DESC:TECHNICAL FIELD

The present disclosure generally relates to field of automobile engineering. Particularly but not exclusively, the present disclosure relates to a cooling system in a vehicle. Further embodiments of the present disclosure disclose a method and system for operating the cooling system for controlling cabin environment in the vehicle.

BACKGROUND OF THE DISCLOSURE

In modern world, vehicle users would want to like to accommodate and travel in the vehicle comfortably. To meet the demanding requirements of the vehicle users, different vehicle manufacturers have implemented various auxiliary systems such as but not limiting to air conditioning, adjustable seats, sunroof, etc. Generally most of the vehicle users face comfort problems with hot interior condition of the vehicle. Many a times, temperature inside the vehicle cabin increases after certain hours of parking in open air or un-shaded parking area. The heat under such parking condition causes the vehicle cabin and interior temperature to increase more than the comfort level of the user, in some cases the temperature raises up to 80°C average Accumulation of such heat i.e. thermal energy inside the vehicle with undesired temperature rise would compromise on comfort level of the passengers. In other words, passengers would be affected with the thermal condition inside the vehicle. In such hot conditions, the vehicle user/passengers are forced to wait for some period of time before getting into the vehicle to cool down the interior condition either by rolling down the window or running the air conditioner at high speed. Running of air conditioner at high speeds consumes engine power, and thereby affect the fuel consumption. Further, increase in interior temperature of the vehicle cause the interior parts to degrade because they are normally subjected to wear and tear. Degradation of such interior parts may shorten life span of various components inside the vehicle.

Further, in regions and seasons where the climate is harsh, primary need of a vehicle user is comfort while entering into the vehicle. A drastic change in cabin environment when user enters the vehicle could have negative impact on their health. It is imperative that the change in temperature should be gradual. It is a well-known fact that due to greenhouse effect there is a lot of thermal energy accumulation inside the vehicle. So, when user enters the vehicle, there is a lot of discomfort especially when the temperature is high and sun rays are directly projected on the vehicle.

With the development in automobile engineering, some techniques have been proposed to cool the vehicle cabin, if temperature inside the cabin exceeds the desired value. One such conventional technique includes a climate control system for the vehicle which is operated based on an engine operation condition. Such engine operated climate control system operates only after the engine is activated and the engine is activated usually after the user and the passengers have entered the vehicle. Therefore, the passengers and the driver may be affected due to the excessive heat inside the vehicle. In addition, many engine operated climate control systems rely on a central sized air conditioning system, which has a number of limitations. For instance, different occupants of the vehicle may desire different levels of cooling, and the centralized air conditioning system may not provide adequate control to meet the individuals’ needs.

In yet another conventional technique to control climate in passenger compartment of vehicle, the system comprises a cooling mechanism includes a fan for facilitating movement of air out of the vehicle passenger compartment to cool the vehicle passenger compartment. An electronic control system is provided for controlling the operation of the fan. A signaling device is included for selectively signaling the electronic control system to activate and deactivate the fan prior to an occupant entering the vehicle. However, in such systems, since the fan is operated without considering any parameters, cooling of the vehicle cabin may not be efficient. Even if the required cooling is achieved, since the fan is operated for even small temperature differences, the power source or the battery of the vehicle drains out quickly and hence there might not be enough charge in the battery of the vehicle for other operations.

The conventional climate control system available in a vehicle takes time for cooling. At the beginning, it takes time to neutralize the thermal accumulation by cooling the hot mass inside the vehicle cabin, and then it works on decreasing the temperature. The process takes a lot of time for bringing the in-cab temperature from high to normal, to cool and in the process there is a large temperature variation for the passengers, which affects comfort of the user.

In light of the foregoing discussion, there exists a need for developing a system and method for operating a cooling system in the vehicle to overcome one or more problems stated above.

SUMMARY OF THE DISCLOSURE

One or more shortcomings of the conventional systems are overcome by system and method as claimed and additional advantages are provided through the provision of system and method as claimed in the present disclosure.

Additional features and advantages are realized through the techniques of the present disclosure. Other embodiments and aspects of the disclosure are described in detail herein and are considered a part of the claimed disclosure.

In one non-limiting embodiment of the disclosure, there is provided a system for controlling cabin environment of a vehicle before start of an engine of the vehicle. The system comprises a plurality of temperature sensors to sense cabin temperature and outside environment temperature. The system further comprises an Electronic Control Unit (ECU) interfaced with the plurality of temperature sensors. The ECU is configured to receive a user input through at least one input source, detect cabin temperature and outside environment temperature using sensor inputs received from corresponding one or more temperature sensors of the plurality of temperature sensors, upon receipt of the user input. The ECU is also configured to compare detected cabin temperature and outside environment temperature, receive state of charge of battery of the vehicle, when the cabin temperature is determined to be more than the outside environment temperature during the comparison and operate the cooling unit based on state of charge of battery to control cabin environment.

In an embodiment of the disclosure, the cooling unit comprises at least one air source and a flap. The at least one air source and the flap are selectively operated based on the state of charge of the battery and difference between cabin temperature and outside environment temperature.

In an embodiment of the disclosure, the at least one input source includes a gear lever, instrument panel, and a user device.

In an embodiment of the disclosure, the system comprises a pressure sensor associated with the ECU to sense pressure value in the cabin environment, when the cabin temperature is determined to be more than the outside environment temperature during the comparison, wherein a flap of the cooling unit is operated by the ECU when the pressure in the cabin environment is more than threshold pressure.

In an embodiment of the disclosure, the system comprises a memory unit associated with the ECU to store a look-up table comprising details of predefined climatic conditions.

In another non-limiting embodiment of the disclosure, there is provided a method for operating a system for controlling cabin environment of a vehicle before start of an engine of the vehicle. The method comprises acts of receiving, by an Electronic Control Unit (ECU) of the vehicle, a user input through at least one input source, and detecting, by the ECU, cabin temperature and outside environment temperature using sensor inputs received from corresponding one or more temperature sensors, upon receipt of the user input. The method further comprises acts of comparing, by the ECU, detected cabin temperature and outside environment temperature, receiving, by the ECU, state of charge of battery of the vehicle when the cabin temperature is determined to be more than the outside environment temperature during the comparison and operating, by the ECU, at least one cooling unit provided in the vehicle based on state of charge of battery to control cabin environment.

In an embodiment of the disclosure, the at least one cooling unit is operated for a predefined time period.

In an embodiment of the disclosure, operation of the at least one cooling unit includes an act of selectively operating at least one of an air source and a flap based on the state of charge of the battery, and difference between the cabin temperature and the outside environment temperature.

In an embodiment of the disclosure, the method further comprises an act of detecting by the ECU pressure in the cabin based on inputs received by at least one pressure sensor configured in the vehicle when the cabin temperature is determined to be more than the outside environment temperature during the comparison and operating a flap when the pressure in the cabin environment is more than a threshold pressure.

In an embodiment of the disclosure, the method further comprises an act of controlling cabin environment based on predefined climatic conditions stored in a look-up table when the cabin temperature is determined to be more than the outside environment temperature during the comparison.

It is to be understood that the aspects and embodiments of the disclosure described above may be used in any combination with each other. Several of the aspects and embodiments may be combined together to form a further embodiment of the disclosure.

The foregoing summary is illustrative only and is not intended to be in any way limiting. In addition to the illustrative aspects, embodiments, and features described above, further aspects, embodiments, and features will become apparent by reference to the drawings and the following detailed description

BRIEF DESCRIPTION OF THE ACCOMPANYING FIGURES

The novel features and characteristic of the disclosure are set forth in the appended claims. The disclosure itself, however, as well as a preferred mode of use, further objectives and advantages thereof, will best be understood by reference to the following detailed description of an illustrative embodiment when read in conjunction with the accompanying figures. One or more embodiments are now described, by way of example only, with reference to the accompanying figures wherein like reference numerals represent like elements and in which:

FIG.1 illustrates schematic representation of a system for controlling cabin environment of a vehicle according to an embodiment of the present disclosure.

FIG.2 illustrates schematic view of cooling unit of the vehicle integrated with the system of FIG.1 according to some embodiments of the present disclosure.

FIG.3 illustrates a flowchart depicting operation of different modes using system of FIG.1 to control cabin environment of a vehicle according to some embodiments of the present disclosure.

FIG.4 illustrates a flowchart to show working of system of FIG.1 to control cabin environment of a vehicle according to some embodiments of the present disclosure.

The figures depict embodiments of the disclosure for purposes of illustration only. One skilled in the art will readily recognize from the following description that alternative embodiments of the structures and methods illustrated herein may be employed without departing from the principles of the disclosure described herein.

DETAILED DESCRIPTION

The foregoing has broadly outlined the features and technical advantages of the present disclosure in order that the detailed description of the disclosure that follows may be better understood. Additional features and advantages of the disclosure will be described hereinafter which form the subject of the claims of the disclosure. It should be appreciated by those skilled in the art that the conception and specific embodiment disclosed may be readily utilized as a basis for modifying or designing other structures for carrying out the same purposes of the present disclosure. It should also be realized by those skilled in the art that such equivalent constructions do not depart from the spirit and scope of the disclosure as set forth in the appended claims. The novel features which are believed to be characteristic of the disclosure, both as to its organization and method of operation, together with further objects and advantages will be better understood from the following description when considered in connection with the accompanying figures. It is to be expressly understood, however, that each of the figures is provided for the purpose of illustration and description only and is not intended as a definition of the limits of the present disclosure. It will be readily understood that the aspects of the present disclosure, as generally described herein, and illustrated in the figures, can be arranged, substituted, combined, and designed in a wide variety of different configurations, all of which are explicitly contemplated and make part of this disclosure.

To overcome one or more limitations mentioned in the background, the present disclosure provides a system and method for optimizing vehicle cabin environment condition before start of the vehicle. This protects users of the vehicle from experiencing excessive heat inside the vehicle, when the vehicle is used immediately from the parked state also referred to as hot soak condition. In the present disclosure, the user of the vehicle has an option to enter return time through an input source before exiting the vehicle or even remotely. In an embodiment of the present disclosure, the return time may be input by changing gear lever position in the vehicle. In alternative embodiment of the vehicle, the user can also provide the return time through a user device associated with the user. The system of the vehicle comprises of an Electronic Control Unit (ECU) which is configured to receive a user input from any of the input source as mentioned above. Upon receipt of such user input, the ECU receives signals from a plurality of temperature sensors about the temperature difference between the outside environment temperature and vehicle cabin temperature. Accordingly the ECU operates a cooling unit to cool the cabin environment of vehicle. The ECU is also configured to receive state of charge of battery for operating the cooling unit, wherein depending on the state of charge of battery, at least one of flap and an air source such as blower of the system is operated to optimize climatic conditions of the vehicle cabin. The air flow flap or air source is operated for a predetermined period of time as per the user requirements and the outside environment. The user preferences and other information such as the climatic season are stored in a look-up table of the memory unit. This ensures that the vehicle cabin will be cooled to the atmospheric temperature before start of an engine of the vehicle, and thereby improves comfort level of the user.

The terms “comprises”, “comprising”, or any other variations thereof used in the specification, are intended to cover a non-exclusive inclusion, such that a system or method that comprises a list of components or steps does not include only those components or steps but may include other components or steps not expressly listed or inherent to such setup or method. In other words, one or more elements in a system or apparatus proceeded by “comprises… a” does not, without more constraints, preclude the existence of other elements or additional elements in the system or apparatus.

Henceforth, the present disclosure is explained with the help of one or more figures of exemplary embodiments. However, such exemplary embodiments should not be construed as limitations of the present disclosure.

FIG.1 is an exemplary embodiment of the present disclosure which illustrates schematic representation of a system (100) for controlling cabin environment of a vehicle. The system (100) primarily comprises an Electronic Control Unit [ECU] (101) which is configured to control the cabin temperature. In an embodiment, the ECU (101) of the vehicle is used for operating the system (100). The system (100) further comprises a plurality of temperature sensors namely S1 to Sn (collectively referred to as 102). Among the plurality of temperature sensors (102), some of the temperature sensors (102) are configured to sense the outside environment temperature, and other sensors are configured to sense the vehicle cabin temperature. The plurality of temperature sensors (102) after sensing the corresponding cabin and outside environment temperatures send signal to the ECU (101) to detect these temperature values. The ECU (101) is also associated with a battery (104) of the vehicle to receive inputs about the state of charge of the battery. The system (100) comprises a cooling unit (103) operated by the ECU (101) based on the temperature difference detected by the ECU (101) with the aid of temperature sensors (102). Additionally the system (100) also comprises a pressure sensor to detect the cabin pressure and control the pressure if it’s beyond the threshold value of pressure through operation of a spring loaded flap.

The system (100) upon detecting the cabin temperature and the outside environment temperature compares the detected temperatures and if the cabin temperature is more than the outside environment temperature by a certain value, the ECU (101) directs a motor (105) for operation of a cooling unit (103). The cooling unit (103) comprises of an air flow flap (103a) and an air source (103b) such as air blower. The cooling unit (103) is operated for a predetermined period of time depending on the user needs and state of charge of the vehicle battery (104). The user needs or preferences and the temperature to be attained depending on the climatic seasons are stored in the form of a look-up table. In an embodiment, the look-up table stores pre-set data of the temperature values the vehicle users normally use, these pre-set data are made accessible to the ECU (101) of the system (100). Therefore, the ECU (101) then accordingly sets the time of operation of cooling unit (103) to attain the required cabin temperature of the vehicle. Further, once the vehicle is parked, the user can enter the return time through a plurality of input sources. The cabin temperature is accordingly optimized before the user enters the vehicle to avoid discomfort to the user. In an embodiment of the disclosure, input sources (107) includes but are not limited to gear lever, instrument panel and user device. For instance, first gear position of the gear lever maybe pre-defined to set the return time (say 1 hour) and accordingly when the user moves the gear lever to first gear position, the ECU (101) reads the return time of the user as 1 hour from the time he moves the gear lever. Also, the other gear positions maybe pre-defined to be interpreted by the ECU (101) as different return times of the user. The cooling unit (103) is operated at a certain time before the return of the user and the cooling unit (103) is operated for a pre-defined period of time to attain the required cabin environment. Furthermore, the system (100) comprises a motor (105) for operating the flap (103a) and the air source (103b) [depicted in FIG.2]. The operation of flap (103a) or the air source (103b) such as blower is based on the difference in temperature between outside environment and the cabin temperature i.e. if the temperature difference is moderate, flap (103a) of the cooling unit (103) is operated for controlling cabin environment and if the temperature difference is high, air source (103b) of the cooling unit (103) is operated by the motor (105). The motor (105) receives operation signals from the ECU (101) for operation of the cooling unit (103). Hence the cooling unit (103) is operated to drive out the hot masses from the cabin environment of the vehicle to maintain a cooler temperature in the cabin environment. The flaps provided is atleast one of air recirculation flap and the air induction flap. The power from battery (104) will be drawn for necessary movement of flap (103a) by motor (105). In an embodiment of the disclosure, there is a provision of sensor to sense the state of charge of battery and the sensor sends the corresponding signals to the ECU (101) for detecting battery charge. In an embodiment, the battery charge maybe sensed in terms of percentage. Then power will be disconnected till receiving next trigger from the controller. It is to be understood that the blower is just an example of the air source (103b) which could be used in the present disclosure. One should not construe such example as a limitation to the present disclosure, as the person skilled in the art may employ the other air sources such as pumps, fans, suction devices etc.

In an embodiment of the disclosure, the ECU (101) regulates operation of the cooling unit (103) based on engine operation condition i.e. the ECU (101) activates the cooling unit (103) in engine off condition. The ECU (101) is configured to detect the engine off condition through at least one of crank shaft speed sensor, coolant temperature sensor and inlet valve position sensor.

FIG.3 is an exemplary embodiment of the present disclosure, which illustrates a flowchart depicting operation of the system (100) in different modes to control cabin environment of the vehicle. As shown in the FIG. 3 the system (100) operates the cooling unit (103) in several modes to control climate of the vehicle. Now, considering a vehicle is in parked state, the user of the vehicle may set return time using one or more operating modes, based on which climate inside the vehicle is conditioned or optimized. In an embodiment, the vehicle is configured with an interactive input source (107). The input source (107) includes but is not limited to user device and instrument panel. In an embodiment of the disclosure, gear lever is used as an input source (107) to set the return time of the user. In alternative embodiments, the instrument panel may be provided on back side of one of the front row seats of vehicle to provide easy access to the instrument panel occupants of the second row seats. The input source (107) such as user device and instrument panel is an input interface using which the user of the vehicle may provide inputs. The instrument panel and the user device are also capable of obtaining information pertaining to cabin temperature of the vehicle and outside environment temperature.

In Mode 1 of operation, the user may set the return time on an instrument panel before exiting the vehicle, alternatively the user can also set the gear lever in a certain position which is processed by the ECU (101) and is interpreted as a pre-set return time. For instance, if the gear lever is moved to first gear position, the ECU (101) understands that the return time as say 1 hour. Similarly, different gear positions may imply different return times of the user. When the return time is nearing, the ECU (101) determines the temperature difference between the outside environment temperature and the cabin temperature with the aid of temperature sensors (102). The ECU (101) then compares the outside environment temperature and the cabin temperature. If the temperature difference is moderate, the ECU (101) provides a signal to the flap operating motor (105). The flap operating motor (105) operates the flap (103a) for a predetermined time period and thereafter closes the air flow flap (103a). By operating the air flow flap (109) for predetermined time period, the air is conditioned inside the vehicle to control cabin temperature, thereby reducing excessive heat condition inside the vehicle when the user enters the vehicle.

In Mode 2 of operation, the user again may set the return time either on an instrument panel or by changing the gear lever position to set the return time. The temperature sensors (102) sense the outside environment temperature and the cabin environment temperature, which is compared by the ECU (101). Upon comparison by the ECU (101), if the temperature difference is more than a pre-set value, the ECU operates the air flow flap (103a) to control the cabin temperature. Additionally, in Mode 2 of operation, if the temperature difference is high, the ECU (101) is configured to receive state of charge of battery, and if the state of charge of battery is sufficient enough [say to give 100 cranks] an air source (103b) such as blower is driven by the motor (105) to further control the cabin environment temperature. The air source (103b) maybe operated in conjunction with the flap (103a) or maybe operated alone to achieve required cooling or control in climate of the cabin.

In Mode 3 of operation, predefined return time maybe input using instrument panel or by changing the gear lever position. In this mode, the temperature difference between the outside environment and cabin of the vehicle is identified by the ECU (101) at regular intervals and if it is more than a pre-set value, after passage of a pre-determined time period, the flap (103a) is operated for controlling cabin environment. Further, after flap (103a) is operated for a certain period of time it is again closed for a pre-determined time period i.e. the flap (103a) of the cooling unit (103) is operated intermittently to control the cabin environment.

In Mode 4 of operation, user may set the return time using a user device (not shown in the figure) such as but not limited to smartphone, laptop etc. The user device is interfaced with the ECU (101) of the vehicle through a communication network. A person skilled in the art would understand that any other user device capable of communicating with the vehicle ECU (101), can be used in the present disclosure. As an example, the communication network may be a wireless network. The user may select either the first mode or the second mode through the user device and the return time is set accordingly.

In an embodiment, the temperature sensors (102) sense the outside environment temperature and cabin temperature of the vehicle. The temperature sensors (102) are configured so as to sense both the cabin temperature and the outside environment temperature and provide the sensed data to the user device associated with the ECU (101) of the vehicle. The communication of the sensed data of the sensors (102) to the user device may be real time. The user device also receives data associated with the current capacity of the battery. Based on the sensed data and the battery capacity, the user may provide an input through the user device. For example, if the temperature difference is high and the battery (104) capacity is not sufficient to drive the flap operating motor, then the user may provide the input for deactivating the flap operating motor (105). In an alternative example, the temperature difference is high and the battery (104) capacity may be sufficient to drive the flap operating motor (105). In this scenario, the user may provide the input through the user device. Based on the input, the ECU (101) activates the flap operating motor (105) to open the air flow flap (103a).

In an embodiment, if the return time of the user is variable, setting the return time may not be possible. In such scenarios, the user may remotely set the return time through the user device and send the command for three modes namely ambient, comfortable and cool/hot. The battery (104) consumption for each of these modes will be communicated to the user device and for each mode the threshold limit for the battery (105) is preconfigured. For example, let the threshold limit for the ambient mode may be threshold limit 1. The threshold limit for the comfortable mode may be threshold limit 2 and the threshold limit for the cool/hot mode may be threshold limit 3. The battery (105) capacity is continuously updated to the user device. If the battery (104) capacity exceeds the threshold limit 3, the cool/hot mode will be deactivated and shown as red in the user device. The ambient mode will be shown as green and the comfortable mode will be shown as yellow, in the user device. If the battery (104) capacity exceeds the threshold limit 2, the comfortable mode and the hot/cool mode will be deactivated and shown as red in the user device and the ambient mode will be shown as yellow. If the battery (104) capacity exceeds the threshold limit 3, all the three modes will be made inactive and will be shown indicated in the user device.

In Mode 5 of operation, the user selects the pressure operated temperature control. In this mode, there is a spring loaded flap (not shown in the figure) configured for opening or closing the air flow flap (103a). In an embodiment, the temperature sensors (102) measure outside environment temperature and cabin temperature. When there is a temperature difference, the pressure inside the vehicle increases. The pressure sensor configured in the vehicle senses the increased pressure and the increased pressure inserts force on the spring loaded flap. Therefore, when the pressure increases, the spring loaded flap opens the air flow flap (103a) to circulate atmospheric air inside the vehicle, which decreases the pressure inside the vehicle, and the spring loaded flap closes the air flow flap (103a).

In another embodiment, the vehicle ECU (101) will keep an information log of the temperature preferences of the users of the vehicle in a look-up table of the memory unit (106). The look-up table will include information pertaining to the general time of return, dependent on the day of the week. Further, the look-up table will also include information pertaining to the preferred modes selected by the specific users on specific seasons, or external temperatures. Based on this information, the vehicle will automatically select the preferred mode of operation of the vehicle climate control system. In an embodiment, the user device may give a message to the user, as and when the temperature inside the vehicle is exceeding beyond the preferred temperature, selected based on the information log. Once the user gives an affirmative reply, the vehicle climate control system may be operated.

Referring now to FIG.4 which is an exemplary embodiment of the present disclosure illustrates a flowchart to show working of system (100) to control cabin environment of the vehicle.

At block 401, the ECU (101) is configured to receive user input through an input source (107). The input source (107) includes but is not limited to gear lever, instrument panel and user device. The user device maybe a smart phone which is interfaced with the ECU (101) and the user device is configured to receive as well as supply data to the ECU (101). The user device can input the return time of the user to the vehicle from remote locations and the user device can also receive data from the ECU (101) like the cabin temperature, outside environment temperature and state of charge of battery of the vehicle. Further the user can also input the return time of the user by changing the gear lever position before exiting the vehicle. In an embodiment, the user can also input the return time of the user on an instrument panel of the vehicle before exiting the vehicle.

At block 402, the ECU (101) detects cabin temperature and outside environment temperature based on the sensor inputs received by the ECU (101) through corresponding temperature sensors after receiving the user input. In an embodiment, there are a plurality of temperature sensors configured to sense the outside environment temperature and cabin temperature.

At block 403, the ECU (101) after receiving the cabin temperature and the outside environment temperature, compares the detected temperatures and checks if the cabin temperature of the vehicle is greater than the outside environment temperature.

At block 404, upon comparison of the cabin temperature and the outside environment temperature, the ECU (101) receives state of charge of battery of the vehicle, wherein the battery (104) of the vehicle is interfaced with the ECU (101). The ECU (101) at this stage identifies the strength of the battery to control the cabin environment accordingly.

At block 405, the ECU (101) sends signals to run the motor (105) for operation of the cooling unit (103). The cooling unit (103) comprises an air flow flap (103a) and an air source (103b) to cool the cabin environment. The operation of cooling unit (103) depends on the state of charge of battery and the temperature difference. If the temperature difference is moderate, the ECU (101) seeks to control the cabin environment with the operation of air flow flap (103a). However, if the temperature difference is high, operation of air flow flap (103a) may not be sufficient to bring the cabin environment to the required conditions. Therefore, the ECU (101) then receives state of charge of battery and if there is enough charge (say for 100 cranks of the blower) then the ECU (101) directs the motor to operate air source (103b) to bring the cabin environment to the desired conditions. In another embodiment, the motor (105) may operate both the flap (103a) and the air source (103b) such as blower simultaneously.

In an embodiment of the disclosure, the ECU (101) is associated with a memory unit (106) which stores predetermined data of comfortable temperature based on the climatic conditions. For example, in winter season the comfortable temperature of the user may be 25oC, and in summer the temperature may be 20oC. The look-up table stores such values, so that the ECU (101) refers to the corresponding value in the look-up table when the cabin temperature is determined to be more than the outside environment temperature during the comparison. Further, the ECU (101) operates the cooling unit (103) till the temperature in the vehicle cabin reaches value lesser than the stored value in the look-up table, depending on the battery charge of the vehicle.

The ECU (101) may be used for implementing all the computing systems that may be utilized to implement the features of the present disclosure. The ECU (101) may comprise a processing unit. The processing unit may comprise at least one data processor for executing program components for executing user- or system-generated requests. The processor may include specialized processing units such as integrated system (bus) controllers, memory management control units, floating point units, graphics processing units, digital signal processing units, etc. The processing unit may include a microprocessor, such as AMD Athlon, Duron or Opteron, ARM’s application, embedded or secure processors, IBM PowerPC, Intel’s Core, Itanium, Xeon, Celeron or other line of processors, etc. The processing unit may be implemented using mainframe, distributed processor, multi-core, parallel, grid, or other architectures. Some embodiments may utilize embedded technologies like application-specific integrated circuits (ASICs), digital signal processors (DSPs), Field Programmable Gate Arrays (FPGAs), etc.

The processing unit may be disposed in communication with one or more input/output (I/O) devices via I/O interface. The I/O interface may employ communication protocols/methods such as, without limitation, audio, analog, digital, monoaural, RCA, stereo, IEEE-1394, serial bus, universal serial bus (USB), infrared, PS/2, BNC, coaxial, component, composite, digital visual interface (DVI), high-definition multimedia interface (HDMI), RF antennas, S-Video, VGA, IEEE 802.n /b/g/n/x, Bluetooth, cellular (e.g., code-division multiple access (CDMA), high-speed packet access (HSPA+), global system for mobile communications (GSM), long-term evolution (LTE), WiMax, or the like), etc.

In some embodiments, the ECU (101) may be disposed in communication with one or more memory devices (e.g., RAM, ROM etc.) via a storage interface. The storage interface may connect to memory devices including, without limitation, memory drives, removable disc drives, etc., employing connection protocols such as serial advanced technology attachment (SATA), integrated drive electronics (IDE), IEEE-1394, universal serial bus (USB), fibre channel, small computing system interface (SCSI), etc. The memory drives may further include a drum, magnetic disc drive, magneto-optical drive, optical drive, redundant array of independent discs (RAID), solid-state memory devices, solid-state drives, etc.

In some embodiments, the memory unit (106) may store data as described in this disclosure. Such databases may be implemented as fault-tolerant, relational, scalable, secure databases such as Oracle or Sybase. Alternatively, such databases may be implemented using standardized data structures, such as an array, hash, linked list, struct, structured text file (e.g., XML), table, or as object-oriented databases (e.g., using Object Store, Poet, Zope, etc.). Such databases may be consolidated or distributed, sometimes among the various computing units discussed above in this disclosure. It is to be understood that the structure and operation of the any computer or database component may be combined, consolidated, or distributed in any working combination.

Furthermore, one or more computer-readable storage media may be utilized in implementing embodiments consistent with the present disclosure. A computer-readable storage medium refers to any type of physical memory on which information or data readable by a processor may be stored. Thus, a computer-readable storage medium may store instructions for execution by one or more processors, including instructions for causing the processor(s) to perform steps or stages consistent with the embodiments described herein. The term “computer-readable medium” should be understood to include tangible items and exclude carrier waves and transient signals, i.e., are non-transitory. Examples include random access memory (RAM), read-only memory (ROM), volatile memory, non-volatile memory, hard drives, CD ROMs, DVDs, flash drives, disks, and any other known physical storage media.

Advantages of the present disclosure

The present disclosure discloses a system and a method to control cabin environment of the vehicle. The system takes into account state of charge of battery and accordingly operates at least one of air flow flap and air source to attain required conditions in the cabin and hence saves energy by operating air source such as blower only when necessary.

The present disclosure provides an option of remotely entering the return time of the user after parking the vehicle through a user device like smartphone. Further, return time of the user can also be input to the ECU by changing the gear lever position.

Equivalents
With respect to the use of substantially any plural and/or singular terms herein, those having skill in the art can translate from the plural to the singular and/or from the singular to the plural as is appropriate to the context and/or application. The various singular/plural permutations may be expressly set forth herein for sake of clarity.

It will be understood by those within the art that, in general, terms used herein, are generally intended as "open" terms (e.g., the term "including" should be interpreted as "including but not limited to," the term "having" should be interpreted as "having at least," the term "includes" should be interpreted as "includes but is not limited to," etc.). It will be further understood by those within the art that if a specific number of an introduced claim recitation is intended, such an intent will be explicitly recited in the claim, and in the absence of such recitation no such intent is present. For example, as an aid to understanding the description may contain usage of the introductory phrases "at least one" and "one or more" to introduce claim recitations. However, the use of such phrases should not be construed to imply that the introduction of a claim recitation by the indefinite articles "a" or "an" limits any particular claim containing such introduced claim recitation to inventions containing only one such recitation, even when the same claim includes the introductory phrases "one or more" or "at least one" and indefinite articles such as "a" or "an" (e.g., "a" and/or "an" should typically be interpreted to mean "at least one" or "one or more"); the same holds true for the use of definite articles used to introduce claim recitations. In addition, even if a specific number of an introduced claim recitation is explicitly recited, those skilled in the art will recognize that such recitation should typically be interpreted to mean at least the recited number (e.g., the bare recitation of "two recitations," without other modifiers, typically means at least two recitations, or two or more recitations). Furthermore, in those instances where a convention analogous to "at least one of A, B, and C, etc." is used, in general such a construction is intended in the sense one having skill in the art would understand the convention (e.g., "a system having at least one of A, B, and C" would include but not be limited to systems that have A alone, B alone, C alone, A and B together, A and C together, B and C together, and/or A, B, and C together, etc.). In those instances where a convention analogous to "at least one of A, B, or C, etc." is used, in general such a construction is intended in the sense one having skill in the art would understand the convention (e.g., "a system having at least one of A, B, or C" would include but not be limited to systems that have A alone, B alone, C alone, A and B together, A and C together, B and C together, and/or A, B, and C together, etc.). It will be further understood by those within the art that virtually any disjunctive word and/or phrase presenting two or more alternative terms, whether in the description, or drawings, should be understood to contemplate the possibilities of including one of the terms, either of the terms, or both terms. For example, the phrase "A or B" will be understood to include the possibilities of "A" or "B" or "A and B."

While various aspects and embodiments have been disclosed herein, other aspects and embodiments will be apparent to those skilled in the art. The various aspects and embodiments disclosed herein are for purposes of illustration and are not intended to be limiting, with the true scope and spirit being indicated in the description.

Referral Numerals:

A system for controlling cabin environment 100
Electronic Control Unit (ECU) 101
Temperature sensors 102
Cooling unit 103
Air flow flap 103a
Air source 103b
Battery 104
Motor 105
Memory unit 106
Input source 107
Flowchart blocks 401-405
,CLAIMS:1. A system (100) for controlling cabin environment of a vehicle before start of an engine of the vehicle, the system (100) comprising:
a plurality of temperature sensors (102) to sense cabin temperature and outside environment temperature; and
an Electronic Control Unit (ECU) (101) interfaced with the plurality of temperature sensors (102), the ECU (101) is configured to:
receive a user input through at least one input source (107);
detect cabin temperature and outside environment temperature using sensor inputs received from corresponding one or more temperature sensors (102) of the plurality of temperature sensors (102), upon receipt of the user input;
compare detected cabin temperature and outside environment temperature;
receive state of charge of battery of the vehicle, when the cabin temperature is determined to be more than the outside environment temperature during the comparison; and
operate the cooling unit (103) based on state of charge of battery to control cabin environment.

2. The system (100) as claimed in claim 1, wherein the cooling unit (103) comprises at least one air source and a flap, the at least one air source and the flap are selectively operated based on the state of charge of the battery and difference between cabin temperature and outside environment temperature.

3. The system (100) as claimed in claim 1, wherein the at least one input source (107) includes a gear lever, instrument panel, and a user device.

4. The system (100) as claimed in claim 1 comprises a pressure sensor associated with the ECU (101) to sense pressure value in the cabin environment, when the cabin temperature is determined to be more than the outside environment temperature during the comparison, wherein a flap of the cooling unit (103) is operated by the ECU when the pressure in the cabin environment is more than threshold pressure.

5. The system (100) as claimed in claim 1 comprises a memory unit (106) associated with the ECU (101) to store a look-up table comprising details of predefined climatic conditions.

6. A method for controlling cabin environment of a vehicle before start of an engine of the vehicle, the method comprising acts of:
receiving, by an Electronic Control Unit (ECU) (101) of the vehicle, a user input through at least one input source (107);
detecting, by the ECU (101), cabin temperature and outside environment temperature using sensor inputs received from corresponding one or more temperature sensors (102), upon receipt of the user input;
comparing, by the ECU (101), detected cabin temperature and outside environment temperature;
receiving, by the ECU (101), state of charge of battery of the vehicle when the cabin temperature is determined to be more than the outside environment temperature during the comparison; and
operating, by the ECU (101), at least one cooling unit (103) provided in the vehicle based on state of charge of battery to control cabin environment.

7. The method as claimed in claim 6, wherein the at least one cooling unit (103) is operated for a predefined time period

8. The method as claimed in claim 6, wherein operation of the at least one cooling unit (103) includes an act of selectively operating at least one of an air source and a flap based on the state of charge of the battery, and difference between the cabin temperature and the outside environment temperature.

9. The method as claimed in claim 6, wherein the at least one input source (107) includes a gear lever, instrument panel and a user device.

10. The method as claimed in claim 6 comprises an act of detecting by the ECU (101) pressure in the cabin based on inputs received by at least one pressure sensor configured in the vehicle when the cabin temperature is determined to be more than the outside environment temperature during the comparison and operating a flap when the pressure in the cabin environment is more than a threshold pressure.

11. The method as claimed in claim 6 comprises an act of controlling cabin environment based on predefined climatic conditions stored in a look-up table when the cabin temperature is determined to be more than the outside environment temperature during the comparison.

12. A vehicle comprising a system (100) for controlling cabin environment of the vehicle as claimed in claim 1.