. This corresponds to around 33%-50% of the cooling power. The energy is mostly taken mechanically from the (fuel-)engine and is replaced by a separate motor in an electric car. A typical heating power for a car is around �� and thus of the same magnitude as the cooling power [2]. In today’s fuel-run cars most of this is provided by the engines’ waste heat. Only if this it not sufficient, electrically heated PTC-elements are used. Taking away the combustion process as main heat source other solutions have to be found for the electric car. Using electricity directly with PTC-elements is not economical. Heat
Page 1: ISSN 0280-5316 ISRN LUTFD2/TFRT--58
Page 5: Diploma thesis subject Problem stat
Page 8 and 9: Acknowledgements ii Acknowledgement
Page 10 and 11: Acknowledgements iv 3.1.4 Windscree
Page 12 and 13: Acknowledgements vi 8.5 System simu
Page 14 and 15: Nomenclature viii Nomenclature Symb
Page 16 and 17: Nomenclature x Other symbols Symbol
Page 18 and 19: Nomenclature xii Subscript Descript
Page 21 and 22: 1 Introduction Energy consumption t
Page 23 and 24: 1 Introduction 3 adjustment of the
Page 25 and 26: 2 Control objectives 5 2.1 Windscre
Page 27 and 28: 2 Control objectives 7 2.2 Comfort
Page 29 and 30: 2 Control objectives 9 � Metaboli
Page 31: 2 Control objectives 11 ��
Page 35 and 36: 2 Control objectives 15 2.4 Influen
Page 37 and 38: 3 System description 17 or heat com
Page 39 and 40: 3 System description 19 calculated
Page 41 and 42: 3 System description 21 ��
Page 43 and 44: 3 System description 23 � � �
Page 45 and 46: 3 System description 25 defrost tem
Page 47 and 48: 3 System description 27 Figure 3.4:
Page 49 and 50: 3 System description 29 width modul
Page 51 and 52: 3 System description 31 ��
Page 53 and 54: 3 System description 33 shown in Fi
Page 55 and 56: 3 System description 35 of performa
Page 57 and 58: 4 Control strategy The main goal of
Page 59 and 60: 4 Control strategy 39 limits are di
Page 61 and 62: 4 Control strategy 41 ��
Page 63 and 64: 4 Control strategy 43 cabin. This s
Page 65 and 66: 4 Control strategy 45 controlled. T
Page 67 and 68: 5 The disturbance estimator 47 in e
Page 69 and 70: 6 The optimiser: an evolutionary al
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6 The optimiser: an evolutionary al
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7 The HVAC-system controller 69 �
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7 The HVAC-system controller 71 7.5
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8 System and functionality integrat
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9 The MUTE project 95 order to fit
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10 Hardware and characteristics of
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11 Matlab implementation The climat
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11 Matlab implementation 111 Only r
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11 Matlab implementation 113 left i
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11 Matlab implementation 115 tion a
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12 Controller evaluation 117 ��
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12 Controller evaluation 119 be not
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12 Controller evaluation 121 Number
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12 Controller evaluation 123 Table
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12 Controller evaluation 125 In the
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12 Controller evaluation 127 ��
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13 Conclusion 129 13.2 Possible imp
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Bibliography [1] Holger Großmann.
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Bibliography 133 [22] M. Wang, T.M.
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Appendices
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B In- and outputs The interface bet
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Signal Unit Range Type Comment Stat
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In- and outputs 141 B.3 Error codes
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and system parameters 2 concentrati
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Simulation parameters 145 C.2 Contr
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Simulation parameters 147 Panic han
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Simulation parameters 149 C.5 Test
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Additional simulation results 151 D
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Optimiser code 153 real_T ∗panic_
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Optimiser code 155 52 return 10; 54
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Optimiser code 157 138 /∗ return
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Optimiser code 159 230 ∗/ ∗ ===
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Optimiser code 161 ∗ IMEA_breedin
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Optimiser code 163 414 } 416 } } st
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Optimiser code 165 if (sortedPop [
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Optimiser code 167 596 ∗ Printout
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Optimiser code 169 690 ∗ Latest R
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